GRAPHICS, OR THE ART OF MAKING CALCULATIONS BY DRAWING LINES.

By Professor K. H. Smith.

No. II.

Instruments.—It is only with scrupulously exact drawing that the generally useful degree of accuracy can be obtained in graphic calculations. It is, therefore, of the highest importance that all the instruments used should be true.

The Scale is of the first importance. No better material can be chosen for the scale than boxwood. Cardboard scales are not sufficiently exact for this class of work. The oval section, useful as it may be for ordinary working drawings of details of machinery and structures, is unsuitable for graphic calculation, because of the unsteadiness with which a scale of this form rests on the paper. Long lines have to be marked off, and measured with exactitude; and as one cannot look fairly at both ends of a long line at once, one must be able to hold the scale firmly on the paper, secure against the slightest slipping, while one moves from end to end. The flat section shown in the accompanying sketch is therefore the best, offering as it does the fullest amount of frictional resistance to slipping

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the exact desired direction of transfer across the paper by an angle of more than 7J deg. at the most. This will throw the position of the line to be drawn further from or nearer to the straight-edge than that of the line to which it is to be drawn parallel. Since the sine of 7J deg. is about J, the maximum amount by which it may be thus thrown to one side is about one-eighth the distance of transfer. The excess of the length of the edge of the set-square over that of the line to be drawn will generally cover this deviation of the straight-edge from the exact desired direction of transfer. If it does not do so the line of the edge of the set-square may be extended by laying another set-square against it. Sometimes the direction of the parallel lines nearly coincide with that of the transfer. In this case the straight-edge is simply laid along the given line ; then near the position of the desired parallel, a side of a set-square is laid against the straight-edge. Finally, a second set-square is laid against this first, and the first is slid along the second into the required position.

In marking off lengths upon lines in the diagram, it is necessary, in order to secure exactitude, to prick them off with a needle point. An ordinary fine sewing needle, stuck in a small piece of wood to serve as handle, is a very much better instrument for this purpose than the prickers usually sold with mathematical instruments. If inter-

the curve. Take, for instance, the above given example of Jin. change of radius per lin. length of arc, and suppose this rate maintained uniform from point to point. Let the radius of curvature at point A be 12in.; let B C D E F be points in the curve whose distances from A measured along the arc are Jin., Jin., fin., lin., and ljin. Call the radius of curvature/); for instance at A, pa = 12in.; then pb — 12 Jin.; pe = 12Jin. ; pd = 12|in.; pe = I2jin.; pf = 12fin. &c., &c. Let the point K be distant from A 24in. measured along the arc. Here />* = /)« + V = 12 + 12 = 24in. = 2 pa. Take now on the curve points L M N O P distant from K by arcs of lengths Jin., lin., ljin., 2in., and 2jin.; that is, at distances apart double those between BCD, &c. We then have pi = pk + J X J = 24 Jin. = 2 pb ; pm — 24 Jin. = 2 pc ; pn — 24f in. == 2 pd ; pQ = 25in. =2 pe; and p? = 25jin. = 2 Pf. Thus this latter portion of the curve differs from the first only in that it is drawn double size. It is clear, therefore, that the different portions of the curve have all the same “ shape ” as defined above, and differ only in size or scale ; each portion is simply a repetition of any other portion drawn to a larger or smaller scale. With a set of curve-templates designed on this principle and drawn to a suitably graduated series of “ rates of change of radius of curvature per unit length of arc,” a practically inexhaustible variety of curves may be fairly drawn, whether they be

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the paper. The flat underside should be plain, without markings of any sort. The two bevel edges may conveniently be divided in inches and in millimetres. It is important that the division should be decimal. Fig..2 shows a small portion of the length of the scale used in the engineering classes of the Mason Science College. The numbering of the divisions proceeds in one direction only, from left to right. For each edge there are different lines of numbers. The first series on the inch edge reads inches, or TV, or tJq, or    of an inch, or any submultiple

of tenths of an inch. The second series is for reading to Jin., or ^Vths, or ^J^ths, &c. &c., of an inch. The third is for Jth, or ^L-ths, or g-Jg-ths, &c. &c;, of an inch. .The millimetre edge has two similar series of numberings. The minute division to half millimetres and to fiftieth-inches is placed at both ends beyond the end line of the scale, and also on each side of the middle line of the scale. The length of the scale should not be less than 20in. Long lines, such as frequently occur in the diagrams, ought not to be measured in sections. The scale should stretch the whole length of the line, otherwise inaccuracies will accumulate, and much unnecessary loss of time will occur. A scale 30in. long is often useful.

T-squares are used in the same manner as in ordinary mechanical drawing. The straightness of the edge is of special importance.

Next to the scale the straight-edges and'set-squares are of greatest importance. Two straight-edges—one about 18in. long, the other 3ft. 6in. or 4ft. long—are convenient. The longer one cannot be dispensed with. Mahogany is a good material, giving a good edge without special edging. If these are edged with ebony, the exactness and smoothness of the edge is greatly improved. It is essential that the straight-edges be kept dead true. They should, therefore, be frequently examined, and trued-up with scrupulous care, if they be found to have bent or warped in the least degree. The same remarks apply to the set-squares—their edges must be kept accurately straight. The right-angle of the set-square should be exactly correct. The accuracy of the 60 deg., 30 deg., or 45 deg. angle is seldom of any importance, but they should never be used to set off these angles unless they are known to be correct. -Three set-squares must be provided: One 60 deg., of 12in. or 14in. length of side; one 45 deg., of about 6in. or 7in. side; and one 60 deg. of similar size. A large 45 deg., of lOin. or 12in. side, is also useful. Frame set-squares of mahogany edged with ebony are the best, but simple pear wood set-squares keep their shape and straightness of edge very well, if a number of round or oval holes be cut out of the central portion.

In graphic calculation lines have constantly to be drawn accurately parallel to each other, and frequently at a considerable distance apart. Parallel rulers are very inaccurate in doing this work. The only accurate and convenient method is to slide a set-square along a straight-edge— which may be an edge of another set-square, if this be of sufficient length. In performing the transfer of the direction across the paper it is important to make the operation as simple as possible. In nearly all cases it is possible to complete the transfer in one sliding operation. It is at first sometimes rather confusing to see in what way the set-square and straight-edge are to be arranged for this purpose, and a beginner has frequent recourse to a tortuous policy of many successive slidings of one set-square over the other. This is seldom necessary, even for the longest transfers. The long straight-edge should be laid on the paper always in the direction of the desired transfer, and as close as convenient to the positions of the line to be drawn and of the already drawn line to which it is to be parallel. Then this last line is found to make with the straight-edge some angle lying between 0 deg. and 90 deg. The set-square angle is now to be chosen which most closely approximates to this angle between the straight-edge and the line to be drawn, i.e., between the desired direction of transfer and the direction to be transferred. With the two 60 deg. and 45 deg. set-squares there is a choice of six set-square angles. The 60 deg. set-square gives 30 deg., 60 deg., and 90 deg. ; the 45 deg. set-square gives 45 deg. and 90 deg. By laying the side of one set-square against the straight-edge, and the side of the other set-square against the hypotenuse of the first set-square, there are obtained the two angles 15 deg. and 75 deg.; because 30 deg. + 45 deg. = 75 deg., and 45 deg. — 30 deg. = 15 deg.; or 60 deg. — 45 deg. = 15 deg. These last arrangements are shown in Fig. 3. Putting a set-square edge along the line to be transferred, we may thus place the straight-edge inclined to it by any of the six angles 15 deg., 30 deg., 45 deg., 60 deg., 75 deg., and 90 deg., which angles increase by a difference of 15 deg. Thus the setting of the straight-edge need never deviate from

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sections of lines are pricked off with this needle point they become much more sharply defined. The pencil points of the bows and compasses used should be filed flat, with a rounded profile. This rounded profile is best obtained by filing one side of the pencil quite flat, and the other to a rounded conical form. The flat must be perpendicular to the line between the two points of the compasses. If this is not attended to, and if the profile be not well rounded, the compasses or bows will draw circles of slightly different radii according as they lean to the paper on one side or the other. These instruments should have sharp points, and stiff inflexible legs. Two pencils are desirable, one for drawing lines, the other for marking and lettering the diagrams. The latter may be a No. 4 Faber’s, and is given a round point. The former may best be a No. 5, and its point should be filed flat and broad, and kept always perfectly sharp.

In many of the more complex graphic calculations curves need to be drawn. A set of pear wood curves assists greatly in this work. Of these, what are called “ French ” curves are frequently useful, but “ ship ” curves are more generally applicable. A good curve for this kind of work

possesses the same character that a “ ship ” curve ought to have, namely, the curvature should change gradually and continuously from point to point. It is surprising what a variety of curves may be fairly drawn out with the help of only three or four wooden templates of this sort if these have been skilfully shaped. The characteristic shape of any portion of a curve depends upon the rate at which its curvature varies from point to point. It may be very conveniently stated by specifying the change in the length of the radius of curvature per unit length of arc. Thus the rate of change of radius of curvature might be Jin. per lin. length of arc. If one curve be derived from another by diminishing the lengths of successive small arcs, all in the same ratio, and at the same time diminishing in the same ratio the radii of curvature of these successive small arcs, the two curves will differ simply in the second being drawn to a smaller scale than the first—they will have the same general shape. It would be very convenient if the radii of curvature were marked in figures at the different points of the edges of wooden template-curves. A very useful description of curve is obtained by keeping the above rate of change of radius of curvature per unit length of arc uniform throughout the length of

required to be drawn to a large or a small scale. For instance, the series may be the following: Template No. 1, rate of change of radius of curvature Jin. per lin. length of arc; template No. 2, Jin. per lin. length of arc; template No. 3, fin. per lin. length of arc; template No. 4, lin. per lin. length of arc; template No. 5, ljin. per lin. length of arc; template No. 6,2in. per lin. length of arc; template No. 7, 2jin. per lin. length of arc; template No. 8, 3in. per lin. length of arc; template No. 9, 3jin. per lin. length of arc; template No. 10, 4in. per lin. length of arc, &c.

Fig. 4 shows three examples of these curves accurately drawn. A scale of inches is divided off on the edge, and the radius of curvature figured at the chief points. The scale should be marked on both sides for convenience in drawing two-sided symmetrical figures. To ensure perfect symmetry of the second side with the first, it is only necessary to plot off two points, and lay between them the reverse side of exactly the same portion of curve-template as has been used between the corresponding two points of the first side.*

Curves are frequently drawn with the help of splines of lancewood. If these are well-made and in good condition they answer the purpose very well, but if by warping or otherwise the spline has become irregularly bent, then it is very difficult to bend it so as to draw fair curves, the local natural bend or twist in the rod always being reproduced to a greater or less extent in its artificially bent condition. It is difficult to preserve splines, even if made of the best wood and perfectly straight and regular at first, so as to avoid comparatively speedy in j ury by local bending. This is partly produced by the use of the spline, whereby, owing to the imperfect elasticity of the wood, severe permanent set is produced in special places. Carefully made splines of slightly hardened steel of small section would not be subject to this disadvantage, but it would be difficult to harden them as much as would be necessary to avoid permanent set arising through their continued use, without twisting and bending them in the hardening.

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establishing the adhesion and for supplying the want of points of contact between the cords or belts and the pulleys. These two methods are:—(1) Keeping the belts very tight; or (2) producing this same tension by means of a loose

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Those who believe that the American system of granting patents is perfect, because the precautions taken by all the officials ensure the granting of valid patents, will do well to take the lesson conveyed by the following facts to heart. It is tolerably well known that a great demand has sprung up for barbed wire, that is fencing in the lines of which are fixed spikes or prickles, which serve to prevent animals from squeezing through or pressing against the fence. For several years past the manufacture of barbed fencing wire has been under the control, substantially, of a single concern, namely, the Washburn and Moen Manufacturing Company, of Worcester, Mass. They acquired eminent position in the trade, in its early days, by the exercise of superior skill and enterprise in producing machinery to make the wire, by honest endeavour to furnish a first-class article, by promptness in filling orders, and finally by contenting themselves with a very small margin of profit. This the original basis of their trade; it has been steadily maintained, and upon it has arisen the gigantic business now governed by a corporation. As soon as the barb fence business began to develope into large proportions, other makers became anxious to dip in and grasp a share. Thereupon Messrs. Washburn and Moen bought up all the principal patents relating to barb fences in order to prevent competition; they then applied to the Patent-office, and obtained re-issues of some of the oldest of these patents, on which new and broad claims were allowed.

Some of these re-issued claims covered a wire or fence bar of any sort having barbs or points upon it. Other claims were for mechanism of any description for making any kind of barb fence. With these claims and re-issues, some of which had been tried and sustained by the courts, the manufacture was so guarded and surrounded by bristling patent points, that few makers have cared or ventured to fight the Worcester holders, but have preferred to pay them a small royalty as licensees.

Under several decisions of the Supreme Court of the United States in various cases, it has been laid down as a new rule that the re-issue of an old

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patent so as to make it cover, by new claims, any new or broader ground than the original patent, is invalid. In view of these decisions Messrs. Griesche and Fuchs refused to pay royalty to Washburn and Moen. Issue was joined, and we learn from the Scientific American that on the 4th inst., in the United States Circuit Court, St. Louis, Mo., Judge Treat decided the case, holding, in effect, that the broad claims are invalid, both as respects the

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An Old Bridge.—At the regular meeting of the Engineers’ Club of Philadelphia on the evening of June 2nd, Professor L. M. Haupt exhibited a drawing of the Phcenixville Bridge, which was built by Mr. Moncure Robinson, C.E., honorary member of the club, in 1836, for the Philadelphia and Reading Railroad, over the River Schuylkill. It is an instructive and enduring monument of successful construction of cut-stone masonry. There are four segmental arches 72ft. clear span and 16£ft. rise; radius of arch, 47|ft.; voussoirs, 2ft. 9in. thick. One end abuts against a rocky bluff, while the other is supported by a heavy abutment with an then filling. It is believed to be one of the lightest and cheapest bridges of its kind in the United States, having cost but 48,000 dols.

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SAMPER’S PATENT PULLEY GRIPPER SYSTEM.

The inventor of the “ pulley gripper,” an American, claims that up to the present year of grace the whole system of transmission of motion hitherto in vogue has been wastefully defective, and that he “ was born to put it right.” He has lately been exhibiting his invention applied in various ways to the machinery employed for the production of the electric light at the recent exhibitions at the Crystal Palace and at the Royal Aquarium; and as his system will be more extensively exemplified in the machinery shed at the Fisheries Exhibition, we give some notes upon it. The principal object of this invention is to increase the adhesion of the cords or belts employed for the transmission of motion, avoiding or nullifying the tension between the intermediate shafts, and guiding the cords or belts accurately. By the ordinary system the cords only half the circumference of the pulleys if these are of equal size, and less than half of one of them if they are unequal; but since the vibration of the belts while running causes them to lose their grip on a portion of the circumference embraced, it results that the adhesion is much less in practice than is expected, and in the majority of cases, being insufficient for the transmission of has hitherto been had to two methods for

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(i [§ iyf I⁻©⁻a belt tightener, which derives its name from its The imperfection of these two methods of producing adhesion originates many evils, such as the heating and destruction of the intermediate shafts, of the bearings, and of the belts, loss of power, waste of fuel, stoppage of operations, and impossibility of turning angles, &c. &c. It is these defects that Mr. Samper professes to remedy and prevent by means of his system.

By the above-mentioned methods hitherto employed for producing tension, not only is the desired rotary motion imparted to the shafts, but they are also subjected to a lateral strain, whilst the inventor claims that by his system rotary motion alone is produced without deflecting the shafts. The patentee employs a loose pulley gripper, which is flanged, while the intermediate pulleys are not. The pulley gripper is mounted one or two arms independent of the intermediate shafts, or else on arms which are fitted on to the shaft itself, but loose, and only secured between the collars. By one of these two general methods this system can be applied in all existing cases. The following side of the cord or belt is picked up by the pulley gripper, which is brought up close to the intermediate pulley, touching it if desired, but not pressing against it, and is then moved along a circumference concentric with that of the pulley until it brings the following and leading sides of the belt nearly in contact, and in this manner the cord or belt embraces nearly the whole circumference of the pulley. The patentee has an idea, or appears to have, that this operation is executed without producing friction, “ since the pulley gripper is loose, and the tension disappears in some cases, and is considerably reduced in others, because of the increase of adhesion.” By these means the contact of the' belt or cord with the driving pulley is increased from the ordinary average of 180 deg. to as much as 325 deg., thus causing the adhesion of the belt to the pulley to a point far beyond the centre of the shafts; and as the pulley gripper is always kept close against the intermediate pulley, it secures practically a steady adhesion of the belt throughout the whole circumference embraced. “ The adhesion being thus increased, the necessity for tension disappears, and the following side of the cord or belt remains slack although the full motive force of the driving wheel is transmitted ; and as the pulley-gripper has flanges for guiding the following sides of the cords or belts, Mr. Samper directs them at will, turns all kinds of angles, renders unnecessary the employment of toothed gearing, and obtains many other very important advantages.” Such, at least, are the claims of the inventor in his pamphlet, from which we take two illustrations. The first, which is the sixth figure in his pamphlet, shows an arrangement by which the power is communicated from a large pulley to a very small one, the pulleys being very close together. As the pulley a is the only one that requires adhesion, the pulley-gripper g is placed close to pulley a, and in order to move it on a circumference concentric with that of the pulley, the slot i is made in the arm concentric with the pulley a, and in this slot the arm of the pulley-gripper is raised or lowered as required to regulate the tension of the belt. The second illustration we have selected shows a transmission in which, by means of two pulleys and one belt, he turns a right angle formed between two shafts on the same level. In the driven pulley a the pulley-gripper m is fixed, and in the driver x the pulley-gripper is regulating the tension of the belt. The shaft c makes the angle, and on it are two loose flanged pulleys, held by two collars screwed to the shaft. The larger pulley d carries the leading side of the belt, and the smaller pulley f the following side of the belt. In this case it is advisable to shorten the belt if it stretches, so that the two pulley-grippers may be kept on the same level, in order not to form a new angle, which would retard the working of the pulley f. In another illustration the inventor shows a transmission of power from a horizontal to a vertical pulley as used in mills; but we have no space for other blocks, and can only refer our readers to his pamphlet.

The cutting of the new channel across the bar of the Brisbane River has been completed to a width of 200ft.

AN AMERICAN PATENT CASE.

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of the barb fence patents article produced and the machinery for making the same. The magnitude of the barb fence business will be understood when state that the estimate of the quantity of this fencing made in 1882 was 80,000 tons, or 500,000 miles in length. The firms claiming under their patents the exclusive right to manufacture barbed wire are said to have made within the year in royalties from their licences and from extra profits in their own business, nearly £1,000,000. The royalty, though large in the aggregate, amounts in the detail only to 8s. 4d. per 1000ft. of fencing.

Those who imagine that the overthrow of these patents is likely to result in any material reduction in the price of barb fencing, as paid by consumers, are probably mistaken. The decision may bring about a greater division of the trade and its profits than now exists; but where the margin of profit is already low there is not much room for the lessening of prices to the general public.

STERN WHEEL STEAMER FOR THE RIVER MAGDALENA.

On page 491 we give an engraving of a stern-wheel steamer tly completed by Messrs. Yarrow and Co., of Poplar, for the navigation of the river Magdalena, in the United States of Colombia. It is generally known this firm has already built a large number of vessels of this type; they have been attended with very marked success. As a matter of fact, Messrs. Yarrow have obtained a speed of thirteen miles an hour in vessels 120ft. in length by 24ft. beam, having a draught of 12in.; and a speed of fifteen miles an hour in vessels 130ft. in length by 28ft. beam on a draught of 15in. Our engraving illustrates one of the largest of this type of vessel which Messrs. Yarrow and Co. have hitherto constructed. The dimensions, exclusive of the wheel, are 150ft. in length by 31ft. beam, with an estimated draught light of 15in., and it is confidently expected a speed of sixteen miles an hour will be obtained. The general design will be clearly seen from the illustration. There are three boilers of the return tubular type, adapted for a working pressure of 140 lb. per square inch, and of sufficient size and heating surface to give steam without a forced draught, they are placed on the main deck near the bow, and the engines are quite aft, on the usual American plan, so that the boat is on an even keel, whether light or loaded. This disposition of the machinery admits of a very light design of hull being made, the strain of these overhanging weights being taken by the system of diagonal ties. The engines are compound surface condensing, the high-pressure cylinder being _20in. diameter, and the low-pressure 33in. diameter, both having a stroke of 5ft. The air pump, circulating pump, and feed pumps, worked by independent engines. The hull is throughout of steel, and is provided with three longitudinal bulkheads and five transverse bulkheads, subdividing the boat into twenty-four compartments. The cargo is carried on and below the main deck, and on the upper deck is the passenger accommodation. In comparing the efficiency of stern wheel boats with side wheel boats, we may remark that actual experience tends to show that with the same dimensions, displacement, and power, the stern wheel gives a little better result in point of speed. They are, however, quite unsuitable for withstanding rough weather, but for navigating smooth water only, where a shallow draught is an essential requirement, the stern wheel system undoubtedly offers many advantages.

HOW TO MANAGE WRECKED TRAINS.

We publish the following article, which we extract from the National Car Builder, because it deals with a subject about which nothing, so far as we know, has been previously published in the English language. In this country engineers are not so much afflicted by derailments as they are in the United States and our colonies. But English engineers do not work exclusively at home, and those who contemplate going abroad may find the information we give very useful.

On a few roads the wrecking department is as complete in all its appointments as the master mechanic’s department, of which it ordinarily forms a part, while on too many roads the only facilities for picking up wrecks are such jacks as can be spared from the machine shop, a pair of blocks and tackle, and a few pieces of timber picked up in a hurry, the rope of the tackle when wanted being usually unrove and carried off to take the place of a broken crane rope. Twenty years ago wrecking too often depended upon main strength combined with more or less stupidity, causing additional injury to cars and engines, so that when they were replaced on the track the damage from this source often exceeded that of the derailment and plunge down the embankment. It is a curious fact that broken rails and other causes of train accidents are too frequently found near bridges or on embankments, and the resulting damage is from this circumstance very much greater than it otherwise would be. A collision of two freight engines in which the damage ought to be limited to the front ends and cylinder heads,

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will, in nine cases in ten, be supplemented by a roll down the bank, which is highest just at the spot where the collision occurs, while at a distance of 500ft. either way there is no bank at all. Broken rails, also, which throw trains off the track, are pretty sure to be in near proximity to bridges, and a simple derailment is consequently turned into a serious and expensive accident by the engine running over the ties to the bridge, breaking through the bridge timbers, and diving into a little stream which is not large enough to be of any practical use, but sufficiently large to make the job an ugly one for the wreckers. A large wreck is attended with something akin to the excitement of war. There is the same hurry and confusion. A big fire is built of whatever fuel comes handy; a crowd of half-frozen men gather round it if the weather is cold; no one knows how or when the next meal is to be obtained, all being on the alert to make the best out of the worst possible means. One poor fellow has injured himself by lifting, another has had a pick driven through his foot instead of into a tie, and another has been hurt, perhaps, by the recoil of a rope. A wrecking master must be argely endowed with the qualities of a military commander. He must be cool and self-possessed, and take time enough to form a

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definite plan before a move is made. He must receive suggestions, and never hitch on to an engine or car without knowing exactly what he is to accomplish by it. If the wreck is a large one, the president of the road company is usually present with a number of useless spectators. Instead of taking fifteen or twenty minutes to look over the ground and form an intelligent plan, as he would be capable of doing under other circumstances, the wrecking master, if he is a nervous and sensitive person, is apt to lose his head because the president is looking at him, and the train dispatcher sending messages every fifteen minutes asking how soon the track will be clear. The result is, that in his trepidation he hitches on anywhere, jerking as many cars on the track as he jerks off, and it finally turns out that between the original crash and the subsequent hauling and jerking, the cars are not worth picking up; and, as a last resort, they are got out of the way by setting them on fire, and reducing them to ashes.

There should always be found on each division of a road two derrick cars, each capable of lifting 20 tons. With these, and the ordinary tools of a wrecking car—jacks, 20ft. levers, blocks and tackle, plenty of extra rope and chain, &c.—a modern wreck of

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the average sort can be handled with comparatively little difficulty. Passenger cars must, of course, be handled with much greater care than freight cars, and it will now be shown what is considered the best practice in dealing with wrecks of this class of cars.

In Fig. 1 a passenger car is represented as having left the track and gone down an embankment, where it lies on its side lengthwise the track. Fig. 2 shows a section of the embankment and track, an end view of car, and wrecking tackle in place. Two ropes b b— Figs. 1, 2, and 3—are passed through the clear-story windows, as shown, and fastened to a plank / on the opposite side. Two pairs of blocks and tackle g g are to be hooked to the ropes b b, and in the absence of trees or stumps to hitch to, an anchor, as shown, will be necessary. This anchor is made by cutting a trench long enough for the rail i i—Fig. 1. A cross opening 11 is then dug, and a tie j j pushed beneath the rail, as shown. A chain or rope is fastened to the tie close to the rail, brought over the rail, and the block and tackle hitched to it. If the ground is soft, a plank should be used in place of the rail for the reason that it presents more surface. The tackle rope is then passed round an idler-block h h, and led to the engines, of which there is one at each end of the car. Two timbers dd—Figs. 1, 2, and 3—are placed as shown, and the engines are then started slowly. The will then be pulled over on its bottom, as shown in Fig. 3, where it is held by the engines until two more pairs of blocks and tackles can be rigged to bo pulled by hand, to a rope a, passing through the end side windows, and fastened to the plank e. The ropes b b and tackles g g may be removed and two derrick cars

placed one at each end of the passenger car. If the car is a sleeper, a guy-rope from the top of the derrick will be necessary ; if it is an ordinary light passenger coach or baggage car, the derrick can be held in position by ice-tong clamps to the rails. The chain c of each derrick (Fig. 3) is fastened to the drawbars, and the weight of the car is then taken by the derricks, while the blocks and tackle hitched to the ropes a pull the car on the track between the two derrick cars. When the coach is resting squarely on the rails, one end is hoisted by the derrick and blocked; the derrick then picks up and places the truck on the track, and again takes the weight of the coach, while the blocking is removed to make for the truck, which is then pushed under the coach into place. The other end is treated similarly, and the coach is ready to be removed. It may be laid down as a rule with passenger coaches and engines, that the first move should be to place them right side up. Coaches frequently in running off get turned so that their length is at right angles with the track, as shown in Fig. 4. In such case the hitch would be made as before, through the clear-story windows, the tackles placed as shown, and two engines employed. The timbers a a a should be placed and the car turned on its bottom. Fig. 5 shows the car in this position. A hitch is then made to the draw-bar, as shown, while a rope b is attached to the other end to keep it in position. The coach can then be pulled around parallel with the track. If soap is applied to the timbers a a a it will facilitate matters. When parallel with the track the coach is to be placed on it, as shown in Figs. 1, 2, and 3.

drivers, foot-board, cylinders and frames having been disconnected, the two derricks will readily lift the boiler. When the length of the derrick chain is raised the engine will necessarily have to be supported by slings and well anchored, until the derrick chains can be lowered and a second life made. When the engine is in water the difficulties are multiplied, although the derrick car affords a

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lowered, carried to the front end of the engine, and raised by blocks and tackle, and placed under the front end on rails spiked to the heavy timbers, when the engine was readily pulled on to the main track. Had the engine gone entirely down, as the distance was short, she could have readily been jacked and blocked squarely up to a level of the track. Several years ago an engine went off the track down an embankment, and turned completely over, resting on her dome. Both driving axles were badly bent, and were lifted out of the boxes and a new pair lowered into place, when the engine was turned over, and replaced on the track.

Fig. 13 shows a carrying jack, which used to be a very valuable tool in a wreck, although its usefulness is now superseded by the

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’ Freight cars are more easily handled. A derrick will pick one of them up bodily, as shown in Fig. 6, D being a bird’s-eye view of derrick car, b the boom hitched to a freight car held in a rope sling a, a, and being lifted from the track to one side to clear the track. In replacing it on the track, it is first turned on its bottom, preferably by means of two or three 20ft. levers or derrick, when the derrick car would pick it up, and place it on its trucks on the track. Fig. 7 shows an old-fashioned way of putting freight car bodies on the track. A rope a is passed several times around the car, and the end fastened. It then passes around an idler-block b, and is hitched to the engine at c, which on starting up rolls the car toward the track.

Engines are more difficult to handle, especially the heavy Mogul and Consolidation types, because the weight is concentrated on the small surface of the drivers, which plough up and sink into the ground at almost every move. It is, therefore, time well spent to have plenty of heavy plank at hand to keep the engine out of the mud. In Fig. 8 an engine is shown off the track and crosswise of same, on its side and down an embankment, a combination of difficulties seldom met with. It would first be in order to place the timbers e e to receive the engine when right side up and to keep hereout of the ground. Three jacks, a, b, and c—sometimes a block

solution of almost any imaginable wreck. It is not, of course, necessary to suppose that the face of the embankment is perpendicular, nor does this make any difference, as the derricks will as readily drag the engine as lift it. We remember a case in which an engine was down a ravine about 60ft. below the track, in which case several weeks elapsed before she was raised. The plan adopted

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was to drag the engine several hundred feet up the ravine upon a long siding, a track being laid on this siding, and blocks and tackle used to pull her up the long steep incline. Fig. 12 shows a peculiar accident in which a dead engine was pushed off the end of a track, the bridge not being in place. In this case the back wheels did not leave the track, the front of the engine resting

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cut to the curve of the boiler is placed between the jacks and boiler—are placed as shown, beneath the boiler in pits dug for the purpose, and the engine raised from the ground. Two ropes i i are passed over each end of the boiler, as shown, and fastened to the frame on the bottom side. Two pairs of blocks and tackle are rigged and two engines used. The derrick car D can also be used to advantage if the engine is near enough to the track, and if not, the quick work performed by these cars will frequently pay to run two tracks out to the engine. Place a derrick car on each track and put the engine right side up by a direct lift with the two derricks. Guy ropes are then necessary from the top of the derrick to a good-sized tree or anchor, as the ice-tongue clamp will bring up the track with heavy lifts. Having the engine right side up, it should be jacked up so that the drivers will clear, blocking placed under the fire-box and cylinders and rollers d d d beneath this blocking and the timbers e e, as shown in the lower half of Fig. 8. A rope g will retain the back end of the engine in position, while a hitch at the front end with blocks and tackle as shown, will bring the engine in the direction of arrow on the timbers // parallel with the track. Fig. 9 shows a bird’s-eye view of the engine after it is parallel with the main track, which is cut and thrown to meet the engine. A line is hitched to front end of engine, by means of which it is pulled up the main track. Fig. 10 is a section of Fig. 9 at the front end of the engine, showing the bank cut away. When an

engine lies half way down the embankment it is frequently _____

sary to cut large portions of the embankment away as well as to block up under the head of the engine when it does not lie parallel with the track. In old times, when an engine went through a bridge and down 70ft. or 80ft., it was frequently left there, it being considered that the expense of raising and repairing her would more than equal her value.

11 is a bird’s eye view, and represents an engine A, which is supposed to have gone down 70ft. It would be necessary to first bring her as close to the foot of the embankment as possible, by means already explained. Two derrick cars F F are placed, as shown, on temporary tracks, the booms extending over, The

on the ground. A rope a was hitched to the draw-bar of the footboard, and two engines to the other end of the rope. The engines kept a heavy but steady strain on the rope. A timber b was placed as shown, to retain the engines in position while the excavation

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for blocking and jacks was made. Two jacks were then placed, one under each end of the bunter beam, as shown, and the engine jacked up a few inches, and then blocked. This was continued until the engine was level, with the back wheels resting on the main track. Two heavy square timbers were then placed, resting on the abutment and blocking. A freight car truck was then

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derrick car. It consists of a jack on rollers, which, by mentis of the long screw shown, can be carried from end to end of the bed, which ordinarily allows a traverse of 30in. It can with another be placed under an engine or car, when the entire load can be carried 30in., and any distance by a succession of Fig. 14 shows different knots for fastening the ends of two ropes together. They are, with those in Figs. 15 and 16, shown as just started, in order that the course of the rope can be traced. They,

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The subject of wrecking is deserving of considerable study, as any one who has the superintendence of a big job will be pretty sure to discover. It might be supposed that the civil engineer of a road would make a good wrecker, from his knowledge of the handling of heavy structures. But this is not so. In carrying on his ordinary operations he has plenty of time at his disposal, with powerful derricks and other necessary appliances, but give him a small wreck with a flat car-load of timber, a few blocks and tackles and four or five jacks, and he would despair of accomplishing anything. The experienced and capable wrecking master, in handling heavy engines and cars with the usual limited means at his command, displays an amount of engineering talent that is none the less practical and effective because it has not been acquired by regular course of technical education.

00NTKACTS OPEN.

IRON SORTING OFFICE FOR THE SOUTH-EASTERN RAILWAY COMPANY.

The South-Eastern Railway Company wants tenders for the construction of an iron post-office sorting office at Tunbridge Wells.

The brickwork in the footings and sleeper walls to be of the best sound stocks and mortar, composed of one measure of the best fresh-burnt lias lime, of approved manufacture, and two measures of clean, sharp sand. To have York stone steps to entrances, 9in. longer than the openings, 1ft. wide, and 7ft. thick, and proper damp course of two courses of slates and cement on the top of all external walls. The framing to be formed with posts, cills, braces, window and door-cill and heads, and top and bott plates, 4^in. by 3in., the posts being of the distances apart shown in the drawings. The floor joists to be 4iin. by 2|in., and plates 4^in. by 3in. The roof to have purlins, as shown, 5^in. by 2£in. and 2£in. by 2|in., secured by clips to the iron roof, with ridge, 9in. by l^in., with fillets side. Curb for lantern, as shown. The whole of the timbers to be of the best Memel, free from sap, shakes, and large or loose knots. Provide and fix a lantern light, as shown on detail, with 2in. top, and side lights being hung on centres, with proper pulleys and lines for opening and closing, the flooring to be l^in. yellow deal, rebated and filletted and properly trimmed to hearthstone. Provide and fix in floor on brick foundation a York stone slab 4ft. by 3ft., and 3in. thick to take the stone. Build brick chimney breast and shaft, as shown on the drawings, and carry up flue, with unglazed earthenware pipes and build half brick walls in

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AN IRISH-SCOTCH TUNNEL.

Sir,—In drawing attention to a question which, though often

cement, as shown, to the w.c.’s in yard. The inside of the w.c. walls to be rendered in Portland cement—that against woodwork to be lath rendered—and lined with 6in. white Dutch tiles, set in Keene’s cement to a height of 5ft. from the ground, finished with a ljin. flush bend in cement. The inside of the walls and roof of buildings and outbuildings to be lined with fin. matched and leaded boarding. The windows are to have fir solid frames, with oak cills, and 2in. fixed sashes, upper part over transom hung on centres with proper fastenings, and cords, and pulleys, 2Jin. circular fixed sash, and ljin. tongued lining in gable as shown. All windows to have moulded architraves 2^in. wide, and ljin. rounded window boards. Doors to have fir solid rebated frames, and 2in. double moulded 4in. panel doors, each hung with a pair of 4in. W. I. butts, and fastened with a 7in. mortise lock—plain ebony knob furniture—of Messrs. Tucker and Reeves’s manufacture, and two 9in. barrel bolts to each door in back lobby. Front entrance door to be six panel, double marginal, moulded, and bead flush, hung with No. 3 4in. W. I. butts, and fastened with a 12in. drawback lock and two 12in. iron barrel bolts. Doors to have moulded architraves similar to those described for windows. The inner doors to entrance lobby to be 2jin., double hung and swing, lower panels double moulded, upper ones glazed with British plate glass, Jin. thick. Provide and fix Cartland’s swing hinge to each door, price £3 3s. each. Yard walls to have moulded coping as shown. W.C. doors to have lower panels bead flush and square, and upper panels filled in with rough plate glass, Jin. thick, each door having a 6in. brass bolt and 6in. loop handle. The lobbies are to have boarded floors, but the w.c.’s and yard are to be paved with 3in. tooled York stone, the w.c.’s ljin. seats, and lin. risers on proper frames and bearers, with holes cut and dished, and beaded hand holes formed. Provide and fix 1J W. and moulded barge boards and gables, as shown. Provide and fix dustbin, where shown, with batten top and flap, and door at bottom to slide in proper grooves. Provide and fix where shown by dotted lines, W. I. principals, 2Jin. by 2£in. by §in. iron, tee, and fin. rods, with C. I. ornamental struts and supports to lantern, the whole to be of the best Staffordshire iron. The walls and roof to be covered with galvanised iron, No. 20 gauge, all to be the make of T. Lysaght and Co. (Limited), Bristol, properly screwed up and caulked with red lead and tow where necessary, the ridges being covered with iron ridge-pieces, having 4in. lap with 51b. lead flashings as required. Provide and fix a 4in. O.G.C.I., eaves gutter to the roofs with 3in. C.I. rain-water pipes, with proper heads, bands, and shoes to discharge over gratings. The inside of the iron roof to be covered with felt of the best quality, and in the walls the space between the iron and the matchboarding is to be fitted in with clean dry sawdust. All the sashes to be glazed with 21 oz. fluted glass, properly sprigged, puttied, and back-puttied; the top of the lantern to be glazed with rough plate-glass Jin. thick. All matchboarding to be stained and twice varnished with the best copal, and all the other wood and ironwork, except the galvanised Iron, both internal and external, to be painted four oils, of a tint to approval. Provide and fix two galvanised iron cisterns, 6ft. by 3ft. 6in. by 2ft. 6ln., over the w.c.’s in yard, one to supply w.c.’s and urinals, and the other the draw-off tap, and bring in water from the main with lin. service pipe, with lin. stopcock in same, and copper ball cock to each cistern, Fit up each w.c. with Dalton’s Staffordshire flushing rim pan, and syphon with Conolly waste-water preventer, and properly connect to drain. Fit up urinal with lin. rubbed slate-black and divisions, and slate bottom, with channels and brass rim, and grate with syphon under, properly connected with the drains, and fit up Doulton’s lipped urinal as shown. Construct 6in. potteryware glazed tubular drains set and jointed in cement from the w,c,’s to the main

sewer, and connect to same 4in. drain from the R.W.P.’s and urinals. Allow for 50ft. of 6in. drain pipe, and laying from the point marked A on plan. Construct cesspools 14in. by 9in. by 12in. under each R.W.P. grating end under drawoff tap in yard in brickwork in cement, with York stone dished kerb and iron grating to be properly trapped and connected with the drain. Lay on water to each w.c. apparatus, draw-off tap, and urinal with |in. pipe to the container of the waste preventer, and from thence with ljin. lead pipe to the apparatus, &c. Each £in. branch pipe is to have a ^in. screw-down stopcock placed where directed. Provide and fix a Jin. screw-down tap of Underharp manufacture in yard where shown on plan. Provide and fix a medium size hot air stove—2ft. 4in. wide—with fender complete, to be obtained from M. Fleetham and Co., of Clifford -street, Bond-street, W., to be properly connected with the brick flue.

Tenders are to be delivered before twelve o’clock noon on Tuesday, the 3rd prox., addressed to the Secretary, H.M. Office of Works, No. 12, Whitehall-place, London, S.W., and must be endorsed “tender for erection of iron building, Tunbridge Wells.” —A. B. Mitford, secretary.

LETTERS TO THE EDITOR.

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

SHEAR legs.

Sir,—If I may again address you on this subject I would remark that in your last impression “ N. D. Y.” and “ E. M. R.” appear to me rather hard on “ Foreman.” They seem to have overlooked the fact that he refers to the triangular arrangement of shear legs, and deals with a lighter weight on much shorter poles than was under discussion. With three poles of the dimensions he gives, viz., 20ft. long and say 9in. diameter as an average, and 14 tons suspended, the formula of Trautwine, as given by “E. M. R. ,” would show a factor of safety of 6, which is perhaps sufficient in temporary works. “ Foreman ” is also rather hasty in condemning all theory ; his rule of thumb may have succeeded in his case, but said rule is not generally known. Seeing that only 10 per cent, of mankind know how to erect or use triangular shear legs, it would be very obliging to me and many more of your readers, no doubt, if he would enlighten us.

In my first communication on this subject I referred to an example of shear legs designed by foremen at a Government dockyard. These legs, two in number, were 74ft. long, and were used in lifting weights up to 44 tons, which they did with safety. It would be rather startling to find the diameter of these poles per the rules of “N. D. Y.” Still, these legs were not built up, but “carefully selected fir poles.” As an example of shear poles made of steel plates, I may mention those referred to in “Anderson on Strength of Materials.” The poles were 40ft. long, 15in. diameter at middle, and 8in. diameter at ends; plates T85in. thick. These poles were tested with a load of 36 tons when inclined 15ft. out of the perpendicular. This load they withstood without the slightest perceptible deflection. The factor of safety in this case cannot certainly have been even 6.

In conclusion, I may state that the legs I am about to erect are for a temporary purpose, and I shall be guided by Trautwine’s formula; but the factor of safety will be taken at 5.

Leith, June 27thi considered, will yet receive a more practical treatment and study at the hands of the engineering profession, I would refer to the scheme or proposal of a tunnel between Scotland and Ireland. This question has now thoroughly come on for consideration, and will doubtless, ere long, obtain a share of practical as well as public attention. From being spoken of as a proposal for some years, the question has thoroughly revived, and the interest in it also.

In the first place I would draw attention to the routes proposed, viz., that from Portpatrick to Donaghadee—which has been, as a proposed route, the most referred to—and the other, which, though of comparatively recent date and plan, has already received a con* siderable share of attention and interest amongst engineers, namely, the drilling of a tunnel through the basaltic rock which exists continuously from the Giant’s Causeway, County Antrim, to the far-famed Fingal’s Cave, Isle of Staffa, West of Scotland. This seemingly gigantic work, extending 26 miles, is declared to be quite practicable.    Engineer.

June 26th.    --

CHANNEL BALLOONING.

Sir,—Will your correspondent, “Icarus,” explain a little more clearly than he did in his letter, published at page 480 of your impression for the 22nd inst., how the air over the sea can be “ rarer and lighter than over the land .    .    . in. consequence of the

vapour rising into it from the sea and expanding it ” ? Suraci.

London, June 25th.

Death of Dr. Spottiswoode.—We announce with great regret the death of Dr. Spottiswoode, President of the Royal Society. Dr. Spottiswoode died of the supervening effects of Roman fever, in the 59th year of his age, on Wednesday. He had been ill ever since a recent visit to Rome, but until the day before his death his recovery was confidently anticipated. Dr. Spottiswoode was in all respects an eminent man of science, and it is impossible in a brief space to do justice to his life and labours. For the moment it must suffice to state that he was born in London in January, 1825, and received the early portion of his education at Dr. Buck-land’s school at Laleham, whence he passed to Eton and Harrow. At Harrow he gained the Lyons Scholarship, and entered Balliol College, Oxford, in 1342. Graduating B.A. first class in mathematics in 1845, he gained various University distinctions, including the University Mathematical Scholarships of 1846 and 1847. In 1857-8 Dr. Spottiswoode was Public Examiner in Mathematics at Oxford, and also acted during the first year of operation as an examiner under the Civil Service Commission, as also at the Society of Arts examinations, and those of the Middle Class Schools Corporation. He was a Fellow of the Astronomical, Geographical, Asiatic, and Ethnological societies, and of the Society of Arts, and the Royal Society, of which he was appointed treasurer in 1871, and subsequently elected president. In 1871 he received the honorary degree of Doctor of Laws from the University of Edinburgh ; in 1876 was elected a Corresponding Member of the Academy of Sciences of Paris; and in 1878 acted as president of the British Association, when the authorities of Trinity College, Oxford, conferred upon him the honorary degree of LL.D. Dr. Spottiswoode was the author of a work on the “Polarisation of Light,” published in 1874 as a volume of the Nature Series; a volume of “Travels in Russia;” and a mathematical book entitled “ Meditationes Analytics besides contributing various papers to the “ Philosophical Transactions ” of the Royal Society, the “ Transactions ” of the Astronomical Society, and to other English and foreign scientific publications.

Forty-four towns of the German Empire have already constructed tramway lines, which they work themselves, or of which they have conceded the working. The largest net of tramway lines —124 miles—is at Berlin. The number of travellers conveyed in 1882 has risen to 65,218,792. After Berlin, Hamburg-Altona has 65 miles of tramway; Cologne, 27; Munich, 24; Hanover, 19; Nuremberg, 19; Breslau, 16; Leipzig, 15. Differing from Belgium and France, no general law has yet been made in Germany as to tramways.

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It is stated that there are 3985 paper mills in the world producing yearly 959,000 tons of paper made from all kinds of substances, including rags, straw, and alfa. About one-half the quantity is printed upon; and of those 476,000 tons, about 300,000 tons are used by newspapers. The various Governments consume in official business about 100,000 tons; schools, 90,000 tons; commerce, 120,000 tons; industry, 90,000 tons; and private correspondence another 90,000 tons. The paper trade employs 192,000 hands, including women and children.

In a paper recently read before the Chemical Society on “ Evaporation in Vacuo,” Professor McLeod describes a useful valve for preventing the loss of a vacuum which occurs when using Korting’s pump if the water pressure be suddenly diminished. The stream of water passes down a narrow glass tube into an elongated bulb, from the bottom of which it issues by a T-piece. In this bulb floats a piece of glass tube filled with air and closed at both ends, so that it just floats in water. The upper end of this float is ground, so that if the water stream stops the float rises and stops up the narrow glass tube; the vacuum is thus preserved.

Professor Ramsay recently described and exhibited a new gas burner for heating combustion tubes. The burner consists of a Bunsen burner, on the top of which fits a brass T-piece. The top of the T is about 6in. long and lin. in diameter ; it has a longitudinal slit cut in it on the top; the ends are closed by pieces of sheet brass which are arranged so that they support the tube to be heated. By a simple arrangement any third of the slit can be closed or opened. A series of these tubes can be connected together by a bayonet catch, so that any length of tube can be supported and heated. The tube is covered by a length of asbestos cardboard. The principal advantages are that the arrangement is cheap and cools quickly, so that seven combustions can be performed in a day.

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RAILWAY MATTERS.

The Canadian Pacific Railway land sales for May were considerably more than for some months previous. The average price was about 4'50 dols. per acre.

The Queensland Government have called for tenders for the construction of the first fifteen-mile section of the railway from Brisbane to the Logan.

Large quantities of timber are being sent by rail to Quebec via the Canadian Pacific Railway, and it is considered likely that a considerable portion of the trade will hereafter follow this route.

A contract for the building of nineteen locomotives for the Canada Intercolonial Railroad has been secured by the Canadian Locomotive and Engine Company of Kingston. This is the largest order yet secured by this company.

A regular service for the Canadian Pacific Railway is now provided from Prince Arthur’s Landing westward to Medicine Hat, a distance of 1095 miles, and by the close of the season the road will be in operation on a continuous length of 1400 miles.

The German Government has offered to buy the lines of the following six companies, in order to complete the State Railway system:—Upper Silesia, Berlin and Hamburg, Kiel and Altona, Oder—right bank—Breslau and Friburg, and Posen and Kreuzburg.

In Switzerland in 1881 the average distance run per locomotive was 16,039; on the German railroads it was 17,185; and on the Austro-Hungarian roads 16,010 miles. In this country by the last census it was 22,355 miles. Here, therefore, 100 locomotives do as much work as 131 in Germany, 139 in Switzerland, and 140 in Austro-Hungary.

On the Hamburg tramways a number of cars with flangeless wheels, much like omnibuses, and with turning gear, are working. To run on the lines, these cars are fitted with a shaft in front of the front wheels, this shaft carrying on a lever a disc wheel which the driver can lower into the tramrail groove as he requires, or raise it when it is necessary to get out of the way of obstructions. The arrangement works well, saves a lot of trouble, and the cars run easier than those with flanged wheels.

Consul Berthold, of Breslau, had a free pass given him as a director of the Breslau, Schweidnitz, and Freiburg Railroad. He used it to secure free transportation for a part of the baggage of his wife and daughter when going to Marienbad. For this he was arrested and tried by a criminal court, charged with illegally obtaining a service worth 1.38 dols. He was found guilty and sentenced to imprisonment for one week. He appealed, but in the higher court his sentence was confirmed. What, says the Railroad Gazette, if this were thus in America ?

A direct line is projected between Brussels and Maintz, which would put London within thirteen hours of the last-named town, and twelve hours of Frankfort-on-the-Main. Goods would also be conveyed direct from Antwerp and Ostend, with a great saving of mileage. The Belgian Government wishes to get all the railways into its own hand, but the state of the Exchequer scarcely warrants the necessary outlay. The promoters of the company, therefore, offer to make the line, to be afterwards bought or worked by the State, if the Government will bring in a Bill giving them the concession, and provided always that the German Government make that portion on its territory.

Our Birmingham correspondent writes that in the widespread movement for lower railway freights the Midlands continue to take a not unimportant part. The latest in this connection is from Dudley. The chain makers have found out an anomaly under which higher rates have to be paid for chains that are undamageable than for those that are damageable and more valuable. The usual list of anomalies in the carriage of iron forms another subject of complaint. These grievances were ventilated at the beginning of the week by the Dudley Chamber of Commerce. This body is now in communication with the Associated Chambers, through whom they hope to obtain redress at the hands of the Railway Commission.

The recently issued half-yearly statement of working expenses of the Stockton and Darlington Steam Tramways Company states that the six Merryweather engines employed are working the lines at an average cost of 3T2d. per mile per engine. This average is obtained as follows from the following figures, as the engines have been in useover eighteen months :—Average wages per week for 27 weeks on six engines, £10 10s. ll'lld. ; average repairs and renewals, £4 10s. 4'20d.; coke (7 tons 14cwt. lqr. 71b.), £512s. l'3d.; coal (6 cwt. 3 qr. 151b.), 4s. 7‘lld. ; oil (113 half pints), £1 0s. 3'74d.; cotton waste (151b.), 3s.—£22 Is. 3'86d. Water and preparing coke (per mile), ’26. Average number of miles run — 1850‘85. Average cost per mile per engine, 2.86 + ‘26 = 3T2d.

A Flemish statistician has been investigating the death-rate among railway servants, and finds that in England the mortality among railway employes is 21 per cent, greater than among an equal number of the general population, though while at the age of 25 the railwayman stands a better chance than his fellow. This greater liability to death is presumably largely because of dangerous occupation, though the same statistics show that the railway man has the greater number of days of sickness. Being sick oftener he is in greater danger of death. In Germany the same general percentages are found, to frighten one from taking up railway as a business. The Railway Review says, more complete figures in Germany show that the train-man is sick some 40 per cent, more than other railway men, and that his death-rate is 23 per cent, above the average.

An official inspection by Major General Hutchinson was made on Tuesday of the South Staffordshire section of the South Staffordshire and Birmingham District Steam Tramway Company’s line—a section about seven miles in length extending from Hands-worth to Darlaston. The result was understood to be satisfactory, the only alteration required being the removal of a set of crossing points. The scheme was designed by Messrs. Lloyd and Kincaird, civil engineers, Westminster, and the contract for carrying it out Undertaken by the City of London Contract Corporation, Limited, who sub-let portions of it. The orders for the cars were given to Messrs. Starbuck, Birkenhead, and the Falcon Engine and Car Company, Loughborough; and the contract for the engines to Messrs. Beyer, Peacock, and Co., Manchester, who will supply twenty engines of Wilkinson’s patent, each of about 40-horse power.

The Mersey Railway Company, now constructing the tunnel railway between Liverpool and Birkenhead, says in a circular offering for subscription the balance of the share capital, that the works are so far advanced that the directors are now able with confidence to look forward to the completion of the entire undertaking at a comparatively early date. The following railways will use the line :—The London and North-Western, the Great Northern, the Lancashire and Yorkshire, the Manchester, Sheffield, and Lincolnshire, the Great Western, and the Midland. The directors have availed themselves of the resolution passed on the 6th instant by the House of Commons, sanctioning the payment of interest at 4 per cent, per annum during the construction of railway works, to introduce a clause for that object in the Bill now before Parliament As soon as it receives legislative sanction, interest at 4 per cent, per annum will accordingly be paid on the capital now for subscription from the date of payment of each instalment.

NOTES AND MEMORANDA.

The organic impurities in the water supplied by the Lambeth Water Company during the month of May were greater than by any other company. Taking the organic impurity of the Kent Company’s water as 1, the impurity of the Lambeth Company’s water was exactly 4.

Colonel Haywood’s report on the incandescent lamps on the Holborn Viaduct gives the illuminating power of the lamps as about 1J times that of the ordinary gas lighting of the Viaduct, and at the same cost. The observations extend over twelve months, during which the total number of failures from defects in machinery and carbons was equal to about 0'3 per cent, of the entire lighting.

The produce of labour has been divided between capital and labour as follows in the countries named :—Assuming the produce of labour to be 100 in Great Britain, 56 parts go to the labourer, 21 to capital, and 23 to the Government. In France, 47 parts go to labour, 36 to capital, and 17 to the Government. In the United States, 72 parts go to labour, 23 to capital, and 3 to the Government.

According to the Milling World, sackcloth or canvas can be made as impervious to moisture as leather, by steeping it in a decoction of 1 lb. of oak bark with 14 lb. of boiling water. This quantity is sufficient for eight yards of stuff. The cloth has to soak twenty-four hours, when it is taken out, passed through running water, and hung up to dry. The flax and hemp fibres, in absorbing the tannin, are at the same time better fitted to resist wear.

The amount of powder fired away in the bombardment of Alexandria was 131,856'5 lb., of which amount the Inflexible used 39,9001b., and the Superb, 22,897'75 lb. The 3198 projectiles fired from the larger guns of the whole fleet, included 233 Palliser, 2246 common, 261 shrapnel, 154 segment, and 175 empty shells, and 126 solid shot, and three case shot. The Penelope fired the highest average number of shots per gun, viz., 28'8, and the Invincible the lowest, viz., 12‘6. The average number of shots per gun for the Inflexible was 22⁻0.

The largest gas main in the world is being laid through Westminster. Its diameter is 4ft., and more than twenty-three miles of this 4ft. main, in four diverging lines, have already been laid from the great gasworks at Beckton, by Woolwich, the work having been begun ten years ago; but the Gas Company only began a month or two ago the work of continuing one of the lines of the great main from Horseferry-road, Westminster, right through the heart of London, to Goswell-road, St. Luke’s, where is the chief district station of the company. The section of main being laid will be 3^ miles long, which will make the length of the entire main from Beckton on this route about 17£ miles. Some interesting experimental data on the flow of gases through a large long pipe ought to be obtainable from this.

The chemical now mostly used in intensifying gelatine plates is bichloride of mercury in combination with ammonia, iodide or cyanide of potassium. The main difficulty of such intensification has been that it was not stable; in a short time the image on the plate, if exposed much to the light, would fade out, and spoil the negative. The intensifier given below, says the Scientific American, has been found to work well, and at the same time possesses the quality of being absolutely stable. A stock solution of sulphate of iron is made as follows :—Sulphate of iron, 15 grains; citric acid, 15 grains; water, 1 ounce. A second solution is made as follows:— Water, 1 ounce; nitrate of silver, 10grains; acetic acid, 10minims. To intensify, take enough of the iron solution to cover the plate, and add thereto from six to ten drops of the silver solution, flood the plate, and the intensification will proceed in a clear, gradual, and satisfactory manner. To produce a great degree of intensity more of the silver solution should be added, a few drops at a time.

At a recent meeting of the Chemical Society Mr. Y. H. Veley read a paper on “ The Rate of the Decomposition of Ammonium Nitrate.” The author has measured the rate at which gas is evolved by heating pure ammonium nitrate at a constant temperature. He has arrived at the following conclusions. That the rate of decomposition into nitrous oxide and water is dependent not only on the mass of the salt but on the proportion of free nitric acid present. If the reaction of the salt be rendered alkaline, the rate gradually increases as the proportion of free acid increases ; a period of maximum velocity is then reached, corresponding to the greatest proportion of free acid; the rate then slowly decreases with the decrease of free acid. An excess of ammonia completely stops the reaction even when the temperature is raised 50 deg. or 60 deg. above the normal temperature of decomposition. If the reaction of the salt be rendered acid at starting the rate of decomposition gradually decreases as the acid decreases. After heating the salt for thirteen to sixteen hours the rate of change becomes practically constant.

At a meeting of the Chemical Society on the 21st inst. Professor McLeod read a paper on “Evaporation in Vacuo.” The ordinary method of evaporation in vacuo over sulphuric acid is very slow. The author was led to try some experiments on the evaporation of water at low temperatures by some remarks of Professor Mallet—Chem. News xlvi., 62, 73, &c.—and the method was suggested by Wright’s apparatus for the distillation of mercury—Chem. News xliv., 311. A somewhat similar apparatus is described by Mallet—Chem. News xlvii., 218, 252. In one form of apparatus the author used a Korting’s jet pump to produce the vacuum; the water was evaporated in a glass dish with ground top which pressed a red india-rubber ring against a brass ring soldered to a copper dome. The aqueous vapour was condensed in a copper vessel consisting of a truncated cone within a cylinder. The tube by which the water to be evaporated is supplied ends in a small glass funnel, the mouth of which touches the inside of the dish. The dish is surrounded by a water-bath at 50 deg. The temperature of the water in the dish was found to be 26 deg.; 50 c.c. of water can be evaporated in two hours. Some modifications were described by the author.

MISCELLANEA.

The Postal Telegraph Company of America has contracted for the laying of new Transatlantic cables, which are to be immediately constructed.

The Melbourne Harbour Trust has recently decided to purchase another steam dredger of the most powerful type obtainable for raising silt from the bay.

The Teesside Iron and Engineering Company is about to commence iron shipbuilding on the Tees. The company has a site, formerly rolling mills, which abuts on the Tees.

The Chinese have determined to construct their new telegraph lines themselves. An imperial decree sets forth that the lines are to be constructed with Chinese capital and under Chinese supervision.

The number of visitors to the Fisheries Exhibition last week was 81,168. The total number from the opening of the Exhibition has been 527,264. Upwards of 150,000 official publications have been sold in the Exhibition buildings.

Under the presidency of Mr. Jabez Church, M.I.C.E., a visit was paid on Wednesday by members of the Society of Engineers to the works of the Great Western Railway Company at Swindon. We shall refer more fully to the visit in another impression.

The Commissioners on Accidents in Mines Commission have been engaged during the past fortnight in continuing at the Woolwich Arsenal, where apparatus has been put up for the purpose under the superintendence of Sir Frederic Abel and his assistant, Dr. Kellner, their experiments with a large collection of nearly 200 safety lamps.

At the recent meeting of the Gas Institute it was stated as the result of half a year’s machine stoking work in one gasworks, that every twenty-four hours 2000 additional feet of gas were made per “ mouthpiece ” employed; the wages paid were less, and the yield of gas per ton of coal was more. It was stated that [in another place 9d. per ton of coal carbonised was saved.

Les Mondes states that a discovery has been made in Germany, which is at present kept a profound secret, but which promises to revolutionise the present systems of constructing ordnance. The new cannon consists of a steel tube, round which fine silk is wound in a spiral direction, whereby the strength of the steel is immensely increased, the whole being coated externally with some waterproof material.

A small screw steamer, the Tigre, launched on the 12th inst. by Messrs. Cochran and Co., Birkenhead, was tried on the 23rd inst. Her dimensions are 51ft. 8in. length, lift. 6in. beam, and 5ft. llin. depth. The engines are single high-pressure inverted, cylinder 12in. and stroke 15in., and the working pressure of boiler 80 lb. She was tried in the Mersey, and against a strong wind and sea a speed of about eivht knots was realised.

The Russian fleet in the Black Sea, which at present possesses only the two ironclads, the Admiral Popoif and the Novgorod, is to be strengthened by the addition of three powerful ironclads provided with three barbette turrets, protected by 18in. of compound armour, each mounting two long 12in. breech-loading guns of Russian manufacture. In addition, seven 6in. breechloaders will be mounted in the casements. The hull will be constructed of iron and steel.

On the 26th inst. the screw steamer Devon, built to the order of the Devon Steamship Company, was launched. Her dimensions are as follows:—Length, 220ft.; breadth, 31ft. 6in.; depth, 14ft. 6in.; with engines by Messrs. J. G. Stevenson and Co., of Preston, having cylinders 26in. and 50in. diameter by 36in. stroke; sh ' fitted for quick despatch of cargo, and has water ballast in both holds. Both hull and engines have been inspected during completion by Messrs. Flannery and Fawcus, Liverpool.

There is satisfaction throughout the Wolverhampton district that the Parliamentary preliminaries to the actual street and house supply of electricity are proceeding satisfactorily. On Monday the Examiner of the House of Commons, who had before him the Electric Lighting and Provisional Orders Bill (No. 3), confirmed the provisional orders that related to the various areas of Birmingham, West Bromwich, Aston, Dudley, Saltley, Wolverhampton, BalsallHeath, Redditch, and Walsall. The Examiner consented to the Bill being reported to the House.

The Manchester Corporation have decided to undertake an important scheme of drainage, and are now asking for tenders for the work. This will consist of the construction of an intercepting sewer for the drainage of the Cheetham-hill district, which will divert the drainage from the Broughton district and carry away the storm water by means of overflows to the Broughton Brook. The scheme will involve a considerable outlay, and we understand, also, special difficulties in some portions of the excavations, owing to the peculiar nature of the ground which will have to be passed through.

On the 21st inst. Messrs. Raylton Dixon and Co. launched a large mail and passenger steamer, the second of two vessels built by them for the Steamship Company’s Insulinde, of Amsterdam. Her dimensions are Length overall, 311ft.; 37ft. beam; and 25ft. 9in. depth of hold. This vessel has been built for the passenger and mail service between Amsterdam and the Dutch East India possessions, and will be accordingly fitted out as a first-class passenger steamer. Her engines are to indicate 1200-horse power, and will be fitted by Messrs. R. and W. Hawthorn, of Newcastle-on-Tyne.

A banquet was given on the 21st inst. by the Paris Society of Electricians. M. de Lesseps delivered a speech in the course of which he announced his intention of introducing the electric light on the Suez Canal. He referred to the necessity existing for a second canal, and stated that he had just had a very satisfactory interview with Lord Lyons, adding that the British Government entirely approved the action of the Suez Canal Company. The agitation which had been going on with regard to the Canal question was consequently factitious. The cost of the construction of a second canal would, M. de Lesseps added, amount to 150,000,000f.

The following shows the Port of London oversea trade for the week ended June 16th, 1883:—Number of vessels entered in, 280; number of steamers entered in, 137. Number of vessels entered out, 123; number of steamers entered out, 90. Number of cargo vessels cleared out, 131; number of cargo steamers cleared out, 89. Tonnage of vessels entered in, 174,398; tonnage of steamers entered in, 97,865. Tonnage of vessels entered out, 75,519; tonnage of steamers entered out, 55,609. Tonnage of vessels cleared out, 79,120; tonnage of steamers cleared out, 57,150. Total number of British vessels cleared out, 103; British tonnage cleared out, 63,055. Number of British steamers cleared out, 70; tonnage of British steamers cleared out, 43,681. Number of British sailers cleared out, 33; tonnage of British sailers cleared out, 19,374.

A case of some importance to the iron trade has recently been decided. In June last year, Messrs. Latta and Castel bought 1000 tons of pig iron from the Maryport Hematite Iron Company. They obtained the “ scrip ” for it—the warrants, that is. They did not apply for the iron till December, though it had been paid for, and in that month the Iron Company went into liquidation. The-trustees would not deliver it, and application was made at the' London Bankruptcy Court for an order for the delivery. The decision has just been come to, and it is of very great importance to the trade. The registrar pointed out that when the warrants-were given the iron was not made, therefore the iron could not be the property of the purchaser of the scrip, and the application was-dismissed. It is a decision, the Newcastle Daily Chronicle remarks, that may have considerable effect, and it will be henceforth needful, that the buyers of iron warrants should buy warrants of iron actually made—not to be made—and iron that is in the hands of the storers, and is described or pointed out in some way so that the warrants are warrants for the delivery of iron known and identified* by the purchaser and seller.

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the fixed bush K and controls the admission to the motive power cylinder A of the mixture of air and gas previously drawn in past the valves D and E. This slide J is held against its seating by the spring L and cover plate M. The engine is shown at about half stroke, the piston N being impelled outwards by the expansive force of the air and gas mixture previously exploded on the termination of the instroke. During the course of the outward stroke the piston F draws air and gas into the pump cylinder B through the passage C, the air previously passing through an air valve 0, chamber P, pipe Q, and valve D, and the gas through pipe R, annular passage S, perforations T, and past the valve E—Fig. 4—at which point the air and gas commence to mix together. On the return instroke the piston F forces the air and gas mixture then in the pump cylinder back through the passage C, thence through the ports of the partially rotating slide J and seating U into the motive power cylinder A, where it is compressed by the action of the piston N into the space V left between the end of the motive power cylinder A and the piston N when at the end of its instroke. When the engine is in this position the explosive mixture of air and gas in the motive power cylinder A is ignited by a travelling gas burner W—Fig. 5— supplied from a metallic pipe fixed to or embedded within the slide and having a flexible connexion X with any convenient gas supply pipe. This travelling burner W is carried by the slide J to and ignited at the stationary light Y once for every revolution of the crank. In Fig. 5 the travelling gas burner W is shown in the position for ignition by the stationary light Y. The gas at the travelling gas burner W having been ignited, the burner is then carried by the slide to the port Z in its seating, and ignition of the compressed mixture of air and gas in the motive power cylinder takes place, the force resulting therefrom driving the two pistons F and N outwards as before explained. The products of combustion escape through the exhaust passage V1 when this is uncovered by the piston N. After the explosion has been effected and the light of the travelling burner W thereby extinguished, the burner is carried back again by the slide in its next oscillation and relighted at the stationary light Y, and so on continuously. Should the governor run too fast the cam G is thrown out of gear with the bell-crank lever H, by the arrangement shown in Fig. 1, consequently the valve E is not then actuated, and no gas is admitted until the cam G is once more thrown into gear by the governor balls falling.

PRESSURE GAUGE TESTING APPARATUS.

Thk use of standard pressure gauges and pumps for testing and adjusting other gauges and dividing the dials exactly has several inconveniences. Pumps are difficult to keep in good order and to start, if they have been for some time out of use. The standard spring gauges employed for controlling others may become incorrect, and often indicate different pressures when two of them are placed beside each other on the same pipe. Mercurial gauges are certainly the most accurate instruments for measuring pressures, but cannot be used for high pressures on account of their very great height. They have become already inconvenient for the present medium pressures, without taking into account that the friction of the mercury, which increases -with the pressure, necessitates a calculation in order to obtain the correct indications. These inconveniences have led Mr. Ruchholz to design the testing apparatus represented by the illustration with the view to remedy them. One person is sufficient to work it at any time, while the space occupied is small, and the employment of a standard pressure gauge for the purpose of comparison is avoided, the pressure on the spring of the gauge to be tested being produced by dead weights acting through the medium of a suitable liquid, such as pure glycerine. The apparatus consists of a base which contains a pipe that connects the two uprights which rise from it, and are also hollow. A is a cylinder bored true internally and receiving a steel piston ground to fit. The cock B is threaded to receive the gauge to be tested.

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By the accompaning engravings we illustrate a new and simple gas engine made by Messrs. S. Worssam and Co. Its operation is as follows:—Supposing the pump and power pistons to be at the ends of their respective instrokes and an explosion of the combustible mixture to have just taken place, they both move outwards together, the power piston communicating motion to the crank shaft. The pump piston at the same time draws in gas and air, the gas valve having been opened by its cam, and continues to do so for one half of its stroke or thereabouts, at which point the gas valve is closed. During the remainder of the pump’s stroke air only is drawn in. When the power piston passes the exhaust port the gases in that cylinder escape, and immediately the crank has passed the centre their exhaustion is assisted by a stream of air delivered from the pump, which is now put in communication with the power cylinder by the rotary annular valve. As soon as the power piston has passed and closed the exhaust port in its in or backward stroke, compression commences, the contents of the pump being forced into the passages and the space between the motive power piston, and exploded or ignited at the commencement of the succeeding out or acting stroke. The ignition is effected by a jet in the annular valve constantly fed with gas and relighted from a permanent jet after each explosion or ignition. In our engravings Fig. 1 is a side elevation; Fig. 2, a longitudinal vertical section; Fig. 3, a sectional plan; Figs. 4 and 5 are end views partly in section; Fig. 6 is a section showing the igniting arrangement. A is the power cylinder in which the explosion of the mixed gas and air is effected; B is the pump cylinder; C a port, one extremity of which is commanded by the valves D E respectively for admission of air and gas to the engine. The air valve D is opened by air pressure when a partial vacuum is formed above it by the action of the pump piston F; thus it is caused to rise against the resistance offered by a helical spring x—Fig. 4—and the gas valve E is actuated by the cam G through the bell-crank lever H and vertical rod I. The cam G may slide on and off a feather fixed in its driving shaft, so as to be either fast or loose thereon, and is in turn controlled by the governor acting through a bell-crank lever as shown in Fig. 1.

The cam shaft is driven from the crank shaft as shown. J is the slide valve which partially rotates around the piston-rod on

The piston carries a tray, on which weights can be placed, and is so proportioned that a pressure of one atmosphere per square inch is given by the piston itself, while each weight represents an additional atmosphere. When used the apparatus is placed upon a firm table, and adjusted by the set screws in its feet till the cylinder occupies a perfectly vertical position, which is indicated by the spirit level fixed upon the middle of the base plate. After taking the piston out, glycerine is poured into the cylinder till the liquid flows out of the upper end of the cock, which is left open, when the gauge to be tested is screwed on, and a further certain quantity of glycerine is poured into the cylinder. The apparatus having been thus filled, the piston, which must be kept perfectly clean, is inserted into the cylinder. The pointer of the gauge must then indicate one atmosphere, and maintain its position while the piston is lightly rotated, this rotation being necessary in order to annul the slight friction of the glycerine against the inclosing surfaces. The weights are then gently placed upon the tray, and the latter is each time rotated in order to obtain the exact position of the pointer.

If the piston should come in contact with the bottom of the cylinder after a certain time, or before the desired pressure ia obtained, the cock B is closed in order to keep the gauge at the pressure prevailing at the time. The weights and piston are then drawn out so that a further sufficient supply of glycerine can be poured into the cylinder. When this is done, the piston is re-inserted, and the same number of weights placed on the tray as when the cock was closed. The latter is then opened, and further weights may be placed on the piston. In this way very high pressures can be obtained. When the testing or dividing of the dial is finished the discs are gradually removed and the piston withdrawn, and when the pointer has arrived at zero the cock is closed and the gauge unscrewed. The glycerine is finally drawn off by means of a small tap placed at one end of the base plate.

winding from great depths. Another important consideration cent, greater than iron wire. Taking, as before, a working load of should be—what will be the strength or working load of the rope 8 tons, or 17,920 lb. then (by 1)

COAL WINDING IN DEEP SHAFTS*

By Mr. Arthur H. Stokes, F.G.S., H. M. Inspect., of Mine,.    = ** «>"*“ to*«    °f !tel **    ⁵

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= 5'3in. circumference of rope.

The question of raising coal in deep shafts is slowly, but surely, exceeded at any time ; hence, then, to cover this loss in strength    /

demanding more and more attention from the mining and mechani- , wear and tear, some makers give one-tenth the breaking and A / .Q₇gg₈~

cal engineer. For obvious reasons our forefathers worked the coal gtrain as the working load, and when it is remembered that    r    working load of 8 tons requires

resources, for°supplytag the current and increasing.demand, lie at ^    takX the” worfrin”°load ^'“onitentli the breaking >£0), M4    * ‘“J    uSrtyiqnaIto'tLwktag loS.

forward beyond immediate wants, the total area of unworked and the extra weight put upon the winding rope by friction of the cage will only raise a^kgi Qr about ₁ ton 6 cwt> Having now unproved coal in the United Kingdom is no doubt very large, but and the guideS) friction of pulley wheels, resistance of the air, and to 17,920    14,9bd    (    ’ ^ ^ wirg ro of 4000ft deep

much of it will be found at depths greater than any as yet reached.    chief of °u the energy exerted in imparting velocity to the load,    shown that t^e weigl    ds the workmg load of such a

Some writers have quoted 4000ft. as the limit of accessible depth,    Qr power to overcome the vis inertia. In shafts raising a heavy    and constantalso    tbat a steel wire rope, of con-

beyond which the increase of temperature and other difficulties j ^ t at gpeed this last is a serious addition to the strain or rope at ^he pudey , 400Qft length will only admit of will prevent the mineral being worked ; other authorities have tenskm gon ^    • and m be approximately expressed by the stent f^^HAsiended to the end of it^w thout exceeding

“iS £ KU £    S£“nd formula,    w = The load in pounds. V = increase in    Si StK wheel, there remain^ be^cu-

the report placed the maximum deP^h^ ^⁰⁰⁰^t^ad¹™\t    ®    the velocity in a second; g = 32'2 gravity For a working load of    JjjjjJ a^eptTof 4000ft.'fandllTo    carets own weight, without

Eendaand⁰k RosebS aSft*ie.^ 806 y^I deej; ?h2 hTbeen    8 tons, or 17,9201b., and taking the load to be uniformly accelerated    fexceedingPthe working    load, having a strength at any two points

at work for some years, yielding’a fair quantity of coal. The from a state of rest to a velocity of 30ft. per second ’    ~ proportional to the w^h*    be^enS/such strength

ft*-    - 250,435 lb. work expended i» .resting velocity.

Charleroi, Belgium, .,    .    ’£• h is 2724ft ie 908 only represents the work expended in creating velocity, or work pit to ascertain the cross sectional area of a rope at the cap, or

^fl.n_Ao metres^^ The coaHs raised by an iron’wffe flat accumulated in the load which is quite distinct from the work ™’end> of aufficient size to carry a working load equal to the yards deep 830 metres.    .    . J ;i.„ WP,„bt being expended in raising the load. For instance, the force with which wej„bt of the coal, cage, and tubs suspended from such cap ; and

5E,⁷U SS kSmmes S ta iiSber^h.ft iS    a Ee Mling to'th. ground .trite* it, U wholly distinct    and    Sf.Ukcrea.e, or taper    ot    the    rope,taking that a. due solely to

i C 1163 vards deep but this the author is    different from that with which it presses upon the ground when at    the weigbt ₀f    such rope.    In    the    first case the weight is constant

Belgium is 3489ft., lib*'yards deep but ««, being partly    rest. In coal winding the work expended in creating velocity    is an    from bottom    to top, but    in    the    latter it is constantly increasing

filled with water. At the St. And™ shafUhr.windingis slow,tanc|    S

Integrating the above equation between the limits A and

a we

Z _ area .1    ettata in lbs. per square

there is little necessity, at least for some time to come °* ®™ibffitv is easily seen from the above remarks thatPthe load would have inch of sectional area produced by the safe working load; m -into any theoretical opinions or calculations to prove the possibility «^easily see    n    = 268,800 foot-pounds, and weight in lbs. of one cubic inch of the rope; y = length measured

of raising coal, in one lift, from the greatest possible depth at hem nosed V*t Ua3    U, u    approximately represent from lower end. Let A and a be any two sections at a distance y

which coal could be worked. It is probable that the limit of depth 268,800 + 250,485 -_ ol9 ,235. ims muu approximax y I    convenience of calculation, the above formula is here

case

will not rest or be governed by the mechanical appliances used m the amount of work expended in raising tne ioaa loir.    apar^ ^    .q common logarithmS) and appiied to the

raising the coal, but by temperature due to depth and the weight    o _ tons nearly. And calling this 15£ tons the average under consideration. The starting point in this calculation must

°fSl3““e7“^ of being the find coal and iron JL of the rope during the first .send it i. found that thU be the    ^    »d'

producing country in the world. Her resources and engineers are tension is twice the tension due to the working load; hence the    Then by (1) 7,7^ = 2 24 square inches area,

and / — 8000 lb.

V^l = -13916, say '141b.

m —

F = 4000 = length of rope in feet.

= 48,000 = length of rope in inches.

= 2 ‘24 cross sectional area of rope at the connection to the cage.

*4342944819 = the constant used for converting hyperbolio log. into common logarithms.

y = — hyp. log. — m    a

§952. x hyp. log. A T4 ^ a

(Formula 5)—

Hence

8000

x log. — a

JL= f =

12 x -14 x -4342944819

x log. A a

12

8000

•72961472959

10964-68 x log. A a

10964‘68 (log. A - log. a), = log. A - log. a.

5in. circumference. Now

equal to the task of maintaining this position, and it is probable necessity of not only carefully, but daily examining winding ropes, that nature’s laws, and not any lack of engineering skill, will limit and working them at a high standard of safety, allowing a good the depth of her available resources. It occurred to the author margin for such strains as can only be approximately calculated, some time ago that in winding coal from our present deep shafts and which perhaps in some cases are never thought of when order-there must be a great amount of power wasted in the ordinary ing a new rope. Upon reference to the wire rope makers cards, mode of winding. The object invariably is to leave the bottom the breaking strain of an iron wire rope 3^m. circumference is with the load as quickly as possible, and for this purpose full given as 22 tons, but in these calculations it will be more steam is put on the engine, and everything is strained to the convenient to take the area of a cross section of the rope under utmost to get up the ascending velocity; the descending cage at consideration; hence then circumference x '07.k>8 —area, that is the same time exerting its minimum amount of force to assist in S’SO² x ‘07958 = '9748 area of cross section, or one square inci obtaining such velocity; and then, when nearing the bottom, nearly: Then x\th of 22 tons, or 440 cwt. — 44 cwt. or 4928 lb. another great waste of power is employed in stopping the machinery, working load. To simplify this matter, the working load ot a From this it is clear that whatever balance is used must exert its charcoal iron wire rope may be taken as equal to 5000 lb. per squaie maximum power at the start, and, if possible, assist in stopping inch of cross sectional area, and this will hold good for any size ot the velocity when nearing the top. The author has seen in Belgium winding rope. Taking another example to test this rule, viz.: a. the drum set direct over the top of the shaft, but he does not rope of 2 square inches of cross sectional area, ihen l x DUUU _ venture to give an opinion upon this appliance. There is also used 10,0001b. working load. And 10,000 x 10 - breaking strain, say in Belgium a balance rope connected to the bottom of each cage,    -o-    . / 2 sq. in.

and it is this application of a balance that he thinks will become 44 tons 12 cwt. Hence    ,q₇₉₅₈

II II

and

10964-68

F

By transposing log. A = q()9G4.₆₈

^'A=iwW+losM4'

55 -364807 + -3502480.

= -7150550.

= log. 5 "1887.

Hence A = 5-1887 square inches cross sectional area of rope at pulley wheel,

+ log. a.

more generally adopted. It is simple, and apparently effective. by the rule above stated it is found that a rope 5in. in circumference During the time the calculations were being made by the author bag a breaking strain of 44 tons 12 cwt., and upon reference to the for this paper, the above description of balance was successfully manufactUrer’s card this is—save the cwts.—the exact breaking applied at one of the deep pits near Nottingham, and therefore its gtrain given for a 5^ cir_ iron wire rope. It would be tedious, successful application has been practically tested. A very similar and only & repetiti₀n of the above methods, to work out the work-kind of balance has been used for many years in the old hydraulic I j load for ordinary steel ropes, but it will be found to be equal hoists at blast furnaces, a chain generally being used in place of a L₀ gQ00 ib. per square inch of cross sectional area. There rope, also in shafts of small depths in South Wales, but the author bag 4ateiy been introduced, for coal winding purposes, a steel wire believes it has only lately been introduced in winding coal from cadied “plough Steel,” which is professed to be of extraordinary deep shafts. In bringing this paper before the members of this strengtb and tenacity with very small sectional area. The Plough Institute, the author trusts the great amount of detail given in gtee4 ropes appear so thin when hanging in a shaft that one feels the calculations will not be thought excessive. The formulae and a^moat afrajd they would part by their own hanging weight. They calculations might have been given in far less compass, but bearing    have been so lately introduced, and so little tested for coal winding,

in mind that there are students, as well as members, composing    tbat tbe author cannot even venture to express an opinion either

the Institute, he has endeavoured to make the calculations so plain &g tbeir safety or economy.

that the youngest student may thoroughly understand them, and Having defined the mode of arriving at the working load of ropes, d    / 51887 _ ₈.₀7ini circumference of rope,

easily carry out the calculations for any depth of shaft. In calou- and given the details in the case of charcoal iron wire, the following    y -07958

lating the power required, strength of ropes, machinery, &c., for    are the data s0 obtained ; — Working load: Charcoal iron wire    T1    conciusion    arrived at    from    the    above    calculations    is,    that    to

raising coal from great depths, some data must be had to start    _ 5000 lb< per gquare }nch ₀f cross sectional area; best steel wire    .    a    working    load    of    8    tons    from    a    depth    of    4000ft.    with a

from, and this is the amount or weight of coals required to bo _ ₈qqq ib, per square inch of cross sectional area; Plough steel ^ j wjre taper rope y. woldd reqnire to be 5'3in. circumference at raised per day. _ Considering the large expenditure necessary tor _ ₁₂,000 lb. per square inch of cross sectional area.    the lower end> g^fin, circumference at the pulley wheel. Having

« ztee    (1)    =Bqu‘re inch sec“area ot c“ ■“ ta«rodt e.⁶

ea

posing tfe qUtity t. be »sed    of

tag ho»ra, then -s⁻ -125 tone per honr. Thi. ie net too targe a | to ^ lb> „ prerioudy stoted,    = 3584 eqnere inebee

quantity to be expected from a shaft of three or four hundred yards deep, in fact the quantity is being raised from a few shafts in the district. At Rosebridge, before mentioned as the deepest coal pit in England, 806 yards deep, this distance is run in about 55 seconds, or including unloading, a cage may be said to be landed every 80

sectional area of charcoal iron wire rope.

(2) And V/^₌ g.7p;n> circumference of rope.

proportion to carry its own weight, and each square inch of cross sectional area is equal to 8000 lb. working load. Hence,

(6) A — cross sectional area at pulley wheel; a = cross sectional ... area at connection to the cage; 8000 = lbs. working load per .    Thus a rope of 6‘71in. circumference has to    be employed to square inch of    cross    sectional area.

seconds • that is 806 vards travelled in 55 seconds, or — -    = 14'65    carry a working load of 8 tons; but there is yet    to be calculated    Weight of    rope    =    (A - a) x 8000.

seconds , that is 8Ub yards travelled in seconds, g5    the ^eight of g⁸uoh a rope for a depth of 4000ft.; because the rope    ⁸    = (51887 - 2‘24) x 8000.

yards, or say 44ft. per second. This is a great speed for    winding    must be of sufficient size to carry both its own    weight and the    =    2'9487 x 8000,

coal, but the author does not see why even this speed could not be    WOrking load. From the manufacturers’ cards    it appears that    —    23,589 lb., or, say, 10 tons 10 cwt.

accelerated a little, so as to wind at say 45ft. per second, or a little ropes of equal circumferences are of equal weight per fathom, ipke weight of the rope may be calculated as follows:—

over

30 miles per hour. Thus supposing a depth of 4000ft. to wind whether iron or steel; hence another simple rule may be formed, (7) W = weight of rope; A = cross sectional area of rope at - „ 4000 _ sq    .    , An- „ +i,p distance sav 90 seconds viz.: From makers’ cards, 3pn. circumference rope, or '9748square wheel; 8000 == lbs. working load per square inch, cross sectional

f ’ ~45-- 89 seconds m travelling the distance, say 90    ,    _ 1Q lb_ per fatbom. Say 1 square inch sectional area; area . L = working load suspended from the cage end of the rope.

or l'oO minutes; and allowing 10 seconds for changing, 90 + M — whence— _    Then W — (A x 8000) — L.

60 x 60

100 seconds from landing to landing of alternating cages, and taking |    ,o\ Weight per fathom _JL0 _    per foot per square    — (5‘1887 x 8000) - 8 tons.

= 36 journeys in one hour;

100 seconds for each journey, showing that to draw 1000 tons from a depth of 4000ft. in 8 hours,

Feet per fathom 6    = 41509 - 17920.

100

inch of cross sectional area of rope.    I    = 23589 lb., or 10 tons 10 cwt.

Thus, then, 3'584 x 1'67 x 4000 = 23.9411b. Hence it is shown |    (r₀ be continued.)

,    , ,    ,    „    ,    , 125 _ n.Arr I that the weight of the rope is greater than the working load; for a

125 tons must be drawn on the average per hour, and —-0 cbarcoal iron wire rope, of uniform thickness throughout, and

tons for each cage load. With these data for a starting point, and 4000ft. in length, simply suspended in the ^t'a^a w'orkine

to cover slight stoppages in the winding, taking 4 tons as the weight weight attached, 1    7    7    ... g. Carrv its own I    SWAN BREWERY, WALHAM GREEN,

of coal drawn, there are still other items besides coal to be con-    “ gafe“orlrilg bad in a depth ₀Pf 4000ft., and exceeds it We commence this week the publication of a series of engravings

sidered, viz., tubs and cage. These weights may be stated thus:- ^i^ht as a 1    k g i d    ^    length illustrating a remarkably fine new brewery, the property of Messrs.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty :—George J. We>    . -i engineer, to the Malabar; Lewis P. Lewis, chief engine*    ‘ • < As.a,

additional, for service in the Crocodile; Richard • .by a>. i Josiah P. Thomas, engineers, to the Malabar; Ro .-it Baleomb, engineer, to the Asia, additional, for service in ... '    • odil*;

George Harding, engineer, to the Asia, additional, v    u '!-ker

Thomas H. Harrup, engineer, to the Excellent, for -me ’■1 Kite, vice Harding; and James Armstrong and I..-...j assistant engineers, to the Malabar.

* Colliery Guardian, July 13th, 1    7

of the breaking strain for the working load, and others giving one- W = working load per square inch of cross sectional area—one-tenth as the working load. In selecting a winding rope, two very tenth breaking strain; w = weight per foot of the rope, me important points should be kept in view, viz., not only the working above figures will be sufficient to show that it would be only a load of the coal, tubs, and cage, but also the weight of the length waste of time to calculate the size of an iron wire taper rope to of rope equal to the depth of the shaft, or in other words, the raise a load of 8 tons from a depth of 4000ft. I he working load working load at the pulley wheel when the loaded cage is being of iron wire ropes, in comparison with the weight per fathom, is lifted from the bottom of the shaft. It will thus be seen that the such as to preclude their use for winding direct from great depths, weight of the rope is a serious addition to the working load when Ordinary best steel ropes.—Attention must now be turned to

* fteac). before the Chesterfield and Derbyshire Institute of Mining, Civil, and Mechanical Engineers,

steel ropes. It will be seen (by 1) that the working load of steel ropes, in comparison with the weight per fathom, is about 60 pef

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER. ^woj or ev®n three, small cylinders—or “ bouileurs,” as they I There are, of course, exceptions, and it would be advisable,

pima „ ,    „    -“ . , „    are called in France-sometimes set on an angle, now and we think, that the reasons for which they have been super-

berlin.—Asher anTco.I’s, Writer den ^hiden.    ^en fitted with small tubes, modified in design in many seded should be made public. In the matter of cheapness

Vienna.—Messrs. Gerold and Co., Booksellers.'    ways> the elephant boiler is still, above and beyond all of first cost and economy of working, the elephant boiler is

NlwSTOlK.-THEETMwTLLiE£R⁰and€RoaERs News Company,    boiler; and in Germany and quite equal to its rival | while as regards safety, not only

31, Beekman-street.    Austria it is hardly less freely adopted. In a word, it from disastrous explosions, but from minor failures, it is

............. ¹    ' ■' '    holds abroad the place taken in this country by the Lan* immeasurably its superior. What, then, remains to be

mn nn-R-PT’a-Dn-Kr-n-D-Krrnct    cashire boiler. This is in itself a great point in favour of urged against it?

TO CORRESPONDENTS.    I the type, and the fact that it is so extensively employed

V    In order to avoid trouble and confusion, we find it necessary to I J⁷ T11 who ar,e supposed to know what is and is not good I    THE HULL AND LINCOLN RAILWAY.

inform correspondents that letters of inquiry addressed to the tortbem, entitles it to full consideration    After an investigation lasting nearly four weeks,

public, and intended for insertion in this column, must, in all Almost the most important thing about a boiler is its involving the evidence of an rnimnallv Wp nmr.V>Pr nf cases, be accompanied, by a large envelope legibly directed by the economy. We may assume for the moment that safety is pro- witnesses for and against the scheme and a correQnnndino-writer to himself, and bearing a Id. postage stamp, in order that vided as a matter of course If the elenhant boiler is not    tor and against tne scneme, and a corresponding

answers received by us may be forwarded to their destination, economical as the T anossbire bniW tW??*1?°taS proportion of speeches from counsel, the Bill for the Hull Ao notice will be taken of communications which do not comply a+    AT , e boner, then it has no claim on and Lincoln Railway has been thrown out by a Com-

t with these instructions    ad™ntage fwhich lfc    Pf.sess ?an mittee of the House of Commons. The project is impor-

* We cannot undertake to return drawings or manuscripts; we I compensate for the absence of economy. On this point, tant, as the proposed line continuing* northward the must therefore request correspondents to keep copies.    however, there is no room for discussion. It has never so    rpeentlv made Eai Ja Una af Ad    r< a -\t* al , /,    ,

V    All letters intended for insertion in The Engineer, or    con-    far as we are aware been disnuted that the elenhant holler    ^a7 made J0.mt !.meT⁰.f tke    ?at Northern and Great

taming questions, must be accompanied by the name and address when nronerlv made and nrLorlir eet tn wn i? •*    •* Eastern companies to Lincoln, fills one of the few gaps

of the writer, not necessarily for publication, but as a proof of    h ⁷, T ’    , P °Pe..7 setto work, is quite as still remaining on the map of England where a main route

good faith. No notice whatever will be taken of anonymous    . <.)IPlcai ttie Lancashire boiler. If it was not econo- is evidently wanted. Although no reasons for rejection

communications    mical, French engineers, at all events, would not use it. were given by the Committee, there is little doubt from

A Youthful Reader.-You can obtain full particulars by applying to the ,mlcal boder tJlan the Lancashire, and we believe that they this respect some account of it mav he interesHmr to nnr Secretary to the Admiralty, Whitehall.    have truth on their side- and this because the heatirm    „VPrp. account or it,    may pe interesting to our

c. v.—Send us a few small specimens of the sheets with white specks. Without    surfaces of the el enh ant boiler are mere oq ail i u f l &    readers. There was the usual    opposition from other rail-

seeing them we cannot advise you to advantage.    *    tje elephant b0ller are m°r.e eafllY kePfc dean way companies. The North-Eastern saw no reason why

Linoleum Machinery.—Several letters on this subject await the application    than those of the Cornish or Lancashire boiler, and the    Hull should    want a direct line    anntV.    omnll

of our correspondent J. G. N. See conditions of correspondence    combustion of fuel can be more nerfectlv accomnlioLed    I Ul1. fnOUia    Want a direct line    SOUth.    When such ample

Ashbourne, —/n. heating apparatus made of cast iron pipes of considerable    i₀.Q1.₀. ..    ,    ,,    i® ™ m°,re, P^Y*¹? accomplished,    provision existed for traffic north and west, and south also

diameter there is no pressure but that due to the weight of the water, which    Because tne length,    breadth, and depth of the furnace may    by a westward route    The Great Northern    fomnanv hv

is practically the same hot or cold. In heating apparatus with small I be made what We please while the furnaces of the ,’ta /.anneal A 1.    •,    ,    ,    1 , F Y

wrought iron pipes, the pressure is very considerable, sometimes as much as I Lancashire boiler are dimnnoh    ec,t ⁴ l A t    its counsel and by numerous Witnesses demonstrated that

a ton on the square inch; usually about 300 ib.    ufenf r a-    T°h restncted for room no sane person could desire to get to London otherwise

R- P;—We know of no small work on the analysis of iron, but chapters    ln ©very direction. This being the    Case, COal Cannot be    than Wifi Selbv and Floncaater    o annertan r^anvaanant .

containing all the desired information are to be found in Dr. Percy's    burned to so much advantage in the    latter boiler aa in the    • »elby and Doncaster,    a superior permanent way

Metallurgy.- iron and steel.-" and in Watts'¹¹ Dictionary of chemistry," farmer Tt • aavantage m tne latter boiler as in the and quick trams amply compensating for a detour of vol. ill., see Detection and Estimation of Iron, in the chapter on “ Iron."    rornaer- It IS, Ot course, true that all kinds of COaland fuel    thirty miles    The Manchester Sheffield    and Lincolnshire

Every paper on the subject is extracted and noticed in the “ Zeitschrift fur    are burned in internally fired boilers • but this is a different    -Rail⁷ n    e    man<:aest®ri    aud Lincolnshire

Analytisch Chemie," edited by Professor Fresenius, of Weisbaden.- and notices I matter and it i7well Lna AW    L a ui •• ® a    ^“Way Company considered    that it had Such a vested

Of most of them appear in the “Abstracts," published monthly in the    matter» and it is well known that much trouble is incurred    interest in the port of Grimsby and in the New Holland

pXn^he S rnotT^wStWothSte !t^US    that the    °f/bridge which would give

thin, cylinders. For thin tubes, to which we presume you refer, multiply    neaecao I,21 18 not Just what it ought to be.. It is not    direct communication    and other advantages    to the rival

the pressure oy the diameter and divide by twice the tensile strength of the    neceaSarv, however,    to press this point. If it IS conceded    nort of Hull ought not    to be nermitted

material. The result is thickness, all dimensions and pressures being taken that the elephant boiler is not less economical than its All Al •    V'    if P ^i.i V ,    ,    ,

m inches and pounds. To find the pressure, multiply the thickness by the rival no mail    A A a economical than Its All this opposition would probably have been of little

tensile strength and by 2, and divide by the diameter. Applying this to a w’ ,    ® n_eed be demanded.    ....    . avail, for Parliamentary Committees have of late years

single rivetted boiler, we have T = ^ and p = ill, where T = thick- roanani.allud®d tb the question of safety, and it is in this paid scant attention to the interests of existing lines when ness, p pressure,-D diameter of boiler, and k a coJtant, varying between    far excels its rival. Itisby a new railway appeared to be for the public advantage,

<om and zm, according to the quality of the material. These formula    •    e known as it ought to be that the Lancashire when the landowners and inhabitants of a district have

the working strain and thickness.    I    boiler is more prone to fail than any other in existence But    desired it, and where no hindrance to other undertakings

the boiler insurance companies know it only too well. A    has been shown It is on this last nlea however that

STAR MAPS.    I    system has grown up in the management of their affairs,    the Bill for the Hull and LincolnPRailwav has’ been

H W    (To the Editor of The Engineer.)    under which they always pay almost without question for defeated the case against the promoters bemo- that the

Of ttie most corro^ sta^^p^o^both'heinfspheresIHand^where⁰ they causeF the^ollapse takeSace    d™^¹”    What naviSation of the Humber would be seriously impeded by

?    R R T I TtZv momSTaw    a bridga Ifc WaS to escaPe opposition on this account, and

at any moment take £60 or £70 out of the pockets of an to avoid also what under ordinarv svstems of brido-e

(TO ST Gr°rfRfR‘ \    I ifS?trawereCOmtPfny Sf lettmSj™ boil.er ^ fort of water, construction, are undoubted difficulties, that a tunnel wfs

SSSSSS.TS5E SdSETisf4 be an,rtrelyh,crativ? ^

from the office on the following terms (paid in advance).—    • f° ^    & oomplete preventive of disastrous explo- easier scale, one large span of 600ft. being proposed instead

Half-yearly (including double numbers).....vq 14. ra    Sions of boiler shells, and, indeed, of those Caused bv nf +Le Aura awaw,/, af 1 i-n/Kt •    1    ⁰    • j ,,    . u

Yearly (including two double numbers) .    £i of’ If I cnllanded flnM. w AalvAa'.Af • f- u ⁷ I of the two spans of 1/00ft. in the larger bridge, the rela-

Vb7madeccur T*™char9e of ■Uo° shiuin9* ^d sixpence per annum will rigorous or exactlmr wll ^ -lnsPectlon’ however tive heights being in proportion. Then the navigating inte-bemade. The Engineer is registered for transmission abroad.    I ngoious or exacting, will prevent furnace crowns from rests of the Humber took the alarm The town of Goole

Cloth cases for binding The Engineer Volume, price 2S. 6d. each.    coming down. The collapse may be small or large, to which sea-going ships exceeding even 500 tons regu-

A complete set of The Engineer can be had on application.    H may mean a mere flattening of the shell for a length larly trade had a right to be heard • but the citv of’ York

at the published rates mil receive The Engineer weekly and post-free a.iI    f , ov ess complete flattening of the opposing railways, had interests too remote, and could

iBMA'weaaafia:    !ri-VZ£s    ,-stSS-SssWWt

are con-

PortuSiUDRWlck’ few„fo™dland. New South Wales, New Zealand’ or new crnw^nW : Tke. flue 13 lieate(i and jacked out, numerous openings of 200ft., one of 600ft., with a clear

% jjg to thep/oftK^Fand" iST^S &t°„f 22l?Z£

Mauritius, Sandwich isles", £2’ 5s. ’ gapore’£2 °⁸‘ 6d’ MamUa-    mentioned in general terms and the engi- the bridge prove a hindrance to navigation. On this latter

ment measures an inch or more the charge is ten shillings per inch All cermBg these failures ofCormshand Lancashire flues little is headway could not be seriouslv maintained for it wn«

t⁰*    ^ I    ^ 03 per cept- of tbe vessels going to Goole

practical regularity, but regularity cannot be guaranteed in any such case    ^ te y lneSSj    comm^nt IS could pass below the bridge at any time without alteration

f I except weekly advertisements are taken subject to this condition    ^ unnecessary. It may be argued in justification of this and the remainder bv striking their

si- tVsfz TJ^otbT vIn rflrat ^ r But    £%

2f second it cannot (wovent colk^^Jbecause’tihese are brought    t

^v*.***—**.^^*^ &,    | about by .causes little if at^l u’ndenstood, and which Ire | SS!W'«&

----ZdfbelS    T •1    that a b0ller useless> channel- Mr- Fowler asserted, and produced trust-

DEATHS.    Should be short of water in order that the flue may come    worthv witnesses to Drove bv a long histnrv nf tbe r.«at

Executive i^ n^rTeer p. w^D^ft/u^indi^’ N" WlLLUM Fox Male> fhTflue SamedTint frd    ^ Ifrf in₊^kich    that there had always been deep water at the site chosen

On the 27th inst., Rt 4i, Grosveior-pUce, Whliam Spottiswoode Lpmainin    upwards just beyond the bridge, the top for the bridge; but the Committee were apparently

P.R.S., m the 59th year Of his age; deeply lamented.    ’    ™ • g qmte cylindrlcal- . ^ou ago the engineer of a unwilling to take the responsibility in the face of such

K    DC v°mr7 P°mt!? Ut 1R °ne 0f bls reports contradictory evidence, and decided against the bridge,

m TT 17 T? AT n T AT mi in renSr^Swa^nbe te^ n& exPenfsl.v.e keeP Even if the allegations of the opposition were true, it 1 ±1 Jhi J^JNVtIJVKER exeented    n h found°P land-Baatrick boilers would hardly be creditable to the scientific talent of the

JUi    I ex®ept:ed-aRd ZTklo^1S’    *. J country that 1 communication so obviously required should

JUNE 29, 1883.

with eolkmit b /id’-fth elePPant boiler is never afflicted    be deemed impracticable. The balance of advantages and

rrapk nor wffi’if d- f ProPerly jnad® lts Plates will not    drawbacks is, however, so obviously in favour of a bridge

THE ELEPHANT BOILER.

crack, nor will it give any trouble whatever. It will go    that it cannot much longer be forbidden. It is not the

the

f ffite?nIllv⁰fiUrPdeEr⁰^any ^a’ afd wbereas. wi^    only case in this country where important works are hin-

JNot long since a brief correspondence on the rplativ^ I mou leave AV.y bi f ne^ect of a few minutes dered and delayed by apprehensions insufficient, if duly

S&s Szjsw^fweighed'40 the Xts

BRIGHTON BEACH.

The “ masterly inactivity ” which seems now to characterise the operations designed for the pro I the foreshore at Hove, appears to us to repn -wisest course which for the present could poss: bb been pursued. We for a long time urged thi.i. i Ellice-Clarke’s new system of groynes shou : a prolonged trial before it was conclud they had failed in their object; and ah' ugh occasion of our penultimate visit we we t reli forced to state that that object did not appe of attainment, and that other means roust * . v

strSH

■ ar

boiler anTIl A    tte    fortunes ; yet if they wholly supplanted tSe Laueaehire

taken said so Hi, Isttlr    a 8 t lat Y wer^ m!s' boiler and its prototypes, we should hear so little about

matter dronnmi wl    ellcited one reply, and the explosions that insurance would not be much in favour,

question because we    t₁be-₁ wbole The Principal objection urged against the elephant boiler is,

so much t^ecommerfi II    • dflph%t boiler bas we may say, that it takes up a freat deal of room; but this

virtues only undemtood it IT? ^    MRot strictl7 true’ When ProPerly set>the elePhant koi^r

on toe

here than it now doI^U l Z* * more popularity will not occupy much more room than its rivals. We may

Continent it is still the miluZ °-Ut tbat ^ ^ ^ ln concluaion that & is not easy to understand why in

hi 10

fied in yarioua ways^someHSSu er m T M°dA¹v: thls C0Tntr7 i(; has never had a falr trial In almost all P ⁰ ™ J“ }m W^ojetirpes wit4 one, oometwea wjtji I w®> t^ose Vho h»y© M them Qjice haye retained them,

check the inroads of the sea, we yet qualified our then expressed view by regretting that the length of trial the groynes had undergone had been so short. W hether a similar reflection has induced the Hove authorities to stay their hands or not we do not know ; but it is certain that since we last wrote on the subject nothing whatever has been done beyond making good to a certain extent the breaches in the esplanade caused by the sea during the prevalence of the severe south-westerly gales early in the spring of this year. We are pleased that such has been followed, because it has enabled ourselves, as well the engineers consulted, to ascertain the action of the groynes under those varying conditions, without experience of which it is almost impossible to conclude what is best to be done in cases of such extreme difficulty as that with which the Hove Commissioners and their engineer have so long struggled, to last that Mr. Ellice-Clarke’s experiments at Hove must furnish a most useful lesson to the profession all the world over. The protection of foreshores is undoubtedly an operation in which all previous experience is constantly falsified. We deal, in fact, with too fickle and changeable an element to be able to determine that a course of procedure which has fully resisted encroachment in past cases shall have similar results in new experiences; but the further we enlarge these last, the more likely we are to arrive at a sound basis for future operations. Hence, we say, we feel extremely pleased that we have been enabled by the cessation of work at Hove for a time to lay before readers the effects of the groynes erected there during of almost total freedom from those south-westerly

we

we

on

westerly seas conclusively demonstrates that the cause rams 4in. diameter, steam cylinders 7|in. diameter, and stroke assigned was the right one. It is manifest, therefore, if Bin.; a “Manchester” wall pump, the “ Robinson ” hot-air we be correct in this assumption, that from both causes engine of one-man and two-man power, and vertical boilers by combined, viz., the changed direction of the current and Messrs.Tinker, Shenton, and Co. Messrs. John Fowler and Co will wave action from the south-west, no period of rest at this ex,ublt amongst many other things a narrow gauge rail way with its , , i ^    , • „„„„ . v to- i    rolling stock. Not the least remarkable exhibit will be that of Mr.

now unprotected point is ever to be relied upon 1 urther Linfi|d who wiu show a screw saili macbinej which he has

works here must consequently be a necessity ; but, should called «Shado<> and which is commBonly known to the public the hopes we have expressed as to the much larger pro- as a “ flying machine.” It was designed and constructed as a portion of the shore line be eventually fuliilied, the test machine to reduce to practice the possibility of utilising the expenditure required will be trifling in comparison with atmosphere as a roadway at high speed. The result of the test what had been at one time looked forward to with cer- has not yet been made public. For the present we shall only tainty. Already the esplanade at what we may term the add that every one can take an interest in the exhibition, from danger-point, has protection for a short length by a sea- the youngest engineering student of King’s or University Colleges wall of comparatively inexpensive character, and it seems —and they are amongst the exhibitors—to the oldest engineer likely, from the results attained by it, that an extension of m the country. It will be remembered that Mr. Barnett’s exhibi-that wall throughout the two threatened intervals may tl01} of lasfc year Save satisfaction to exhibitors and the public, prove to be all that will be required. The groynes as and we see no reason to doubt that this will be equally successful.

erected of course considerably break the direct force of the sea, and were the effect of the wash along their windward faces guarded against by substantial walling, not necessarily of great height or thickness, all that is desired may possibly be secured. Mr. Ellice-Clarke may in that case claim a success, which, if it i3 not entire, will at all events justify considerable congratulation. But no accumulations of beach, we fear, can ever be expected at this “danger point.” We do not wish it to be supposed, because we have formed some hopeful anticipations, that we abandon the unfavourable opinions we formerly expressed as to groynes being constructed at a greater degree of divergence from the right angle with the shore line than 15 deg.

use

one

screw

new

same

more than a

con-

June 21st, and

on

a course

:r

It has been our view from first successor a season

gales which before proved so inimical to their efficient working.

In our last article on this subject, which appeared in our issue of February 23rd last, we stated that the trending groynes had, contrary to what was hoped and expected by their designer, accumulated beach to their leeward, and that on their windward faces, i.e., those exposed to the prevailing currents and most severe winds and seas, they were almost completely denuded of shingle, the result being that the tie-balks inserted had had their functions reversed and were acting as struts. We may here remark that have been courteously invited by Mr. Ellice-Clark—who, we believe, on several points considers our conclusions erroneously based—to a personal discussion. We have abstained from availing ourselves of that courtesy because it seems to us that, whether those conclusions of ours prove to be right or wrong, it will be more instructive if we criticise these works for our- readers from altogether an independent standpoint ; an advantage we hold we should not possess if we were perhaps insensibly induced to adopt the lines of argument upon which the engineer has based his theory and founded his practice. While, therefore, acknowledging the offer of, and duly valuing, Mr. Ellice-Clarke’s proffered information, hold it better to risk even the possibility of error than to abandon the course we have hitherto pursued in our notices of these -works. We accordingly made our recent inspection, as on previous occasions, wholly unaccompanied, and unbiassed by any information save such as we could obtain for ourselves on the spot. It was observable that the cessation of the sea’s action from the south-west had brought about quite a changed condition of affairs from that which we remarked upon when last writing on this subject. With the exception of two groyne intervals— those to the west at which the first inroads by the sea became apparent—the inequality of shingle accumulation before seen had nearly wholly disappeared, and all along the line of the sea face, with the exception of the locality above referred to, a firm beach had been formed, which showed no signs of scouring or of undue height on either side of the groynes. Such a result we had anticipated would probably follow due allowance being made for the balancing of seasonal influences; and it was in the hope of it that we strenuously advocated time being allowed for such influences to operate. In fact—always with the previously named exceptional spot carefully borne in mind —we should now say, were it not for possible after results, that the engineer to the Hove Commissioners had successfully met the difficulty on which his advice was sought. But, unfortunately, all experience with work of this nature forbids us to finally adopt so sanguine a conclusion. What we must still doubt will be the result of a resumption of attack from the south-west. Will that beach which we have named as now accumulated have acquired so defined a lodgment that it will not again be displaced 1 Should it be that it has done so, there will be no need for the construction of the sea-wall as to the necessity of which all of those interested seemed but lately to be agreed, and the interval of quieta non movere will have served to save the Hove Commissioners a very large outlay. Further experience is, however, as we have pointed out, still needed to determine if we may congratulate the ratepayers on the avoidance of such expenditure.

Leaving this section of the beach, we can now revert to the point at which we have stated there is no appearance of hopeful results such as we have above described. At these points, in spite of there having been no erosive action due to seas driven in from a south-westerly direction, there still remains the wholly unbalanced accumulation of shingle the leeward side of the groynes, and the waves make a clean and unchecked wash up to the foot of the slopes of the lower walk. That these have not appreciably suffered since our previous visit is doubtless due to the comparative calmness of the sea during the lately prevailing direction of the winds, and a very different tale will h&vy    . >e told should a change in the latter again

send tn heavy breakers. But it seems to us that, apart bom -h:s consideration, there is another factor in the jo* of the first importance. We have been told that y e p unary cause of all the mischief which has occurred 1 h* :: >ve beach was the insetting of the current up - bailee) -iue to changed conditions brought about by the .or. • t.ion of defensive works further westward along > ♦,:.» circumstance of total freedom from south

THE MARINE, MECHANICAL, AND METAL TRADES EXHIBITION.

On the fifth of next month there will be opened at the Agricultural Hall, Islington, an exhibition devoted to the engineering and metal trades, which promises to be one of the most successful ever held in this country. It has been apparently organised by Mr. Samson Barnett in a manner which leaves nothing to be desired. Almost every branch of engineering will be represented — mining, metallurgical, hydraulic, pneumatic, marine, electrical, sanitary, civil, military, and railway—while, in all probability, no better collection of machine tools or machinery for treating raw produce has ever been brought together in England. That there was an opening for such an exhibition as this is clearly shown by the promptness with which Mr. Barnett’s invitation to firms to exhibit has been answered, and the result will be seen next week in a hall crowded to overflowing by exhibits, contributed by the best firms in the trades represented, amongst whom we may mention the names of Messrs. Sir Joseph Whitworth a»d Co., Greenwood and Batley, John Fowler and Co., the Leeds Forge Company, Fox, Head, and Co., the Ivirkstall Forge Co., Messrs. Hornsby, Kendall and Gent, Smith and Coventry, the Bowling Iron Company, Weardale Iron Company, Landore-Siemens Steel Company, &c. Some 500 exhibitors in all will send goods for display, and the only part of the hall which will not be quite full will be one of the galleries. For several months this space had been reserved for an electric railway, but at the last moment it was found impossible to get this ready for work in time, and the scheme having fallen through too late, it was decided to reserve the space for the of the carpenters, sign writers, &c. The gallery at the west end of the hall will be fitted up as a lounge for smoking and reading, and adjoining this lounge a room is to be provided for the representatives of the press. Amongst the 500 exhibits there will be many remarkable for their size and novelty, those of the Leeds Forge Company, Messrs. Sir Joseph Whitworth and Co., and Messrs. John Fowler being particularly noteworthy. The Leeds Forge Company will show a fine collection of corrugated flues and plates, their chief exhibit being a single front marine boiler, of eight being constructed for the Royal Mail Steamship steamer Moselle, fitted with two mild steel Fox’s patent corrugated furnace flues 3ft. 7|in. in diameter, the corrugations being rolled at one heat in the patent mill of the same company. The interior of this boiler is to be fitted as a miniature boudoir, the upholstering being done by a well known Leeds firm, and is to be lighted with incandescent lamps from a storage battery, and by the table incandescent lamp of the Duplex Electric Company. Messrs. Sir Joseph Whitworth and Co. will show, amongst a large collection of machines, guns, plates, &c., all made of fluid compressed steel, a hollow propeller shaft 55ft. long, 18^in. in diameter, and having a hole lOin. in diameter through it, its entire weight being 15^ tons, also a double throw crank shaft 26ft. long, 18in. diameter, 24in. throw, and weighing 12 tons 12 cwt.; a single-throw crank shaft 10ft. 3in. long, 16|in. diameter, 24in. stroke, and weighing 5 tons 4 cwt.; a cylinder liner for a marine engine, with the internal flange which has recently been introduced which enables the liner to be bolted through at the end; this liner weighs 65 cwt., and has a diameter of 7ft. Another interesting exhibit by the same firm is a 14in. air vessel to contain the compressed air for the propulsion of the Whitehead torpedo. These vessels are used by the English and other Governments, and are tested to a pressure of 1500 lb. per square inch. The length of the vessel is 5ft. 6in., thickness j&jin., and weight 207 lb. Amongst machine tool makers Messrs. Kendal and Gent, of Manchester, are making a fair show, their exhibits including Brown’s patent screwing machine for screwing bolts and tapping nuts from iin. to 2in. diameter, with all appliances for re-cutting the dies. This machine is capable of producing a complete thread at one cut, and will be shown fitted with Dixon’s patent automatic motion for instantaneously releasing the dies at any given point. An improved planing machine will also be shown which is constructed to plane 4ft. long by 2ft. 6in. wide and 2ft. high, and is made self-acting in horizontal, vertical, and angular cuts by an improved feed motion, arranged for giving a great range of feed; the table is traversed upon flat slides with an automatic lubricating arrangement. Other exhibits by the same firm will include an improved sliding, surfacing, and screw-cutting lathe, lOin. centres, specially adapted for heavy cutting in wrought iron and steel; a patent wheelcutting machine specially adapted for cutting spur, bevel, and worm-wheels with any number of teeth without the use of change wheels; improved cutter-making machine specially adapted for making milling cutters with either parallel, conical, or curved section of face, and fitted with Scott’s patent dividing arrangement for giving any number of divisions to the cutter ; and an improved radial drilling machine for drilling holes up to 6in. diameter and 14in. deep, and to admit objects up to 3ft. 6in. in height on base plate. In another class of exhibits Messrs. Frank Bearn and Co. are showing several of their patent pumps, including a vertical direct- acting ballast pump, with 9ia. pump, 9in. steam cylinder, and 13in. stroke; a horizontal direct-acting pump, with lOin. diameter pump, 14in. steam cylinder, and 24in. stroke, and a double-ram “ Manchester ” pumping engine, with

CONTINUOUS BRAKES AND COMPULSORY LEGISLATION.

On the 22nd inst. Earl De La Warr, in the House of Lords returned to the charge by putting a question to her Majesty’s Government as to whether they intended to deal with the question of efficient brakes, and if so, whether in the manner described in the circular of the Board of Trade of August, 1877. It will be remembered the circular referred to is that containing the famous conditions of the Board of Trade, with which, in their opinion, continuous brakes should comply. Lord De La Warr pointed out from the Board of Trade Returns how unsatisfactory was the progress which had been made, and the contemptuous indifference with which some companies—naming particularly the London and North-Western and the Great Northern—had regarded the recommendations; and further proceeded somewhat unkindly to quote the reply which the President of the Board of Trade had made some time ago to a deputation. Mr. Chamberlain had then said, “ If the companies set their backs against the wall, and will defy public opinion, and /absolutely refuse to be guided by the recommendations to the Board of Trade, there will be no alternative but for the Government to lay a statement of the whole case before Parliament, and point out how ridiculous is our position, and ask for further powers as may be necessary.” As Earl De La Warr said, the evil was admitted, the remedy was known and acknowledged, but six years had elapsed since the 1877 circular, yet nothing had been done, and under these circumstances his lordship, not unnaturally, wished to know what were the intentions of the Government. Lord Sudeley replied as follows:—“ It is not possible during the present session for the Government to deal with the brake question, but the experience gained since the circular of 1877 was written only confirms the Board of Trade in the necessity for the conditions which were then set forth being adhered to in any system of brakes which may be adopted, and the necessity for uniformity is also made apparent every day. The Board of Trade regret that many of the railway companies have not thought it advisable to adopt a brake complying with the conditions suggested in the circular. If the noble earl were to introduce a Bill for the purpose of making it compulsory upon companies to adopt a brake complying with those conditions, the Board of Trade would support such a measure.” After this strong expression of opinion, and of confident conviction in the justice of the position taken up by the Board, which every unprejudiced man who understands the subject feels to be reasonable, it would only be showing ordinary sense if those companies who have made the blunder of trying to satisfy the requirements by a bad brake should at once take the hint, and proceed to make the change which otherwise they will most certainly be forced into doing before very long.

OLD AND NEW ATLANTIC STEAMERS.

The wonderful performances of Atlantic steamers, comparatively new, have been so prominently kept before the public that there is some danger that the efficiency of Atlantic steamers not quite so new will be overlooked. There are not wanting certain heretical individuals who maintain that the Alaska and other vessels of her type owe their speed to to the enormous power developed by their engines, and not to the inherent virtues of their model. The opinion is strengthened by some recent Atlantic performances. The Alaska and Britannic left Liverpool at 5 and 6 p.m. respectively, on Saturday, June 2nd, and both left Queenstown at 9.30 on the Sunday morning. The Alaska arrived at New York at 10 a.m., and the Britannic at 8 p.m. on the following Sunday, the mean time being about—Alaska— 7 days 5 hours, and the Britannic 7 days 15 hours. Considering that the Alaska is a two-year-old ship of 6950 tons, indicating 10,500-H.P., and that the Britannic is nine years old, 5004 tons, and about 4500-H.P. only, this trial of speed is more creditable to the Britannic than to the Alaska. If the Britannic had the horse-power in proportion to power as the Alaska, she would have 7500, or 3000 more than she has. These passages give for the Alaska a speed of 16T knots, and for the Britannic 15'2 knots. According to Mr. Froude, increasing the Britannic’s power by two-thirds would increase her speed by 3'4 knots, raising it to 18⁻6 knots, equal to a passage of 6 days 5 hours, or one day shorter than the Alaska. As a matter of fact there is very small doubt that she would be little short of that speed. By increasing her power one-third, or to 6000-horses—the same as the Arizona— her probable speed would be 17 knots = 6 days 20 hours. In fact, when the boilers of the Britannic and Germanic require renewing two or three years hence, they could be made match in speed for any steamers now running, by giving them the moderate power of 6000 horses, which their strength of struction would certainly well stand, as in the matter of model these vessels are apparently unequalled by those of any other line. Again, the Servia left New York at 1 p.m, on June 13th, and the Britannic left New York at 2 p.m. on June 14th. The Servia arrived at Queenstown at 9.40 a.m. the Britannic arrived at Queenstown 11.30 a.m. on June 22nd. The Servia’s mean time was 7 days 16 hours 15 minutes; the Britannic’s mean time was 7 days 17 hours. In other words, a ship of 7390 tons and 10,000-H.P. only gained 45 minutes the run from New York on a vessel of 5004 tons and 4500-H.P. The Britannic was built by Messrs. Harland and Woolf, and engined by Messrs. Maudslay, Sons, and hield.

LITERATURE.

A Manual of Marine Engineering, comprising the Designing, Construction, and Working of Marine Machinery. By A. E. Seaton. Octavo, pp. 437. London: Charles Griffin and Co.

On the whole this is a very satisfactory work; one, indeed, in which we find theory and practice much better combined than is usually the case. It is difficult to say whether it does or does not come up to the ideas which may be formed from its title, because the title is so in-

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THE SHEFFIELD DISTRICT.

season

when, and only when, intelligently administered, the deprecation of strikes at all times and under almost all circumstances, the advocacy of joint arbitration boards; the promotion of increased endeavours to obtain parliamentary power, and to secure a better representation of labour in Parliament; and finally the extirpation from our land laws of every trace of the feudalism which they consider lies at the root of most of the social and political disadvantages with which they are burdened. The blue ribbon movement was spoken of with great enthusiasm, and a large proportion of the miners present wore the badge.

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

(From our own Correspondent.)

In view of the circumstance that the midsummer quarterly meetings are fixed to come off a fortnight hence—in Wolverhampton on July 11th, and in Birmingham on July 12th— the probabilities are this week being canvassed as to the course which the marked bar makers will take as to prices. If, as seems most likely, the existing quotations should be redeclared, Earl Dudley’s list for the new quarter will stand as : Rounds, lowest quality, £8 2s. 6d.; single best, £9 10s.; double best, £11; and treble best, £13; rivet and T iron, single best, £10 10s.; double best, £12; and treble best, £14; lowest quality of T iron, £9 2s. 6d.; angles and strips and hoops from 14 to 19 w.g., lowest quality, £8 12s. 6d.; single best, £10; double best, £1110s.; and treble best, £13 10s.; strips and hoops of 20 w.g., gin. only, lowest quality, £9 12s. 6d.; single best, £11; double best, £12 10s.; and treble best, £14 10s.; hoops and strips of the same gauge, but of fin., lowest quality, £10 12s. 6d.; single best, £12; double best, £13 10s.; and treble best, £15 10s.

Bars rolled by the other list houses, if no official alteration should occur, will be re-declared at £7 10s. for ordinary quality, £9 for best, and £10 for double best; with sheets and plates in proportion.

The nearer approach of the quarterly gatherings acts as a check this week to the giving out of new contracts of much value. But numerous smaller orders for manufactured iron continue to be placed. The mills and forges generally have more work in hand than for a couple of months past. Sheets hold the best position. Still hoops, bars, strips, and other merchant sections are gradually showing more activity.

It is not easy to obtain advanced prices, but sheet makers are strong on the basis of £8 5s. for doubles, and £9 5s. for lattens. Galvanisers are asking rather more money than three weeks ago, and the representatives of the Birkenhead Galvanising Company quote £13 per ton for 24 w.g. in bundles. Common plates are £8 10s., and boiler sorts £9 to £9 10s., easy. Hoops are still quoted £6 10s. to £6 12s. 6d., and common bars £6 10s. to £6. Gas strip is £6 5s.

On Wednesday two additional mills were started at the Regent Ironworks, Bilston, of Mr. George Onions.

The market anticipates with much interest the declaration on Saturday by the accountants to the Iron Trade Wages Board of the average selling price of bars during the three months ended May last. There is some expectation that the average will be a reduction on last quarter.

Messrs. T. and I. Bradley and Sons, who lately entered upon the two blast furnaces at Darlaston Green, which were formerly part of the plant of the now defunct Darlaston Steel and Iron Company, have this week blown in their No. 1 furnace. The pig produced is intended to compete with the Northampton pigs, which have an extensive sale in this district, and which are particularly appreciated for bar making and for foundry purposes. Samples shown on ’Change this week were favourably received, and the price should win for the new pig a good hold upon the market.

The demand for pigs is rather quieter this week. Native allmines cannot command the 65s. quoted by makers; 62s. 6d. is all buyers will give. Part mines are 50s. to 45s., and cinder pigs, 40s. to 38s. 9d., and a little less. Wiltshire pigs of the “Westbury” brand are quoted at 47s. 6d.; Derbyshires, 47s. 6d. to 48s. For some other distant makes as much as 48s. 9d. is quoted, but without sales. Hematites, 60s. to 62s. 6d. and 65s. nominal.

Contracts for 29,000 tons of gas coal have this week been let by the Walsall Corporation. In every case the price was an advance on a year ago.

Pottery mine from North Staffordshire lias just been advanced by some vendors Is. per ton, making it about 15s. per ton on vendors’ premises.

The North Staffordshire colliers’ strike will conclude its seventh week on Saturday. Both sides still hold out. Besides the usual weekly payment to the unionist hands of 10s. per man and Is. per child, the non-unionists are receiving some help, but the majority of them are getting into a pitiable condition.

The South Staffordshire miners are counselled by their leaders to continue contributions to the north. For, it is urged, if these men go in at a reduction, the men of the south will not be in so favourable a position as they would otherwise be, when the new system of wages payment is discussed in a few weeks’ time by the Conciliation Board in the South Staffordshire coal trade.

Contracts for roofing work, much of it to be sent abroad galvanised, are coming forward with rather more freedom, and the yards of some leading firms exhibit increased activity. Certain of the orders recently booked mean a full couple of months’ work ahead.

For tanks, galvanised, a good demand is being expressed on home and foreign account. Ireland is an especially good customer to one or two firms in this district; and some manufacturers have determined to strengthen the hold which they have upon Irish buyers by prominently showing at the ensuing Cork Exhibition.

The operative chainmakers in the Cradley Heath district have decided to give notice for the 4s. 6d. list price upon all kinds of common hammered and dollied chains.

Mr. C. C. Hoare, one of the inspectors of factories in the Manchester district, has been relegated to South Staffordshire, in the place of Mr. J. A. Jones, who will leave about September for India.

The report of the U.S. Consul-General in London to the De-■ .rtment in Washington, sets forth that there is an increase i’ the Birmingham exports to the United States on the year of

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A.N< iSHIRE.

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rices, and a more cheer-.ained in the market, but improvement of a really iis district. In pig iron, iron have been effected figures, and there are - ; . less anxiety on the part ' isi i xcept at some advance ntly been taken; but * i »    / upward movement in

heir prices business has also—although makers cept in sheets, is coming

•    are asking, and neither in eMid ! *,t there is at present any

y large volume of trade 1 immediate future, at the Manchester warrant t. Lancashire makers, • ere firm at their quoted ge and foundry qualities Lincolnshire iron prices 45s. lOd. for foundry, to sell. For both local

•    i dries in the market, but

de lowest prices taken a fortnight back, and they do not result in much actual business. In the finished iron trade sheets continue in good demand, and makers are now asking £8 to £8 2s. 6d. per ton delivered equal to Manchester as their minimum price. Hoops, however, still meet with only a poor inquiry at £6 10s. to £6 15s., and it is very difficult to get orders for bars at £6 5s. per ton delivered into the Manchester district, although this is the figure for which both North Staffordshire and the principal local houses are firmly holding. One or two local brands could be bought for less, and dealers would in many cases be open to book good specifications at under makers’ prices; but the efforts of merchants to “bear ” the market appear to have very little effect upon manufacturers.

Reports as to the condition of the engineering trades are still in the direction of decreasing activity in some branches.

The members of the “Joule Club ” last week paid a visit to the works of Mr. Charles Chapman, artesian well engineer, Salford, where they had an opportunity of inspecting his system of obtaining water from the various stratified beds of the earth’s crust by the boring of artesian wells. In the application of Mr. Chapman’s system it is advisable to excavate an ordinary well about 6ft. in internal diameter in which to place the pumps, and his system is to place the pipes below the well bottom a sufficient depth down the bore-hole to prevent the pressure of the atmosphere from pressing upon the upper surface of the water that comes through the bore-hole, and instead to allow the pressure, from whatever cause or source, to press the water up the bore-hole from the great reservoir into which the bottom of the bore-hole has penetrated.

The coal trade continues very quiet, with the pits either working short time or putting into stock; and although nominally there is no material alteration in the quoted rates, the tendency of prices, so far as all classes of round coal are concerned, is in the favour of buyers. Coal is offered in the market at very low figures, and to keep customers together temporary concessions have to be made, whilst to effect clearances of stock special prices are quoted. In the Manchester district a reduction of lOd. per ton on the delivered rates for house coal is being made with the close of the month, but this at present is the only actually announced reduction. Common sorts of slack are still plentiful, but the best sorts are now getting rather scarce, and are stiffening in price; the Manchester colliery proprietors are now advancing their quotations for July 5d, per ton. At the pit mouth the average prices are about as under ■ Best coal, 9s.; seconds, 7s. to 7s. 6d.; common, os. 6d. to 6s.; burgy, 4s. fid. to 5s.; best slack, 4s. up to 4s. 6d.; with sorts from 2s. 6d. upwards.

The usual gas coal contracts are now being given out, and so far the business done is in the direction of a slight advance upon last season’s prices, with colliery proprietors not tendering at all freely for more than a twelvemonth’s supplies.

The shipping trade has been moderately brisk, with prices averaging 7s. 3d. to 7s. 6d. for steam coal, and 8s. 6d. per ton for seconds house coal delivered at the high level, Liverpool, or the Garston Docks.

Barrow.—The hematite pig iron trade has experienced little change during the past week. Notwithstanding that there is some inquiry from home and continental users, it is evident the spirit of the trade is weak. The exports of pig iron have increased, but there is little increase of the traffic on local railways. There has, however, been a reduction in stocks, and it is expected that there will be a further reduction during the coming season. The present prospect of the winter, in face of heavy stocks and low prices, is gloomy, and makers are contemplating a reduction of the output. There is still the cheering fact that makers of steel are consuming larger quantities of iron. The rail trade still continues very brisk, and merchant qualities are also in considerable output. There is every appearance of a continued improvement in these departments. Pig iron is still quoted at about 50s. per ton, and No. 3 forge is still quoted at 49s. There is an increased vigour to be seen in the local shipyards, and when the new orders which have lately been booked are laid, an increased briskness will be imparted to the business which is fast becoming the chief industry of this district. Iron ore has seen little change, a very quiet tone prevailing. Prices remain steady, at from 9s. to 11s. per ton at the mines. The consumption of coal and coke still continues steady.

(From our own Correspondent.)

In my last letter the tonnage of coal sent by rail to the metropolis from the collieries of Messrs. Newton, Chambers, and Co., Thorncliffe, though it still topped the list, was 1000 tons short of the quantity. The weight should have been 19,955 tons.

The steam coal trade continues fairly active. Fully an average business is doing with Hull, particularly in the case of collieries in the Mexborough and Worth districts, which enjoy some advantage in the item of railway rates. The business doing with Goole has also increased of late. House coal, though quiet as usual this season, is in sufficient demand to keep the pits going about four days a week on an average, and five days are the rule in some quarters.

There has been little change in the iron markets since last report. If anything, prices are firmer, more business having been done, in spite of the tendency to hold off till quarter day.

The file trade is far from animated. Though the file smiths have abandoned their opposition and resumed work at a reduction of 10 per cent., the grinders have not yet intimated their acceptance of the reduced terms, and the strike can therefore scarcely be considered settled. A very brisk business is reported in saws, edge tools, and similar goods, but the silver and plated trades continue very quiet. The leading steel manufacturers, both in crucible and Bessemer, are well employed, but generally steel is only in languid demand. Rails are very flat, but tires, axles, and other descriptions of railway material—including wagons—are fairly active.

A dispute in the engineering trade at Sunderland has given rise to some apprehension here. The Sunderland engineers have struck for an advance of wages and the restriction of apprentices, the latter a very old grievance. As the first sign of stormy weather in engineering departments is usually shown in the North, it is possible we may hear of a general agitation in the engineering trades. Our foreign trade in this important branch has rapidly developed of late years, but any serious advance in prices would at once check this development.

The cutlery manufacturers, with about four exceptions, are now relieved of all pressure, and general quietness prevails. A steady demand for high-class Sheffield cutlery always rules in America, where Rodgers and Harrison Brothers and Howson have a distinctive reputation; but common goods are cut very low and the profits are unpleasantly small. American orders for razors are now nearly worked off, and the razor makers are thus anything but animated. Depression in the razor trade is a novelty Sheffield has not experienced for some years.

The Master-Cutler—Mr. A. A. Jowitt, of the Scotia Steelworks —who returned from the United States last week, found affairs across the water somewhat depressed, on account of lateness of and the unfavourable harvest prospects. Though there was a fair volume of trade, it was not so brisk as twelve months ago, and probably would not improve much until the tariff laws were definitely settled. Mr. Jowitt was surprised to find the progress free-trade principles had made in the States since his last visit. Opinion appeared to be thoroughly changing, and it was expected and hoped that when the democrats came into power a sweeping measure in the tariff laws was inevitable. He anticipates, however, a heavy fall in business, both with the United States and with Canada. In Canada a duty of 5 dols. a ton is now levied on steel. On steel rails at £6 a ton, a duty of £1 a ton would be severely felt, but as the rails, tires, &c., required for the railways now in course of construction are admitted free, the new duty is practically inoperative on railway material. On cast steel at £50 and £60 a ton it is not appreciably felt.

Mr. B. Samuelson, M.P., chairman of the Royal Commission on Technical Instruction, accompanied by Mr. Swire Small (Keighley), one of the Commissioners, visited Sheffield _ on Friday, inspected the various institutions giving technical instruction, and took the evidence of the Master-Cutler and other leading townspeople. Mr. Samuelson, after examining the work of the senior boys at the Central School, said it was the opinion of himself and his colleague that the specimens of machine drawings were superior to any they had seen in this country or on the Continent. The evidence taken will go before the other members of the Commission and be embodied in their report to Parliament.

At the annual meeting of the Ebbw Vale Steel, Iron, and Coal Company, Limited, held at Manchester, on the 27th, the chairman declined to prophecy as to the future. The prospects of the company are decidedly better than they have been for years; but the chairman mentioned as a proof of the low price of rails that the quotation was £5 7s. 6d. per ton in the beginning of 1882, and it fell to £4 15s. in the end of the year, while he had been told that transactions had taken place that day at £4 12s. 6d. This is almost as low as the famous £4 9s. 6d. quotation of the Dronfield Company a few years ago.

THE NORTH OF ENGLAND.

(From our own Correspondent.)

The Cleveland pig iron trade has been somewhat firmer in tone during the past week, and a fair amount of business has been done. At the market held at Middlesbrough on Tuesday there were numerous inquiries for deferred delivery; but neither makers nor merchants were willing to book large quantities at present prices. Producers expect to do better shortly, and merchants who have very little iron to dispose of are not inclined to anticipate events. The leading smelters hold firmly to their price, viz., 40s. per ton for No. 3 g.m.b. prompt delivery, whilst makers outside the combination and the majority of the merchants ask 39s. 6d. per ton. Some merchants are, however, still content to take 39s. 3d., but have only small lots to dispose of.

The associated makers held another meeting on Monday last, and decided to continue the restriction of output after the end of this month, but without increased restriction.

Warrants are 39s. to 39s. 3d. per ton, but no buyers are to be found.

The stock of Cleveland pig iron in Messrs. Connal’s Middlesbrough store was on Monday last 75,507 tons, equivalent to a reduction of 130 tons during the week.

The shipments of pig iron from the Tees continue at a satisfactory rate. Up to Monday night the quantity shipped was 77,718 tons, against 51,855 tons in the corresponding period of June, 1882, and 70,483 tons to the 25th of last month.

There is nothing new to report with respect to the finished iron trade. Very few new contracts have lately been made. The mills continue busy, however, as the shipyards are working full time, and need abundant supplies. Prices are the same as last week, viz., ship plates, £6 to £6 5s.; shipbuilding angles, £5 12s. 6d. to £5 15s.; and common bars, £5 17s. 6d. to £6. All free on trucks at makers’ works less 2^ per cent, discount.

Messrs. Sir W. G. Armstrong, Mitchell, and Co., of Elswick, are making rapid progress with their new shipbuilding yard.

The Imperial Ironworks at South Bank, near Middlesbrough, are to be offered for sale by auction on the 10th prox. at the Royal Exchange Board-room, Middlesbrough. The works comprise three mills capable of turning out collectively about 500 tons of finished iron per week, and a forge, the output of which is about 650 tons of puddled bars per week.

The operatives employed at the engineering works on the Wear, numbering upwards of 1400, came out on strike on the 21st inst. A fortnight since they gave notice for an advance of wages of 2s. per week, and demanded that the number of apprentices should be limited to two for every five journeymen in busy times, and two to every four in slack times. They ask the employers not to engage any fresh apprentices until this proportion is reached. The masters are willing to concede the advance of wages, but refuse to limit the number of apprentices as requested. They offer, however, only to bind as apprentices boys under sixteen, and to require them to serve until twenty-one years of age. The men refuse to accept this offer, and have the approval of the Amalgamated Society of Engineers in the action they have taken. Most of the men are unionists, but several non-union men are also on strike.

Messrs. Bolckow, Vaughan, and Co.’sEston Steel Works werelaid idle^on Monday last, owing to a dispute with the boiler firemen, numbering about sixty. These men have been accustomed to work on Sundays, receiving for it double pay. The firm have now decided to start the works on Mondays at a later hour than heretofore, and so do away with Sunday labour. The boilermen refuse to work at all, unless compensated for the loss of what they consider was a privilege. Consequently they were all paid off on Monday, and fresh hands were engaged. The works are now in full operation without them.

Some very remarkable speeches were made at a miners’ demonstration held last week in the grounds of Stanhope Castle, kindly lent for the purpose by Mr.Henry Fell Pease. Messrs. Thomas Burt, M.P., Edward Trow, secretary to the Ironworkers’ Union, and Joseph Toyn, secretary of the Ironstone Miners’ Union, substantially agreed in adopting, and eloquently advocating, a somewhat new “platform.” This included the laudation of trades’unions

NOTES FROM SCOTLAND.

(From our own Correspondent.)

Up till the close of last week the Glasgow warrant market had been very quiet, with hardly any change in prices. A decided alteration in the tone of business occurred on Monday, when numerous transactions took place at figures advancing from 46s. lid. to 47s. 2d. per ton cash. The market was again quieter on Tuesday, although feeling continued considerably more cheerful than it was last week. This was due largely to the good shipments, but rumours with reference to a rather firmer state of things in the United States had also a good effect, particularly the report that native iron had advanced as much as 8s. per ton. The increase in the stocks in the warrant stores has also been considerably less than in recent weeks, while there is little abatement in the home trade. Whatever slackness prevails in the demand for makers’ iron, is the result of the low rates of Middlesbrough pigs, and the consequent larger purchases of these on the part of Scotch manufacturers.

Business was done in the warrant market on Friday at 47s. 0|d, to 46s. llisd. cash, and 47s. l^d. one month, the afternoon quotations being 46s. lid. cash, and 47s. Id. one month. The market was firm on Monday, with transactions in the forenoon at 47s. Id. to 47s. 2d. cash, and 47s. 3d. to 47s. 4d. one month, the afternoon prices being a shade easier. Tuesday’s market was quiet, with business at 47s. 0^d. to 46s. lljd. cash, and 47s. 2£d. to 47s. 2d. one month. On Wednesday transactions took place between 47s. 0|d. and 47s. Id. cash and 47s. l^d. to 47s 2^d. one month. To-day—Thursday—the market was very quiet between 47s. and 47s. Id. cash and 47s. 3d. to 47s. 2d. one month.

The quotations of makers’ iron, which have varied but slightly, are as follow:—Gartsherrie, f.o.b. at Glasgow,per ton, No. 1, 67s.; No. 3,

and 50s. 6d.; Chapelhall, 57s. and 53s. Gd.; in quotations, and it is as much as can be done to zittau.)

Calder 58s and 50s.; Carnbroe, 54s. 6d. and maintain them in other quarters. This may be 3083. Baling Presses, J. Watson, Westbourne Park.

48s. 6d’.; Clyde, 50s. Gd. and 48s. 6d.; Monkland, expected for a short time, but I have faith in 3084. Treating Products of Combustion of Fuel, J. 48s. 3d’ and 46s. 3d.; Quarter, 47s. 6d. and prices hardening, especially as such close atten- H. Darby, Denby.    „ Pl P;r

45s. Gd.; Govan, at Broomielaw, 48s. 3d. and tion is paid to quality. The prices of Welsh bar 3085. Hydrocarbon Heating Stoves, C. Butler, Bit-46s. 3d.; Shotts, at Leith, 59s. 6d. and 55s. 6d.; always stood well up to a certain time as long as 30g6. gAIL^Ay chairs, J. Hopkinson, Rowsley.

Carron, at Grangemouth, 48s. 6d. (specially its character was retained, and it was only when 3037. Mechanical Retorts, J. Lyle, London, selected 54s. 6d.) and 47s.; Kinneil, at Bo’ness, quality deteriorated that prices sunk and the trade 3088. Producing Colouring Matters from Phenol, 49s. and 47s. 6d.: Glengarnock, at Ardrossan, declined. From what I see, this article is looked H. J. Haddan.—(The Leipziger Aiiilin-fabrik, Leipzig.) 54s. 6d. and 48s.; Eglinton, 48s. and 45s. 6d.; after more carefully.    ³⁰³⁹\ Making Ammoniacal Products, L. Q. an

Dalmellington, 48s. Gd. and 47s. Gd    The Mountain Ash strike, consequent upon a    FtJELi L j. Cay6, Montreuil, France.

The activity in the malleable iron department dispute as to which doctor should be appointee! to 3Q91 RopES UsED {or hauling, 6c., Power, F. W. has continued so long, and the pressure on the the collieries, has been amicably settled and a Walker, Leeds.

manufacturers is so great, that in the case of number of legal actions withdrawn.    3092. Machines for Finishing Mouldings, W. R. Lake,

small orders which require to be filled at    Thos. Burt, M.P., is to address the Rhondda -{J. Qrossejam.be, Evrtux France.)

once,.. ad™„« of about 2s. 6d. per ton ha. to.be collier, thi, .uiumer, aud Sir H. H. Vivian i, also •"£«*•»«*•»*} ^u^.**** paid. These prices do not, however, affect the invited to attend.    .    3094. Friction Gearing, W. E. Ayrton, and J. Perry,

larger contracts now running, or those of greater Tin plates are firm at last week s quotations. London.

importance that are being entered upon. The The trade is everywhere exhibiting improvement. 3095. Red Colouring Matters, F. Wirth.—{Messrs. past week’s shipments of iron manufactures from The <l Golconda ” Steamship Company is one of Halle and. Co., Biebrich, Germany.) the Clyde included £36,812 worth of machinery, the new ventures, principally floated by Cardiff 3096. Preparing Food for Infants, 6c., H. J. Haddan. mostly locomotives and sugar-crushing plant; men.    . v    (W. Horlick, Washington, U.S.)

£3206 sewing machines ; £3570 steel manufac- Gilfach Colliery, Rhymney Valley, is to be re-    22nd June, 1883.

tures; and £26,000 iron goods, excluding the started, and sinking operations are contemplated ₃₀₉₇ qas Motor engines, J. Doughill, Manchester.

value of the week’s exports of pig iron.    at the Bargoed Valley, where a fine seam of 3098. Oil Burners, J. C. Morrison, West Ham, and R.

The condition of the coal trade is in almost Mynyddyslwyn extends to Gellygaer.    Bromley,

every respect very promising For the time of    I regret to announce the death of Mr. DalzieL    099.

the year the household demand is very good, and    He came to Cardiff from Newcastle-on-Iyne, and    Newcastle.

the inquiry for the works and factories is very was the first registered shareholder of the first 3101 PoRTER pUMP3) &C j m. Cleary, Dublin, extensive. The shipping trade is also very brisk, line of steamers that ran from Cardiff. He was ₃₁₀₂₋ Telephone, S. Coxeter and H. Nehmer, London, both on the east and west coasts. During the connected with every great movement in the coal 3103. Refining Jute, E. T. Hughes.—(IF. Lakacs, week 6430 tons were exported at Grangemouth, history of the district, and the historian of the Budapest.)

2000 at Bo’ness, and large quantities at Leith and great strike.    ^ i .    ^ "ZProduTcMmiJ's Par™7~⁽    *

Burnt Island. Among the orders despatched    An explosion occurred this week in one of the    Steam    generato^ 6c , H. J. Haddan.-(J. M.

from Glasgow was 1135 tons to Demerara, 3500 to    Rhymney Iron Company s collieries. Two men    H    Menayj    Havre.)

Montreal, 360 to Gothenburg, 380 to Bordeaux, were killed and several injured.    3106. Perambulators, C. Thompson, London.

1000 to San Francisco, 2135 for steamers’ use, and    _ 3107. Multiple Cylinder Engines, H. J. Haddan.—

5032 tons sent coastwise. The orders now in    -- (#■ Toussamt, Pamiers, France.)    «...

course of execution are comparatively heavy.    THE PATENT JOURNAL.    3109.‘ PA^EMENTsf&c!,There'it is Required to Accom^

Mam coals are selling f.o.b. at os. to os. bd. per    , n    modate Telegraph Wires, &c., E. Banner, London,

ton; ell, 6s. 9d. to 7s. 6d.; splint, 7s. to 7s. 6d.; Condensed from the Journal of the Commissicmers of 3no# Apparatus for Raising and Lowering, H. Reic-and steam at 8s. to 9s.    Fatents.    hardt, London.

The coalmasters of the Slamannan district _ R ^ ^ our noUce that gfyme applicanU of the 3111. Separatuso Ortho-toluidine from Para-tolui-

have held a meeting at which the wages question Patmt.o(fl sales Department, far Patent Specifications ₃₁?f ^tr”g the Tow of Liquids, J. Pumphrey, was considered. A few weeks ago it was thought ^ave caused much unnecessary trouble and annoyance, Birmingham

they would be obliged to reduce the miners’ both to themselves and to the Patent-office officials, by 3U3. W„|ELED carriages, J. Harrison, Birmingham, wages, but at this meeting they found that the giving the number of the page of The Engineer at gn4 mariners’Compass, W. Lake.— (E. Bisson, Paris.) position of the local trade in its relation to that which the Specification they require is r*f®'™d to, ins ea ₃₁₁₅ i)YNAM0.ELECTRIC Machines, G. Forbes, London, of other districts was such that they could agree    «WT£'.kS    3. Ktt ,-<c. S. Scri^r,

“Las.odie    SS.S    a.M. Op* Pa.se„h.».

Collieries, near Dunfermline, because the em-\ finding the numbers of the Specification.    23rd June, 1883.

ployers have introduced a system of measuring    - 3118. Stop Motions for Drawing Frames, J. Macqueen,

the ooals produced, which does not pay the men    Applications for Letters Patent.    Bury.

for dross It is expected that the dispute will *** When patents have been “communicated.” the 3119. Screw Propellers, F. Boshardt.—(A. Zednicek, soon be amicably settled.    ™me and address of the communicating party are Hohenmanth, justriaj

What threatened to be a serious dispute between    Printed ^ lta    8‘    3m.    Saddle Bar/J. Passmore and E. C. Cole, Exeter,

the colliery owners and miners of Fife and Clack-    June<    3122. Apparatus for Driving Engines, C. F. Poliak,

mannan has been compromised. The men have 3021. Stoppering Bottles, J. Phillips, Walworth.    London.

been asking an advance of 6d. a day, and they ³⁰²²- Soldering Irons, J. O. Fry, Nottingham.    3x23. Electrical Apparatus, W. Hochhausen, N.Y.

were Tn the eve of giving two weeks’ notice of ³⁰²³- Apparatus for Making Wheels, W. Brierley.- ₃₁₂₄. Bottle-filling Machines, C. A. Day.-(F. L. were on the eve of grving two^ weeKS notice 01 (Messieurs Defiassieux Bros., Paris.)    Lloyd, and C. C. Joly, Philadelphia, U.S.)

their intention to strike when—as I indicated last    ₃₀₂₄_ DiviDiNG Rails, &c., into Sections, H. Bntten, ₃₁₂₅.    Spades, J. Sidaway, Halesowen,

week that they were likely to do the masters met    Sheffield.    3126.    Applying Governors for Making and Breaking

the men half way; and if trade is satisfactory 3025. Spring for Locks, E. Edwards.— (L. Bourric, Contact, D. Salomons, Tunbridge Wells, they are, it is said, almost certain to get the full    Lyons, France.)    3127.    Preparing a Compound from Vegetable Mate-

amount of their demand in the month of August. I 3026. Carbon Plates, R. Applegarth, London.    rials, E. C. T. Blake, Bnxton.

amount 01 tneir demand in tne montn 01 August. | ^ Htjlls of Ship3) h. J. F. Russell.-(AT Marzan, ₃₁₂₈. pressure Gauges) D. Salomons, Tunbridge WeUs.

Havana.)    3129. Kilns, E. Edwards.—(/. Beumier, Jemappes.)

3028. Sewing Machinery, A. G. Brookes.—(it. White- 3130. Rings, &c., of Ring-spinning Machines, J. hill, New York, U.S.)    Wetter.—(H. Dodt, Verniers, Belgium.)

._    „    ,    .    , 3029. Coupling, 6c., Shafting, A. G. Brookes.—    3131. Telephoning to Delivery-office without call-

(From, our own Correspondent.)    (7£. Whitehill, New York, U.S.)    ing on Intermediate Stations, O. Schaffler, Vienna.

The steam coal export continues to increase 3030. Apparatus for Propelling Ships, J. Robinson, 3132. Miners’ Safety Lamps, J. Wetter.—(if. Fried-

awavls to te^o^ic^dat^the ^Do^t^fswansea^t 3031, Pboduci^g Light by Electricity, W. P. Thomp-    Hudson, London,

away is to be noticed at the port of Swansea, it son.—(it. J. Sheehy, New York, U.S.)

has been caused solely by the temporary closing 3032. Distributing Sand, C.D. Abel.—(F. Lesur, Paris.)    ²⁵« dune, 1883.

of the North Dock for repairs. Both Cardiff 3033. Preparing Water-tight Fabrics, E. A. Brydges. 3134. Cooling Liquids, F. T. Bond, Gloucester.

and Newport show an increase, and the activity —(E. 0. Spielhagtn, Berlin.)    3135.    Gas Engines, P. Neil, London.

the lines of rail is practically evidenced by ³³³Levelling Instruments, b. J. B. Mills.-(J.    3136.    Lacing Gloves, 6c^ A. C. Mather, Liverpool,

o    iru,„    Macdonald, New York, U.S.)    3137. Steam Boilers, G. C. and J. H. Fraser, Bromley.

i/t i“Pr0VGm.ent 111 revenue. The retur s 3Q35 qear cutting Machines, H. J. Allison.—(£7. and 3138. Velocipedes, 6c., W. Wright, Droylsden. of the Ian Vale Railway last week, for instance, H E Eberhardt. Newark, U.S.)    3139.    Steam Engine Indicators, S. Moorhouse, Staly-

show an increase of £2000 over the corresponding 3036. Boots and Shoes, H. J. Morgan, Frome.    bridge.

week last year. The official report of the Taff Yale    3037.    Safety Lamps, H. Haddan.—(J. Weig,    Dortmund.)    3140. Cleansing    Boots and    Shoes,    J.    H.    B.    Wiggles-

Railway for last year showed that over 7 millions    3038.    Annealing Iron Castings, W. R.    Lake.—(E.    worth, Batley,    York.

and a-half tons of coal and coke went down the line Jenkins and A. Law, Melbourne, and W. Price, Carl- 3141. Elevator Stops, F. P. Canfield, Boston, U.S.

in the course of a year. The estimate is that this S0^’/A^ wheels, W. Schmolz, San Francisco.    SIS    R^ulat^ng “pmssu'r!^f    H. Devine,

will be considerably exceeded, and will certainly ₃₀₄₀. looms, J. Almond, Blackburn.    Manchester.

be over 8 millions for 1883. The total tonnage of 3041. Gas Engines, T. Russom, Leeds.    3144.    Mounting, 6c., Spindles of Textile Machinery,

the Taff last year was 8J millions. The weekly 3042. Breech-loading Cannon, 6c., S. Pitt.—(ft. S. J. Marsh, Ashton-under-Lyne. totals of coal, foreign and coastwise, from Cardiff Ripley, St. Etienne )    3145.    Saddle Cloths, H. H. Lake.—(G. Hilttemann and

now maintain an average of 150,000 tons, and, as ³⁰^³- Lgc?:s>    bake. — (Messieurs Mayer, C Wacktrow, Vienna.)

____„„„„„„„„    i^u;’    I !    Langfelder, and Hammerschlag, Vienna.)    3146. Flushing Apparatus, M. Syer, J. Gilmore, and

a consequence, shipping is looking up, and no less    3Q44    |EE8T^ADSi R. B. Evered, London.    w. R. Clark, London.

than seventy steamers and other vessels are in    3045.    Preserving Animal Livers, A. M. Clark.—(J. L.    3147. Supplying    Charges    for    Re-filling    Cartridge

hand at Chepstow, on the Tyne, and the Clyde. r. de Bretagne, Paris.)    Cases, R. Morris, Blackheath.

The yard at Chepstow continues very busy, and its 3046. Lathes, A. M. Clark.—{H. M. Potter, U.S.)    3148. Granulating Liquid Oils, 6c., A. M. Clark.—

repute well maintained. I hear that on the Tyne | ,    20th June, 1883.    (£- Roth, Brooklyn, U.S.)

a perceptibie advance in price has taken place for , 3Q47> Renderino DuRABle Lawn’Tennis 6c., Balls,

Cardiff steamers, consequent upon demand and Slazenger and Sons, Manchester, forced expedition.    3048. Stoppers for Bottles, J. Jackson, London.

Quotations for first and secondary qualities of 3049. Breech-loading Small Fire-arms, T. Perkes,

Bteam coal are not only maintained, but advancing, London.

and this week best coal is fully 9d., and in some    PoTARY AaNS’P    a r ,

places Is. per ton over last week’s figures. Colliery Hereford.

screened seconds are 11s.    3052. HopperDredgers,A. Bown6W. Simons,Renfrew.

There is less discussion now about the Barry 3053. Making Antiseptic Fluids, B. Nickels, London.

Docks Bill. Shippers and coalowners have as 3054. Roundabouts, 6c. , E. G. Brewer.—(S. J. Mignot much as they can attend to. Still, interest in the and J. B. Franchdli, ParisJ)

fate of the Bill has not abated, and a stout fight ³⁰⁵⁵- Permanent Way, W P. Thompson.-(i. Harty,

.    , j ,    1    .    .    tt    £ t iir*    sen., and L. Harty. iun.. Brussels.)

is expected to begin in the House of Lords Com- ₃₀₅₆_ tobacco-pipes, E. Ward, Liverpool, mittee-room on Wednesday next. I visited Barry 3057. Spring Beds, 6c., F. Ellisdon, Liverpool, a few days ago, and quite agree with the engineer- 3058. Preserving Fruit, 6c., W. H. Thew, Waterloo, ing opinion that docks can easily be constructed 3059. Ironing Machine, R. Mindt, Berlin, there, and from certain winds the shelter of the 3060. Feeding Apparatus for Thrashing Machines, R.

island which is about a mile in leno+h would be R’ Holben and S. Wllkerson, Cambridge, lsiana, wmen is about a mile in length, would be 30fiL Cricket Bats a. j. Aitman, London.

tolerably good; but the wisdom of leaving the old 3062 ProdDcing White Light, C. D. Abel.-(C. Cla-channels of traffic, which have been in use for mond, Paris.) half a century, and carving out new ones, when 3063. Fly-wheel, H. Blank, Berlin, the coal output is passing its highest point, and 3064. Latches, 6c., J. D. Sprague, Upper Norwood, one of the first coal valleys—that of Aberdare— ³®⁶³- Plain Metallic Tires, T. Fox, Sheffield.

3066.    Gas-motor Engines, C. H. Andrew, Stockport.

3067.    Tricycles, W. Jackson, London.

3068.    Heating, 6c., Peed-water, W. Baragwanath,

Chicago, Illinois.

of the Rhymney as better in every sense for docks, I 3069. Converting Reciprocatory into Rotary but this probably awaits the development of the Motion in Explosive, 6c., Engines, H. G. Wil-lower measures of the Monmouthshire coalfield—    East Greenwich,

the future field when the Ehendd. is worked | “ft

F. W. Grilles, Cologne.

WALES & ADJOINING COUNTIES

on

begins to show signs of exhaustion, is open to question.

High-class scientific opinion points to the mouth

out.

Newport, Mon., continues to show proportion-

£ Ius"’-    T-“d

failure of the Newport Extension Bill was a loss ₃q73< ABgTRACTiNG Heat from Stoves, C. J. Henderson, to Newport, and I suppose will prompt to future Edinburgh.

efforts. The Risca and Cardiff Bill is also to be 3074. Dynamo-electric Machines, M. Deprez, Paris, brought on again.    3075. Looms, W. H. Tristram and H. Brereton, Bolton.

The patent fuel trade at Cardiff is slack. At ³<>76. Fancy Weaving, W. H. Tristram and J. White-

lonr'The    dWn+Rg .formidable    SO^SoJrfsTt. Clegg, Hampton Court.

tions. Ihe average dispatch is now over 10,000 3078. Tanks for Melting Glass, E. Brooke, Hudders-

tons weekly at that port.    field.

There is not much vigour to report upon in con- • 3079. Gas-motor Engines, F. W. Crossley, Manchester.

21st June, 1883.

-21s£

2499. Injectors, &c., S. Borland M June, 1880.

2569. Making Machine Screws,

23 rdJune, 1880.

2786. Cranks for Velocipedes, J! ith July, 1880.

2876. Textile Fabrics, C. D. Abu July, 1880.

2502. Casters, W. Burgess, New 1'ork, ”.f June, 1880.

2506. Uniting Paper in Lengths, J J. -Edwards, London.—21st June, 1880.

2539. Operating Signals, 6c., H. Johnson, Ei 22nd June, 1880.

2541. Damping Biscuits, 6c., C. Harvey,

22nd June, 1880.

2613. Supporting Bearings of Rollers, H. ‘ and J. G. Richmond, Salford.—26tA. June, 18,

2661. Pressing Yarn on Beams, A. Hitehin, Burnt —29 th June, 1880.

2523. Purifying Liquor, W. R. Lake, London.— YU June, 1880.

2531. Feeding Apparatus for Threshing Machin ,

J. W. Fison, Wicken, and C. Lack, Cottenham.—22, June, 1880.

2590. Preventing Corrosion in Boilers, G. and J. Wier, Glasgow.—25th June, 1880.

2602. Rendering Cases of Cartridges Available for Repeated Use, R. Morris, Blackheath.—26th June, 1880.

2774. Cleaning Wool, D. H. Brandon, Paris.—6th July, 1880.

2558. Combs of Horn, 6c., F. H. F. Engel, Hamburg. —23rd June, 1880.

2619. Indicators, W. S. Smith, Barking, and W. O. Smith, Woodside.—26th June, 1880.

2705. Engines for Pumping Water under Pressure, A. B. Brown, Edinburgh.—2nd July, 1880.

tor,

iti

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

2547. Fleshing Machines, T. W. and W. K. Appleyard, Leeds.—20th June, 1876.

2564. Electric Telegraphs, J. Muirhead, jun., Wimbledon.—21st June, 1876.

2607. Machinery for Boring Rock, J. Vivian, Whitehaven.—2ith June, 1876.

2664. Mill Furnaces for Making Iron, J. Tibbs, Tip-ton.—28tli June, 1876.

2653. Making Working Drawings, H. and T. C. Batchelor, Cardiff.— 27th June, 1876.

Notices of Intention to Proceed with Applications.

(Last day for filing opposition, 13th July, 1883.)

778. Brushes, C. Jack, London.—12£A February, 1883.

859.    Indelible Ink, H. A. Dufrene, Paris.—A communication from Messieurs Fonesca et Compagnie.— 16t6 February, 1883.

860.    Adjustable Rising. 6c., Piano Stools, W Hemmingway, Northgate, and W. Bottomley, Brig-house.—iQth February, 1883.

864. Making, 6c., of White Lead, J. C. Martin, Richmond.—16th February, 1883.

873.    Apparatus for Holding Ropes, A. E. Maudslay Littleboume.—17th February, 1883.

874.    Ensuring Steady Light to Candles, J. B. Goodwin, London.—Ylth February, 1883.

S86. Dating Hand Stamps, G. K. Cooke, London.— 17th February, 1883.

896. Producing Printing Blocks, J. Meihe, London. —A communication from J. Allgeyer and Carl Bolhoevener.—19th February, 1883.

899.    Joint Contact for Electric Fittings, W. Defries, London.—19tA February, 1883.

900.    Water Heater, W. Carrington, Openshaw, and W. H. Bowers, Gorton.— 19th February, 1883.

904. Waste-preventing Cisterns, B. C. Cross, Leeds. —19£A February, 1883.

906. Looms for Weaving, J. Williams and H. Barnes, Burnley.—19t/i February, 1883.

915. Utilising Raw Vegetable Bats, C. A. Meinert and P. Jeserich, Berlin.—20th February, 1883.

917. Bread-loaf Cutter, D. M. Ford, Bristol.—20th February, 1883.

931. Printing Telegraph, H. J. Allison, London.—A com. from S. D. Field.—20t7i February. 1883

937.    Railway, 6c., Wheels, W. Eyre, Sheffield.—20t^ February, 1883.

938.    Steam Boilers, J. Hall, Manchester.—20t7i February, 1883.

942. Treating Metallic Ores, J. H. Johnson, London. A communication from A. D. Ancel and J. M. A. Thiollier.—20t7i February, 1883.

947. Life-saving Mattress. W. R. Lake, London.—A com. from L. Heath.—20t/i February, 1883.

950. Knitting Machines, W. Morgan-Brown, LondoD —A communication from G. A. Leighton and S. C Forsaith.—21st February, 1883.

956. Bases for Colouring Matters, E. G. Brewer London.—A communication from Chemische FabrL auf Actien.—21st February, 1883.

979. Working Railway Signals, H. O Ftehor Op diff.—22nct February, 1883.

994. Floating Docks, G. B. Rennie, in ndou >0 February, 1883.

1036. Cartridges, T. Nordenfelt, Lone ary, 1883.

1040. Ventilating Sh'v.u f. A. Caivt

C. Kc-¹ —, Ltonrui

1058.

Inventions Protected for Six Months on Deposit of Complete Specifications.

3000.    Electric Arc Lamps, S. Pitt, Sutton. —A communication from N. H. Edgerton, Philadel

—16th June, 1883.

3001.    Dynamo-Electric Machines, 6c.,

Sutton.—A communication from IT. H. Philadelphia, U.S.—16th June, 1883.

3007. Insulators for Electric Wires, L.

Boston, U.S.—\6th June, 1883.

3035. Gear-cutting Machines, H. J. Allison A communication from E. and fl. E. F/borUr Newark, U.S.—19t7i June, 1883.

3039. Fan Wheels, W. Schmolz, San Francis »

19th June, 1883.

3050. Rotary Fans, H. Aland, London.-1883.

3059. Ironing Machine, R. Mindt, Berlin.- >•

1883.

3096. Preparing Food for Infants, H. J London.—A communication from W. Hor ick ington, U.S.—21st June, 1883.

3111. Separating Ortho-toluidine from I dine, J. Wieler, Cologne.—22nd June, 1883

3ray

;+

Dut

for

1061

Lent

'RIO

ion

1883.

th Ft

8. W.

. row

£80-

Patents on which the Stamp has been paid.

2466. Regulating Flow of Liquids, D. Youi —18£6 June, 1880.

2479. Making Furniture, J. Reilly, Mancb June. 1880.

2482. Heating, 6c., Wire, J. Sykes, Hue ‘ .- 0 19th June, 1880.

2486. Furnaces for Melting Metals, C. Cav S wick.—19t/i June, 1880.

2742. Machines for Making Casks, G. D. 1. n \, lebone.— bth July, 1880.

2513. Mining Machines, B. J. B. Mills, L ■    ■ , .

June, 1880.

2522. Iron, 6c., Vessels, H. Smith, Gla r June, 1880.

2542. Evaporating Solutions in CoNi^cr S. Pitt, Sutton.—22n.d June, 1880.

2610. Telephones, 6c., J. H. Johnson, Lou ■

June, 1880.

2830. Securing Glass in Skylights, 6c Goudhurst, Kent.—9tk July, 1880.

Wrf.t

i8$!

jl¹

Gba

all

I.

ML

I WlR*

sr

on.—

on.—

corn-

8161

R.ehuJ.. d

:rs.

*v

28 th

s, J.

xx

INKS,

rit'

524i

ton

551

Fabrics, C. Gamier,

London.—3rd April, 1888.

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

1802. Brick-making Machine, P. M. Justice. London. —lOtA April, 1883.

1931. Sewing Fabrics, J. H. Johnson, London.—174k April, 1883.

2085. Making Cordage, H. H. Lake, London.—21th April, 1883.

2143. Clinometer Compass, W. R. Lake, London.— 27th April, 1883.

2205. Dynamo Machines, 8. Pitt, Sutton.—1st May, 1883.

2241. Furnaces for Steam Boilers, F. C. Glaser, Berlin.—2nd May, 1883.

2297. Frames, &c., for Shafting, for Looms, J. H. Johnson, London.— 5th May, 1888.

List of Specifications published during the week ending June 23rd, 1883.

5183, 6d.;    5184,    6d.;    5185,    2d.;    6186, 2d.

5190, 2d.; 5191, 10d.; 5192, 6d.; 5193, 4d. 5195, 8d.;    5196,    4d.;    5198,    8d.;    5199, 8d.

5202, 10d.; 5203, 6d.; 5204, 2d.; 5205, 2d. 5207, 6d.;    5208,    2d.;    5209,    2d.;    5210, 2d.

5212, 6d.;    5213,    2d.;    5214,    2d,;    5215, 4d.

5218, 2d.;    5219,    6d.;    5220,    6d.;    5221, 6d.

5224, 2d.;    5225,    6d.;    5226,    2d.;    5227, 2d.

5229, 6d.;    5230,    2d.;    5231,    2d.;    5232, 2d.

5236, 2d.;    5237,    2d.;    5238,    2d.;    5239, 8d.

5241, 6d.;    5242,    2d.;    5244,    6d.;    5247, 2d.

7, 6d.;    5342,    Is.;    5344,    6d.;    5353, 2d.

1, 6d.;    5411,    6d.;    5432,    4d.;    5499, 6d.

0, 6d.; 44, 8d.; 1120, 6d.; 1149, 4d.

. ” ' , 8d.; 1204, 6d.; 1347, 6d.; 1375, 8d.

S3

5291

i 5307

I 5£t

reifications wUl be forwarded by post from the c office on receipt of the amount of price and . Sums exceeding Is. must be remitted by ice order, made payable at the Post-office, 5,

ABSTRACTS OF SPECIFICATIONS.

suc-

stri

the

allel

the

when a

5125. Door Checks or Governors, A. J. Boult, London.—27th October, 1882.—(A communication from The EUiott Pneumatic Door Check Company, Boston, U.S.) 6d.

The object is to shut or close a door, and at the same time prevent the slamming thereof, and also to retain the door open when desired. A piston is arranged to work in a cylinder and is acted upon by a spring tending to force it in one direction, the end of the piston-rod being connected by means of links to the door to be opened and closed, while the cylinder is fixed to the door frame. When the door is closing the air behind the piston acts as a cushion and prevents slamming, suitable valves being provided to allow the air to escape.

Sharp,

with.)

thrown a little in advance of the

interposing spring bobbin, which will

of the roller shaft. On the

923. Sash Fasteners, T. J. Mullings, London.—29th February, 1883.

933. Construction of Blocks, W. Lee and D. F. Beale, Maidstone.— 20th February, 1883.

943. Drying Animal, Ac., Substances, W. R. Lake, London.—Com. from L Maiche.—29th February, 1883. 949. Making Ink, A. A. Nesbit, London.—21st February, 1883.

971. Window Fasteners, T. H. Collins, Winchester.— 22nd February, 1883.

977. Weighing Machines, E. Wolner, Liverpool.—22nd February, 1883.

988. Heating by Hot Water, H. and C. F. Longden, Sheffield.—23rd February, 1883.

1002. Fixing Blades of Screw Propellers, E. P. Timmins and J. Rose, Cardiff.—244A February, 1883.

1006.    Warping, &c., Yarn, W. McGee and T. Watson, Paisley.—24th February, 1883.

1007.    Supplying Sensitive Plates, J. H. Hare and H. J. Dale, London.—24th February, 1883.

1008.    Saddles of Bicycles, Ac., J. A. Lamplugh, Birmingham.—24th February, 1883.

1013. Ladies’ Costume Stand, B. Sigrist, London.— 24th February, 1883.

1023. Measuring Liquids, R. Jobling, London.—21th February, 1883.

1028. Furniture Repositories, W. Shepherd, London. —26th February, 1883.

1049. Producing Designs on Textile Fabrics, C. D. Abel, London.—A communication from La Socidto A. Labrosse et J. Richard.— 27th February, 1883.

1063. Watering Roadways, Ac., W. Smethurst, Brynn, T. T. Crook, Bolton—27th February, 1883.

1069. Transforming Naphthaline-di-sulphonic Acids into Amido-naphthaline-di-sulphonic Acids, J. C. Mewbum, London.—A communication from L. Freund.—27th February, 1883.

1077. Plastic Compound, W. Smith, London.—27^ February, 1883.

1090. Raising Liquids, J. H. Kidd, Wrexham.—28M February, 1883.

1097-^Tobacco Pipes, O. Ber, Poland.—284* February,

1118. Rotary Engines, T. A. Hearson, Blackheath.—1st March, 1883.

1138. Apparatus for Giving Alarms, A. M. Gibson, Ravenstone.—2nd March, 1883.

1179. Roller Mills, H. Simon, Manchester.-54h March, 1883.

1181. Buttons, H. E. Newton, London.—A communication from A. Mader.—5th March, 1883.

1189. Runners of Umbrellas, J. Imray, London.—A com. from J. B. Wilson.—6th March, 1883.

1194. Cop Retaining Spindles, A. J. Boult, London.— A communication from W. T. Coggeshall and J. E. Rice.—6th March, 1883.

1206. Pumps for Drawing Beer, T. Woollerton, Leicester.—64A March, 1883.

1257. Shuttle-box Operating Mechanism, J. Brownlee, Glasgow.—84h March, 1883.

1288. Gun Carriages, W. R. Lake, London.—A communication from H. Gruson,—104k March, 1883.

1339. Producing Coal Gas, H. E. Newton, Lond A com. from A. Klonne.—134k March, 1883.

1370. Mechanism of Electric Meters, P. Jolin and J. Parsons, Bristol, and M. F. Purcell, Dublin.— 144k March, 1883.

1413. Ring Spinning Frames, A. M. Clark, London.— A com. from J. J. Bourcart. — 164k March, 1883.

1540. Ring Spinning Frames, A. M. Clark, Lond A com. from J. J. Bourcart.— 24th March, 1883.

1554. Compound for Extinguishing Fires, C. D. Abel, London.—A communication from E. F. Neveu.— 27 th March, 1883.

1618. Electro Magnets, A. M. Clark, London.—A com. from L. d’Arlincourt.—304k March, 1883.

2419. Filling, Ac., Bottles, F. Foster, London.—12th May, 1883.

2579. Electric Lighting on Railways, W. Stroudley, Brighton, and E. J. Houghton, Peckham.—23rd May, 1883.

2590. Rolling Ingots, D. Evans, Blaenavon.— 244k May, 1883.

2612. Checking Games of Cards, G. F. Howard, London.—25th May, 1883.

2619. Winding, Ac., Yarn, J. Boyd, Shettleston.-164k May, 1888.

2654. Gas Cooking Apparatus, S. Leoni, London.— 294k May, 1883.

2680. Extracting Fat’from Bones, &c., C. D. Ekman, London—304k May, 1883.

2716. Ships’ Berths, H. J. Haddan, London.—A communication from G. O. Smith.—31»4 May, 1883.

2726. Cutting Corns, H. W. Sharpin, Bedford.—1st June, 1883.

2868. Railway Car Couplers, H. J. Haddan, London.

A com. from N. P. Cowell.—8*h June, 1883.

2952. Steam Boilers, W. R. Lake, London.—A communication from A. H. Crockford.—134k June, 1883.

3000.    Electric Arc Lamps, S. Pitt, Sutton.—A munication from N. H. Edgerton.— 16th June, 1883.

3001.    Dynamo-electric Machines, S. Pitt, Sutton.— A com. from N. H. Edgerton.—164k June, 1883.

8007. Insulators, L. B. Gray, Boston, U.S.—16th June, 1883.

teats Sealed.

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H. F. Engel, Germany.—23rd

. Hancock. Wolverhampton.—

IWOP-BOWK UUWH

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‘U'i. Controlling Current in Blbi T % Old' >.m.—294a December

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6207. Attaching False Cuffs, F. S. Turner, London. —29th December, 1882.

6210. Hammer Actions for Pianofortes, E. A. Brydges, London.—29th December, 1882.

6217. Velocipedes, J. Harrington, Coventry.—29th December, 1882.

6224. Spinning Frames for Jute, &c., A. Frier, Dundee.— 30 th December, 1882.

6233.    Lettering Articles in Glass, W. B. Fitch, Deptford.—29th December, 1882.

6234.    Furnaces for Melting Glass, W. B. Fitch, Deptford.—99th December, 1882.

6235.    Electric Arc Lamps, W. B. Fitch, Deptford.— 30th December, 1882.

6236.    Making Screws, W. R. Lake, London.—80M December, 1882.

1.    Dynamo-electric Machine, F. J. Cheesbrough, Liverpool.—1st January, 1883.

2.    Storage Batteries, F. J. Cheesbrough, Liverpool. —1st January, 1883.

3.    Electrical Apparatus for Domestic Lighting, F. J. Cheesbrough, Liverpool.—1«4 January, 1883.

4.    Arc Electric Lamps, F. J. Cheesbrough, Liverpool. —1st January, 1883.

5.    Arc Electric Lamps, F. J. Cheesbrough, Liverpool. —1st January, 18S3.

6.    Incandescent Electric Lamps, F. J. Cheesbrough, Liverpool.—1st January, 1883.

8. Securing Rapid, &c., Combustion of Fuel, J.

Howden, Glasgow.—1st January, 1883.

11. Umbrella Furniture, E. J. James, London.—1st January, 1883.

29.    Utilising Waste Heat, W. Hall, Cardiff.—2nd January, 1883.

30.    Firebricks, &c., J. Williams, Liverpool.—2nd January, 1883.

60. Counting Revolutions of Wheels, G. D. Kittoe, London.—4th January, 1883.

62. Points for Tramways, A. H. Rowan, London.— —4th January, 1883.

85. Folding Boxes, A. A. Barratt and G. Greenshields, Ditton.—9th January, 1883.

90. Inkstands, F. Wirth, Frankfort-on-the-Main.—64k January, 1883.

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

101. Applying Eosine in Photographic Processes, C.

D. Abel, London.—8th January, 1883.

156. Controlling, &c., Electric Current, W. M.

Mordey, Putney.—104k January, 1883.

167. Middling Purifiers, H. J. Haddan, London.— 114k January, 1883.

185. Harness Saddles, G. Craddock, London.—124k January, 1883.

210. Key for Securing Rails on their Chairs, H. B.

Morton, Cardiff.—\2th January, 1883.

214. Hot-air Engines, H. H. Lake, London.—13th January, 1883.

254. Porous Silicious Material, A. Frank, Germany. —16tA January, 1883.

327. Netting Machinery, J. H. Johnson, London.— 194k January, 1883.

337. Glauber’s Salt, H. J. Haddan, London.—20tA January, 1883.

341. Tools for Dressing, &c., F. Trier, London.—29th January, 1883.

400. Electric Generators, W. M. Mordey, Putney.— 21th January, 1883.

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

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

580. Breaking Machine for Lyons.—2nd February, 1883.

624. Electro-motors, W. R. Lake, London.— 5th February, 1883.

688. Handling of Driving Reins, W. R. Lake, London. —7th February, 1883.

926. Carriage Wheels, J. A. Turner, West Gorton.— 20th February, 1883.

1010. Gas Engine, C. H. Andrew, Stockport.—24th February, 1883.

1014. Tramways, M. H. Smith, Halifax.— 21th February, 1883.

1084. Making Paper, L. Zeyer, Germany.— 28th Febru-

1264. Automatic Gas Regulator, J. and E. Tuckett, Exeter.—9th March, 1883.

1352. Velocipedes, W. Morgan, Birmingham.—13t7i March, 1883.

1511. Valves, B. W. Davis, London.—22nd March, 1883.    ’

1560. Pulsometer Pumps, J. E. Hodgkin, London.— 27th March, 1883.

1661. Rollers for Wringing Machines, H. Clegg, Accrington.—3rd April, 1883.

1663. Treating Milk for Butter, «fcc., H. J. Allison,

*5,

High Holbom, to Mr. H. Reader Lack, her Majesty’s Patent-office, Southampton-buildings, Chancery-lane, London.

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

4707- Stand for Supporting Bicycles, Tricycles, and Velocipedes during Stationary Practice, and Distance-registering Apparatus connected therewith, O. E. Vaughan and J, Walton, West Bromwich.—3rd October, 1882. 8d.

The stand is provided with loose pulleys to receive the driving wheels, so that the latter may be caused to revolve by actuating the driving mechanism, while the velocipede remains stationary. The axis of one of the supporting rollers actuates suitable distance registering apparatus.

4775. Feeding Paper to Printing Machines, &c., F. Hoyer, Liverpool.—7th October, 1882.—(Provisional protection not allowed.) Id.

This relates to improvements on patents No. 2855, a.d. 1880, and Nos. 2457, and 5241, a.d. 1881. It consists, First, in means for regulating the lifting of the sheets of paper from the pile ; Secondly, in controlling the movements of the sheets of paper on the feed table; Thirdly, in an improved side wiper on the feed table ; Fourthly, in improvements in the lifting tion chamber; Fifthly, in mechanism for raising the rear table ; Sixthly, in a blowing and under suction chambers in connection with the rear table. Other improvements are also described.

4955. Prevention of Watch Snatching, M. Stuart, Seaforth.—18th October, 1882.—(Provisional protection not allowed.) 2d.

A small horseshoe-shaped metallic piece is secured inside the pocket, and allows the chain to pass freely, but stops the watch, which can only be removed by pulling the guard or chain in a certain direction.

5043. Braces for Supporting Trousers, Ac., F. Hovenden.—23rd October, 1882.—(Provisional protection not allowed.) 2d.

One brace is secured to a hind button, passes across the back under the arm pit, over the shoulder, again across the back and under the other arm pit to a front button. The other brace passes in the opposite direction and is secured to the other buttons.

5058. Bathing and Promenade Piers, O. O. Page, London, and E. Nunn, Salisbury.—21th October, 1882. 6d.

This consists in the construction and use of bathing apparatus in connection with piers and jetties. The apparatus consists of an open cage through which water can freely circulate, and which is supported by a staging so as to be capable of adjustment to suit the tides.

5070. Refrigerating Machines, J. K. Kilbourn, Brixton.—24th October, 1882. 6d.

This consists in the method of fixing or setting tubes in places where their ends are not accessible to use an expander. According to one method the end of the tube is formed with a slight flange which is inserted in an enlarged opening, and a nut is placed over the tube and screws into the opening, and bears firmly on the flange, after which heat is applied to sweat the whole thoroughly together. The invention further relates to so constructing cocks that the plug may be forced to its seat so as to prevent leakage. 5079. Motive Power Apparatus, W. H. Avis, Pole-gate, Sussex.—21th October, 1882.—(Not proceeded with.) 2d.

This consists in the application of wheels to shafts to be driven, and provided with buckets to receive a constant stream of shot, water, or other substance, which is raised above the wheels by a chain or bucket elevator.

5083. Glass and Metal Plates and Frames for Indicating, Advertising, and Exhibiting, &c., A. A. Hely, South Lambeth.—25th October, 1882.— (Provisional protection not allowed.) Id.

This relates generally to the production of advertisements on glass and metal plates, by perforating the same and then attaching them to a backing of any desired colour.

5085. Feeding Woollen Material to Carding Machines, Ac., B. Wilkinson, Marsden, Yorks.— 25th October, 1882.—(Not proceeded with.) 2d.

The object is to present the material to the feed roller of a carding machine in a thin layer or sheet, so that any bits of rags or other matter may come under the action of the licker-in and be broken up before passing to the card cylinders. The material is placed in a hopper and carried by a travelling apron to a roller with spikes or teeth, between the rows of which a series of metal bands are placed, one end being fastened to a rod, and the other hanging loose and helping to straighten the fibre. A vibrating brush ’ps the roller, rows of stationary teeth preventing fibre being taken off in lumps. The material falls on to a roller with bent elastic teeth, and delivered on to a porcupine roller with teeth arranged in par rings with curved metal bars between, on which fibre is embedded and formed into a sheet by a dabbing brush.

5087. Velocipedes, B. C. Fletcher, near Preston,—25th October, 1882.—(Not proceeded with.) 2d.

This relates, First, to improvements in the double driving of velocipedes, and consists in improvements in what is known as balance gear, and ratchet gear; and Secondly, to an improvement in velocipede lamps.

5107. Instruments for Indicating Excessive Variations of Temperature iir Buildings, &c.t W. T. Qoolden, Bayswater, and C. F. Caselta, Hol-born.—27th October, 1882. 6d.

The relates to instruments for indicating certain temperature has been attained or exceeded, and consists in the combination of a thermometer with an electrical alarm, whose circuit is normally open, and is closed by the indices In the thermometer coming in contact with the mercury. A fixed wire is sealed in the glass beyond the reach of the mercury, and a movable terminal wire or index is in electrical connection with the fixed wire and adjustable in the thermometer tube.

5113. Brake for Carriages, E. Edwards, London.— 27th October, 1882.— (A communication from M. Dirat, Paris.)—(Not proceeded with.) 2d.

To a flat part of the axle which supports the springs is a support for an endless screw gearing with a toothed rack. By turning the screw the rack is actuated and depresses levers which applies brake blocks to the naves of the wheels.

5115. Manhole Doors for Passages Leading Down to Sewers, Ac., T. H. Collins, Winchester.—27th October, 1882. 6d.

"7 The object is to provide means for disinfecting or rendering innocuous sewer and other gases and vapours, and it consists in applying to the manhole frames a perforated receptacle containing charcoal or other suitable disinfectant. Pipes are arranged to allow water to pass into the sewer without passing through the receptacle, and their ends are trapped so that the gases are obliged to pass through such receptacle, and the disinfectant contained therein before issuing from the sewer.

5120. Machinery Employed in Digging Potatoes, T. Hodgkinson, near Huddersfield.—27th October, 1882. 6d.

A ploughshare is fixed at the foot of a frame, and lifts the potatoes on to a grate, through which revolving discs work and cause the potatoes to pass to a second grate, along which they are caused to travel by means of spiked bars actuated by an endless chain from the driving wheel.

5110. Fire-escapes, J. Welter, New Wandsworth.—27th October, 1882.—(A communication from C. H. Hoh-mann, Germany.)—(Not proceeded with.) 2d.

This consists in the use of a band secured to a drum, capable of being attached to a part of a building, and used for the escape of persons from such building, or to enable persons to lift themselves up the side of the building by winding up the band.

5121. Winding Linen and Cotton Threads, &c., J. H. Pickles, Burnley.—27th October, 1882. 6d.

This relates to self-acting mechanism for regulating the drag on the warp bobbin or creel, whether the thread is being wound upon the small part or thick part of the spool, the object being to fill the spool hard with thread. A bell-crank lever is hinged on a lever operated by the “heart motion’’ of the machine, and one end rests on the warp bobbin, its weight thereon being regulated by the lever operated by the “heart motion,” so that most tension is put on the thread while being wound on the small part and the least when being wound upon the thickest part of the spool.

5128. Machines for Crushing Stones, Ores, Ac., G. Dalton, Leeds.—27th October, 1882.—(A communication from S. L. Marsden, New Haven, U.S.) 8d. Instead of using a flat fixed jaw, a cylindrical jaw is employed, and the movable jaw is formed with a concave surface to correspond with the cylindrical jaw.

5133. Travelling Trunk, D. Vinall, Brighton.—27tli October, 1882.—(Not proceeded with.) 2d.

The trunk is of sheet iron, and the cover is arranged to fit over it instead of being binged thereto.

5135. Saddles for Bicycles and Tricycles, J. B. Brooks, Birmingham.—28th October, 1882.—(Not proceeded with.) 2d.

This consists in the introduction of an inflated airtight bag between the leather seat and the frame to which it is secured. The front of the seat can be depressed or raised at will so as to keep it always in a horizontal position when travelling on an incline. 5137. Velvets or Velveteens, D. J. Crossley, Hebden Bridge, and B. Cooper, Manchester.—28th October, 1882.—(Not proceeded with.) 2d.

The object is to obtain a fast pile, an improved face, and softer cloth than hitherto. An ordinary loom with eight shafts giving twenty-four picks in the round is used.

5139. “Plaque” for the Use of Artists, S. H.

Leeds.—28th October, 1882.—(Not proceeded

This consists in forming “plaques” of mill-board, stamped to the required form and coloured in imitation of terra-cotta.

5140.    Door Fastenings for Bailway Carriages, &c., P. M. Justice, London.—28411 October, 1882.—(A communication from J. W. Krepps, New York.)— (Not proceeded with.) 2d.

This relates to improvements in door fasteners having a pair of hooked catches which open to receive a bolt on a sliding door and close into notches in the head of the bolt.

5141.    Apparatus for Signalling, J. Battye, near Leeds.—28th October, 1882.—(Not proceeded with.)

This relates to a bell mounted on a frame, the hammer being acted upon by a spring so as to cause it to strike the bell after it has been forced back by a pawl.

5145.    Straightening Rails for Railways, L. Bichards, Dowlais, Glamorgan.—39th October, 1882 6 d.

According to this invention the rail is passed between parallel surfaces, no space being left for the rail to deflect in, and is operated upon by hammering or pressure on both faces at the same time. This may be effected either by means of a steam hammer or by rollers and revolving discs.

5146.    Washing Fabrics, J. Patterson, Belfast.—39th October, 1882.—(Not proceeded with.) 2d.

The object is to thoroughly wash fabrics when in the rope state or form, by causing each piece to cushion on an opposite piece while being squeezed in a wet state between rollers, and thereby kneading and cleansing each other while being acted upon by the water. The invention further relates to machinery for effecting this object.

5147- Elastic Fabrics applied to Boots and Shoes, A. C. Henderson, London.—39th October, 1882.—(A communication from H. Suser, France.) 2d.

The material is made with both sides alike, and has a double selvage. The warp and weft threads are worked so that the warp threads, of which two sets are employed, instead of being white are coloured. So as to make a strong selvage, the motion of the shuttles is such that one other, one finishing its course before the other.

5150. Wire Fencing, &c., E. A. Brydges, Berlin.— 30th October, 1882. — (A communication from C. Klanke, Germany.)—(Not proceeded with.) 2d.

The spurs are introduced into eye loops formed by bending the fencing wire, suitable machinery being described for forming such spurs and securing them to the wire.

6157. Winding Yarn and Thread, J. Liddell and J. S. and S. H. Brierly, F. W. Hirst, and D. Hamer, Huddersfield.—39th October, 1882.—(1764 proceeded with.) 2d.

This relates to means for preventing the breakage of yarn which occurs on account of it being sticky and twisted, and so prevents it freely leaving the swift without extra drag and friction, and it consists in mechanism between the swift and yield to the drag of the yarn, and when the drag is sufficient the tension thereof will stop the rotation of the bobbin.

5159. Recovery of Tar and Ammonia from the Volatile Products of Coke Furnaces, J. Wetter, New Wandsworth.—39th October, 1882.—(A communication from J. F. G. Homig, Dresden.) 6d.

This consists in placing a three-way valve in the flues through which the gaseous products of two coke furnaces are discharged, so that either furnace may be shut off from the flues which lead to condensers. From the condensers the gases pass to an apparatus for separating the tar, and consisting of a jacketted vessel heated by the fumes of coke furnaces, and provided with partitions. A scrubber for separating the ammonia from the gases is also described, and consists in bringing them in contact with ammoniacal liquor which is caused to trickle over a series of inclined plates.

5100. Roller Mills for Granulating, Grinding, or Crushing Grain, Ac., E. Fiechter, Liverpool.— 30th October, 1882.—(A communication from J. Weber and Co., Switzerland.) 6d.

This consists in arranging the bearings of the movable roller so that when guided laterally they shall be able to freely turn in their vertical centre lines with any angular alteration bearings above and below are formed pins in the central axis of the bearing, and carry slide blocks working between guides. Tne spring bears against a block with a round face, bearing on the horizontal central line of the bearing, whereby the spring is always caused to bear exactly in the centre. The

minimum distance between the rollers is regulated by set screws in the frame, and the spring can be adjusted to any required pressure by a screw.

5161.    Rolling Cylinders of Iron or Steel, B. Walker, Leeds.—20th October, 1882.—(Not proceeded with.) 2d.

This consists in apparatus by means of which welded tubes of large diameter are manufactured with the metal worked or extended lengthwise by a rolling operation, as well as being worked or extended circumferentially by another rolling operation.

5162.    Removing Smoke and Foul Air from Tunnels. &c., J. N. Moerath, Rome.—20th October, 1882.—(Not proceeded with.) 2d.

The walls of the tunnel are lined with galvanised iron, such lining being about lin. from the walls at the base, and leaving a considerable space between it and the roof. In the space smoke-removing channels are arranged and connected with the side spaces behind the lining by transverse passages.

5163.    Sawing Wood, &c., W. Palmer, Bath.—20th October, 1882.—(Not proceeded with.) 2d.

This relates especially to a manu-motive apparatus for actuating the sawing machinery.

5169. Decoration of Dry and Unglazed Earthenware, &c., C. Barlow, Hanley.—SO (A October, 1882. 2d.

The object is to produce ceramic wares with bright and dead gold or silver in design in combination with glazed or unglazed bodies.

5171- Appliances for Loading, Unloading, and Conveyance of Merchandise, &c., Sir H. Bessemer, Denmark Hill.—20th October, 1882.—(Void) 2d. This relates to the conveyance of merchandise partly on railway and partly on suitable trucks on public roads in such a manner that it is unnecessary to unpack and re-pack the merchandise. The trucks have ordinary road wheels, but are capable of running between trains or guides. A movable platform is provided to receive a number of the trucks described for travelling on railroads.

5172.    Gas and other Furnaces, T. Layton, Redditch. —21st October, 1882. id.

This consists in building the sides of furnaces with movable blocks kept in position by metal studs orpins, so that they can be renewed or replaced when the retorts or flues are hot.

5173.    Fasteners for Articles of Wearing Apparel, he., J. N. Aronson, London.—21st October, 1882. 6d.

The fastener consists of a curved arm capable of sliding into a position for inserting one end into a button-hole or eyelet, and then back again when the pull of the article tends to force the free end of the arm towards the base plate. Modifications are described.

5175.    Bobbins, E. Tweedale, Accrington.—31st October, 1882.—(Void.)

The object is to strengthen and tighten the bobbins or tubes to receive thread, and it consists in forming them of sheet copper or other non-corrosive metal corrugated either longitudinally or transversely.

5176.    Construction and Joining of Bands, L. Binns, Bradford.—31st October, 1882.—(Not proceeded with.) 2d.

Tjjiis relates to forming bands so that the ends may be joined without tying or lacing, and at the same time securing strength at the joint. A loop is formed at one end, and at the other end is a second loop, and a strand or strands. One loop is passed through the other and secured by the strands.

5177.    Coating Surfaces of Metallic Lead to Prevent Oxidation and Corrosion, J. Mangnall, Manchester.—21st October, 1882.—(Not proceeded with.) 2d.

The articles made from metallic lead are placed in a chamber and submitted to the action of superheated hydro-sulphuric acid gas.

5179.    Sewing Machines, G. Browning, Glasgow.—21st October, 1882. 8d.

The improvements relate, First, to the presser foot; and Secondly, to mechanism for varying or regulating the speed at which such machines are driven.

5180.    Mechanism for Shaping and Folding the Ends of Labels, he., C. Anderson and T. Cormie, Leslie, N.B.—21st October, 1882.

This consists in an improved device and mechanism for folding up and preparing the ends of labels in which the hole is punched and fitted with an eyelet, as is done in the case of the endless web label-making machine described in Keith’s specification, No. 4677, a.d. 1879, whereby the said folding is more expeditiously and effectually carried out, and with a saving in driving power and less risk of breakage than has hitherto been accomplished.

5184.    Apparatus for Measuring and Registering Power Transmitted by Driving Belts, C. V. Boys, near Oakham.—31st October,4882. 6d.

This relates to arranging a counter worked by differential gear, so as to indicate the excess of travel of the driving part of an elastic belt ever that of its driven part, the said elastic belt being applied to transmit either the whole or a known fraction of the power to be measured.

5185.    Securing the Pendulum of Clocks, J. Ganter, Clerkenwell.—31sf October, 1882.—(Not proceeded with.) 2d.

This relates to a means whereby the pendulum may be securely fixed within the case so as to prevent it moving about when the clock is being transported from place to place.

5186.    Stove Pipe Attachments, J. Wetter, New Wandsworth.—31.si October, 1881.— (A communication from C. Lovell, Massachusetts, U.S.)—(Not proceeded with.) 2d.

The object is to connect two pipes arranged parallel or at an angle to each other, or a stove with a pipe leading fiom or to it more or less obliquely.

5186.    Sewing Machines, M. H. Pearson, Leeds.—28th November, 1882.—(Not proceeded with.) 2d.

A straight needle is used, and the needle bar is fitted in a slide plvotted at its upper end. To this an intermittent radial reciprocating motion is given by a cam, and the vertical movement of the needle bar is effected by a heart cam attached to the slide. A circular shuttle is used, and is used in combination with an awl.

5187.    Umbrellas, W. E. Gedge, London.—31sf October, 1882.—(A communication from H. Bollack and G. Mayer, Paris.)—(Not proceeded with.) 2d.

The umbrella is made to open automatically, being actuated by a spiral or helical spring, which expands when it is desired to open the umbrella for use, remains compressed in the socket of the slider or runner while the umbrella is closed, and is held in this position by a kind of spring clasp or catch set in the handle, or by a suitable arranged cup or tip fastener, with or without spring.

5190.    Retaining Neckties and Scarves in Place, G. Schubert, London.—21st October, 1882.—(Not proceeded with.) 2d.

The design consists of a piece of elastic webbing or other suitable elastic material, provided at one end with a metal or other ring, or other means of attachment, to the buttons of the trousers or drawers, and at the other end furnished with a pin or hook for insertion into the necktie or scarf.

5191.    Combined Reaping and Sheaf-binding Machines, W. Mcl. Cranston, London.—31sf October, 1882.—(A communication from the Walter A. Wood Mowing and Reaping Machine Company, Hoosick Fall, New York.) lOif.

This relates to certain novel foaturos in combined reaping and sheaf-binding machines, in or by which the straws cut are carried over a platform by rake teeth to within reach of fingers of the automatic binding appliances, and when the binding is pleted the bundle is lifted over the framework

2d.

8d.

com-

cover-

ing the wheel and deposited into a carrier on the oppo" site side thereof, from which it can be released on to the ground, the releasing appliance being under the control of the driver or made to act automatically on a catch, being released by some moving part of mechanism.

5192. Apparatus for Measuring Water, ho., J. A. Muller, Amsterdam.—81sf October, 1882. 6d.

This relates to improvements in apparatus for measuring water or other liquids, such apparatus being also applicable as a current meter, for which letters patent were granted bearing date 9th December, 1874, and numbered 4228.

5193 Compound for Preventing or Retarding the Passage of Heat and Moisture, W. T. Whiteman, London.—21st October, 1882.—(A communication from R. J. Eberts and J. L. Lee, New York.) 4d.

This relates to a heat insulating and water-repelling material, consisting of finely divided tan bark dried and coated with a suitable waterproofing material and mixed with cement, sand, and the like, or other material or materials capable of setting.

5194.    Fastenings and Safety Appliances for Bracelets, Scarf Rings, Belts, &c., E. Jones, London—2\st October, 1882. 6d.

This relates to the combination with a bracelet with a central snap device of a safety appliance or protector fastened to said snap device, the protector having a guard at one end and the other end secured to the bracelet or snap fastening.

5195.    Automatic Weighing and Package Filling Apparatus, W. T. Whiteman, London.—21st October, 1882.—(A communication from C. C. Clawson, North Carolina.) 8d.

This relates to several improvements in the general construction of the apparatus.

5196.    Manufacture of Soap, &c., J. T. Armstrong, Newcastle-under-Lyne, and W. Bostock, Liverpool.— 31st October, 1882. id.

This consists of a soap formed by the combination of starch-sugar (grape sugar or glucose) with fatty or oily matter and an alkali, with or without other ingredients ordinarily employed in the manufacture of soap.

5198.    Production of Bi-sulphide of Carbon Vapour, &c., W. R. Lake, London.—81st October, 1882.—(A communication from W. S. Colwell, Pittsburgh, U.S.) 8 d.

This relates to methods and apparatus for the production of vapour frbm bi-sulphide of carbon, which is effected through the medium of the latest elements of static and specific heat transmitted to the bi-sulphide of carbon through the medium of steam generated from water; it also relates to the utilisation of said vapour of bi-sulphide of carbon for the purpose of operating machinery.

5199.    Combined Water and Air Pressure Motors, A. J. Boult, London.—31sf October, 1882.—(A commutation from A. Botta, Trieste.) 8d.

The movement of the machine is produced by compressed air acting upon a column of water.

5202.    Manufacture of Tubes, he., G. Little, Oldham. —lsf November, 1882. lOd.

The tube after passing through the first pair of rolls is caused to pass between a second pair, placed at an angle to the first pair, said second pair being driven in circumference speed to the first pair. Another portion of the invention consists in the mandril, and a further feature consists in cleaning the tube before it passes to the die, and also arrangements for clearing the grooves of the rolls of slag, grit, or dirt.

5203.    Furnaces for Treating Town Refuse, &c., B. D. Healey, Brighouse.—lsf November, 1882. 6d.

The fumes which are evolved from the refuse under treatment are caused to pass over a reverberatory arch, which, being highly heated, renders the fumes inodorous. The reverberatory arch is built at a proper height from tho fire-bars, to allow the refuse to be burnt, and at such a distance from the main arch as to insure the requisite flue area, whilst the length of the reverberatory arch is about two-thirds the length of the inclined part of the furnace.

5204.    Gas Lighting and Regulating Apparatus, T. Thorp, Whitefield.—lsf November, 1882.—(Not proceeded with ) 2d.

The object is to produce a steady light without shadow, and to cause the air to become highly heated before it enters into combustion with the gas, also improved mode of regulating the supply of gas.

5205.    Utilisation of various Gums as Substitutes for Gutta-percha and India-rubber for Insulating, &c., J. E. T. Woods, Peckham Rye.—lsf November, 1882.—(Provisioned protection not allowed.) 2d.

This relates to the utilisation and purification of various natural gums, so as to render them suitable as substitutes for gutta-percha.

5206.    Retention Springs for Umbrellas and

Parasols, W. H. Belknap, New York —1st November, 1882    6d.

The inventor claims in a retention device for umbrellas and parasols, in combination, a narrow case having a slotted top, a catch projecting through said slot, and adapted to turn at its rear end in the case, and a spring located under the catch.

5207- Apparatus for Raising Liquids and Separating Solid Matters therefrom, F. A. Bonneftn, London.—1st November, 1882. 6cf.

The inventor claims the means or apparatus for raising liquids, or for separating solid matters from liquids, or for both raising liquids and separating solid matters therefrom, the said means or apparatus consisting of a series of vessels in a tube or closed channel, which communicates with the liquid to be dealt with, and is provided with means for producing a vacuum therein, such vessels being fitted with wick tubes, through which the liquid travels by capillarity from vessel to vessel.

5208.    Machinery for the Manufacture of Mould Candles, J. J. Claret, Camberwell.—1st November, 1882.—(Not proceeded with.) 2d.

The First part relates to the overflow ; another part consists in introducing into the space, which in the ordinary machines exists between the row of moulds, which are four in number, two other rows of moulds, *: - not only to utilise this waste or unoccupied space, but partly fill up the water box, thus displacing a certain amount of water and effecting a saving thereof.

5209.    Sewing Machines, F. Simmons, London.—1st November, 1882.—(Not proceeded with.) 2d.

This relates to improvements in that class of sewing machines in which the head carrying the needle bar is caused to slide in a direction at right angles to the feed, for the purpose of giving a cross stitch when required, as, for example, in “hem stitching machines.”

5210.    Apparatus for Lowering and Launching Ships’ Boats and Saving Life at Sea, R. B. U. H. J. Duncan.—1st November, 1882.—(Not proceeded with.) 2d.

This relates to the arrangement of the davits.

5211.    Trawl Nets, he., G. Read, Deal.—1st November, 1882. 6d.

This relates to a peculiar bonnet net constructed or arranged at the lower end of a trawl or stow net, together with the method of hauling it up and of opening the bottom end for the release of the fish therefrom.

5213. Linings or Paddings for Shirt Fronts, <fec., J. Wetter, New Wandsworth.—lsf November, 1882.— (A communication from Kruse and Breying, XJnter Barmen, Germany.)-(Not proceeded with.) 2d.

This consists in making tho lining of two layers or sheets of woven fabric, woven simultaneously and united at the outside edges and at the edges of the button-hole or holes.

5212.    Screw Propellers, W. Tate, Sunderland.—1st November, 1882. Od.

The inventor claims in a screw propeller of metal,

the

an

such as cast steel, securing removable blades to the boss by means of recesses therein, into which the roots of the blades are stepped ; in conjunction with arms cast with the boss, and to which such blades are bolted, and preferably, further secured by shoulders.

5214.    Apparatus for Generating and Burning Petroleum Vapours, H. Swoboda, Berlin.—1st November, 1882.—(Not proceeded with.) 2d.

This relates to the general construction of petroleum vapour stoves.

5215.    Method of Moulding for Casting Metals, B.

Peyton and C. Burley, Birmingham.—1st November, 1882.    4d.

This relates to the method of moulding for casting metals by means of a set of pattern moulds and core moulds.

5210. Manufacture of Shirt-fronts, J. W. Frost, London.—1st November, 1882.—(.Not proceeded with.)

The object is to enable the front of a shirt to be readily reversed when soiled.

5218. Propelling Boats, &c., J. Y. Johnson, London. —1st November, 1882.—(A communication from H. Martin and F. Segondy, Cette, France.)—(Not proceeded with.) 2d.

The means for propelling consists of two pumps placed at the hinder part of the boat or other vessel below the water-line, in which pumps either liquid or air is employed.

5219.    Refrigerating or Cooling Rooms, &c., J. Y. Johnson, London.—ls< November, 1882.—(A communication from J. B. J. Mignon and S. H. Rouart, Paris.) 8d.

This relates to the general construction of the apparatus.

5220.    Safety Valves, D. CocJcburn, Glasgow.—lsf November, 1882. 6rf.

This relates to safety valves having a top plate, against which the steam acts so as to facilitate the rising of the valve when steam is blown off. The seat is formed with an inclined surface A projecting upwards all round, and the underside of the top plate C is flat, while the centre part D tapers down towards

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the seat. Hollows are provided round the feathers or guides F at the under part of the valve to facilitate the escape of steam. When the steam raises the valve in the slightest degree the steam escaping is directed up the annular incline of the seat, and strikes the flat plate of the valve where there is the greatest surface to act upon.

5221. Apparatus Employed in Connection with Purifiers for Coal Gas, C. C. Walker, Lilleshall, and W. T. Walker, Highgate.—lsf November, 1882.

5228.    Valves, &c., for Steam, Water, Gas, or other Fluid under Pressure, 0. Furness and J. Robertshaw, Manchester.—2nd November, 1882. (id.

This relates to valves which are lifted from their seat by a screw spindle. The valve is made separate from the spindle and has a recess to receive white metal, vulcanite fibre, or other suitable packing. The spindle is screwed at one end for connection with the valve. The case is in two parts, connected together so as to permit ready access to the valve and seating. The latter extends a little above the plane of the bottom flange, so as to allow of wear by grinding or filing the gear.

5229.    Treatment of Leather for the Soles and

Heels of Boots and Shoes, ho., T. Bare, Stock-port.—2nd November, 1882.    6d.

To render leather waterproof and more durable it is treated with a solution composed of two parts resin and two parts gum, dissolved in spirits of petroleum, benzoline, or bisulphite of carbon, to which is added a small quantity of gutta-percha or caoutchouc dissolved in boiled oil. Metal tips are made thickest at the parts which usually wear away quickest. Buttons are secured to boots by means of a wire link of U form, with loops at the end through which a cord is passed.

5231. Apparatus for Use in Schools to Facilitate the Formation of Words and Numbers, J. Wetter, New Wandsworth.—2nd November, 1882.— (A communication from S. Ridel, France.)—(Not p ceeded with.) 2d.

This relates to the use of movable characters in combination with boards provided with grooves to receive them.

5232. Breaking, Scutching, and Separating Flax, Hemp, &c., J. Shinn, Philadelphia.—2nd November, 1882.—(Void) 2d.

Feed rollers and a bed are arranged above the centre of a scutching cylinder, so that the fibre is fed in over the bed above such centre, and the paddles on the cylinder when striking them cause the stalks to bend under the bed, so that the fracture of the “ bone” will be bent more than a right angle, and cause the fibres to hug the paddles. To separate the tow from the “shives” an endless slatted and travelling apron is used in combination with a roller having wings for brushing the tow off the apron, and a dividing partition for separating the tow from the shives.

5234. Bicycles and Tricycles, O. Singer, Coventry, and W. R. Davies, Abergavenny.—2nd November, 1882.—(Not proceeded with.) 2d.

This relates, First, to transmitting power to velocipedes with a rotary pedal shaft, so as to obviate and compensate for the constantly decreasing leverage at certain points of revolution of the pedal shaft. The wheels over which the driving chain runs are oval, the greater diameters being placed at right angles to each other, and the two throws on the pedal shaft are nearly in a line with the greater diameter of chain wheel;

arrangement of driving crank so as to diminish the distance through which the feet travel without reducing the throw of the crank, and it consists in the use of

and revolving with the crank; two rods carry pedal, and each have a slot fitting over one of excentrics; and Thirdly, to steering mechanism, whereby the vibration of the machine is prevented from being transmitted to the arm of the rider.

5236.    Stopping of Bottles or Vessels, A. M. Davis, Westminster.—2nd November, 1882.—(Not proceeded with.) 2d.

A groove is formed in the neck of tho bottle and receives an elastic ring. The stopper has a thread to fit a corresponding thread in the neck, and when screwed home a projection is caused to bear on the washer and form a tight joint.

5237.    Musical Instruments, A. Banger, Worcester.— 2nd November, 1882 —(Not proceeded with.) 2d.

The. instrument has a central sound board, with a set of wires on each side, the whole being inserted in a suitable case, so that the wires can be acted upon by studs mounted on a roller capable of being turned, whereby the wires will be more or less tightened, and the key of the instrument changed as required. The instrument is played like a harp through openings in the case.

5238.    Apparatus for Use in connection with Lamps or other Burners for Illuminating and Heating Purposes, A. H. Robinson, Dublin.—2nd November, 1882.—(Not proceeded with.) 2d.

The object is to increase the illuminating power of the gas or oil; and it consists in placing a cap over the chimney, so as to fit close, but having side openings capable of being regulated. Modifications are described.

5239.    Furnaces, <fec., A. J. Boult, London.—2nd November, 1882.—(A communication from W. P. A. Heiser, Berlin.) Sd.

This relates to the use of one or several chambe -in which fuel is deprived of gases before passing to the furnace, the object being to prevent smoke and save coal. The chamber is separated from the f urn nee by a partition, from an opening in the bottom of which an inclined grate is iftrangfed, so that the fuel can ; urn downwards and be burnt.

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This relates to centre valves, and the principal object is to provide means for working either the usual number of purifiers (leaving one out of action for replenishing) or all of the purifiers with which it is connected as may be desired. The valve is provided with an additional part capable of being moved independently of the main movable part, so as to either allow of the valve being used to work the purifiers in the ordinary way, or to allow the purifiers ordinarily out of action to be put into action The invention further consists in forming the apparatus by casting with spaces between or in parts, afterwards connected up by wrought metal or equivalent means; also in forming the top flange of the syphon box of the Centre valve so that it constitutes a support for the pipes for the purifiers; and also in joining the pipes which lead from the purifiers to the centre valve by elastic or yielding junctions.

5222. Apparatus for Spinning, Doubling, and Twisting Fibrous Substances, E. Rushworth, near Leeds.—lsf November, 1882. 6d.

This relates to “cap frames,” and consists in the cn .„ „    „    ~

employment of fixed and greatly reduced spindles, 5240. Facilitating the Stopping and Start,n and of wharles revolving in a stationary position on    Machin^y^. R.    2<«

the top of the roller rail of the frame. The wharles    18S2.-(A communication fir..,

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5224.    Placing Fog Signals upon, and Removing that them from, Railways or Tramways, T. H. R.

Outtridge, Camberwell.—lsf November, 1882.— (Not proceeded with.) 2d.

The detonating fog signals are secured to an iid 1 e: chain passing over toothed wheels, and actuat the signal-box in such a manner as to cause thr< to be brought in position on the rails.

5225.    Axles, Hub Fittings, Springs, ani Fittings of Vehicles, &c., If. Weatheri Man- i Chester.—2nd November, 1882. 6d.

The hub bearing revolves between a fixed and an adjustable collar upon the axle, the latter sert wing on to an extension of the axle, which has iis<> an i exterior screw thread. A slot is formed in the sion, and a number of slots in the collar, and the latter is adjusted a recessed cottar it through the slots, and a nut on the collar is up to the cottar, and a spring placed behii vents the nut working back The invention relates to the prevention of rattling in door loci fittings, and consists in forming the handle •-tapering or coned where it fits the latch, > formed to receive it. On the inner end of th spin is a metal sleeve also coned, and which can be « up so that the parts act as if made in oi Spring pistons are used to prevent the rat; doors and windows. A further improvement u is: in interposing elastic material between the springs or between the parts of shackles, or of ’ and scroll irons or similar connections.

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5226. Closing or Stoppering Bottles, ho., j. A ^ Darlington.—2nd November, 1882.—(Not pro with.) 2d.

This consists in the use of sheet indi moulded to the desired form to close the mo bottle, in place of corks or other stoppers.

5227- Governors for Steam or other En< -Browett and H. Bindley, Salford.—2nd A 1882.- (Not proceeded with.) 2d.

This relates to mechanism whereby the- , rotation of the governor can be varied relative ;y * main engine shaft,, and it consists essential ,    ,

tion gear, one wheel of which is capable f shifted along the face of its driving wheel. T%y.t tion further relates to means for causing t >' controlled by the governor to be closed, in ca or other mechanism which drives the govern •• ri.o . break or become deranged.

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5249.    Wicks of Railway Carriage Roof Lamps, &c., H. Defries, London.—3rd November, 1882. id.

The object is to secure a proper adjustment and trimming of tho wick, and it consists in making the wick of the exact length of the wick holder, and shaped both top and bottom to the required form, so that it is immaterial which end is inserted in the holder. To facilitate the introduction of the wick it is stiffened by means of a combination of paraffine, wax, and colza or rape oil.

5250,    Valve Apparatus for Supplying Baths, &c., with Water, W. D. Scott-Moncrieffi, Fulham, and W. Dodds, Westbourne Park.—3rd November, 1882.

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This relates to valve apparatus for supplying baths with water of different temperatures, and available for admixing other liquids, and consists in the combination of a series of valvo casings, each with a separate valve, so as to form a continuous throughway into which the different liquids may be admitted separately, and from which they may be led to where required through the independent valves. The throughway, with branches to admit and allow the escape of the

off to the tar tank. According to one arrangement the main is provided with a series of hollow partitions, through which cold water is caused to circulate. To prevent stoppages in tho ascension pipes the retorts are made flat, and the crowns protected against heating by an arrangement of perforated fire-clay plates placed above them.    ₍

5266.    Apparatus for Closing Doors and Windows, R. Chapman, Patricroft, and J. Hibbert, Manchester. —4th November, 1882. 6ci.

This relates to the combination of a spindle, double cam, and one or more loose tappets with two horizontal levers connected by springs and chains to the tappets.

5267.    Couplings for Railway Vehicles, W. Wright and J. Pethick, Plymouth.—ith November, 1S82. 6d.

This relates to the employment of a draw-bar having a head with bevelled edges in combination with a slotted plate having ears or guides, whereby the said head is twisted to enter the slot in the plate and its normal position at right angles thereto

SELECTED AMERICAN PATENTS.

From the United States' Patent Office Official Qazlte.

278,078. Hoisting Pulley, Charles F. Batt, Schuylkill, Chester County, Pa.—Filed April 2nd, 1883.

Claim.—(1) The combination of the. chain wheel, pulley, or drum of a hoisting apparatus with a ratchet wheel secured or geared thereto, and a snail gearing into said ratchet, and to which power may be applied, substantially as described (2) The combination of a chain pulley, of a hoisting tackle and ratchet wheel secured to the pulley, with a snail gearing into said ratchet, and a driving wheel or pulley B, operating

1278 0781

number of revolutions of the engine, substantially as set forth. (3) The valve stem B, and the disc /, in which it terminates, in combination with the plate h, which bears against said disc, the rod i, rising from said plate, the hub R, held against the under side of said disc, the arm j, rigid with said hub, and having its upper end sleeved on said rod i, and the screw k, which holds said arm and pin together, substantially as set forth.

278,390. Drain and Returning Steam Trap, James H. Blessing, Albany, N. Y.—Filed April 6th, 1883.

Claim—(1) The combination of an automatic return trap and an automatic drain trap in one apparatus, whereby the apparatus may be used either for feeding the water of condensation into the boiler or discharging it into a suitable receptacle, substantially as

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different liquids separately or mixed, may be formed of a longth of pipe with elbows at intervals acting as valvo casings to receive the independent valves.

5252. Distillation of Coal, &c., G. R. Bislop, Paisley, N.B.—3rd November, 1882. 6d.

The invention comprises, First, a novel arrangement and combination of horizontal with vertical or inclined retorts employed respectively for the distillation of the coal or othev carbonaceous matters to obtain illuminating and heating gases and other products, and for the treatment of the coke resulting from the distillation to obtain ammonia and an additional production of heating gases ; Secondly, means for separating the illuminating gases from the heating gases and ammonia or other gaseous products resulting from such treatment ; Thirdly, means for treating incandescent coke separated from primary retorts for the production of ammonia; Fourthly, regenerative apparatus for heating air and superheating steam used in connection with primary and secondary retorts ; and Fifthly, the treatment and utilisation of the residual ash or waste products from retorts. The horizontal flues for effecting the distillation of the carbonaceous matter are used in combination, with the vertical retorts located in front and below, to receivo the residual coke for treatment by steam, and with furnaces, air heating flues, and combustion chambers in which gas and hot air are consumed to provide heat for tho rotorts.

resumes when past the plate.

5269.    Preserving Foods and other Organic Substances, W. H. Thew, Liverpool.—ith November, 1882.—(Partly a communication from P. Forbes, Buenos Ayres.)—(Not proceeded with.) 'id.

In preserving meats it is preferred to heat them to a point not exceeding, say, 200 deg. Fah., and then expose them to intense cold, by any of the methods for creating intense cold.

5270.    Rowing Boats, A. J. Boult, London.—ith November, 1882.—(A communication from W. A. Rettiff, Berlin.) 10d.

The object is to considerably reduce the weight of the boat, and at the same time to so brace or stay the boat that the twisting is entirely obviated.

5271- Instruments for Making Drawings to Scale for Measuring Distances on Paper, J.

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5253. Toy Locomotive Engines, W. H. Hall, Beckenham.—3rd November, 1882. 3d.

This relates to an improved automatic whistling toy engine consisting of a body having within it a bellows operated by means of springs, and by a string or clastic wound upon the main axle and combined with the whistle.

AND

Wetter, New Wandsworth.—ith November, 1882.— (A communication from A. Wachs, Leipzic.)—(Not proceeded with.) id.

A rule is mounted on a pair of parallel rollers fixed on a horizontal shaft, one of these rollers being adapted to impart rotary motion to a toothed ring, the motion of which is indicated on a dial by means of a pointer or disc fixed to the toothed ring or to the axle of the latter, in such a manner that the motion of the rule in a direction perpendicular to its edge is accurately recorded on the dial.

5273. Breecii-loading Small-arms, A. Henry, Edinburgh.—ith November, 1882. 6d.

'relates principally to an improved locking

This device.

5275. Millstones, W. R. Lake, London.—ith November, 1882.—(A communication from P. Verat, Paris.)

5255. Apparatus for Decanting Liquids, &c., D. G. Joy, Hull.—3rd November, 1882. 6d.

The objects are, First, to enable liquids to be drawn

off into casks, so that when full the liquid shall cease to flow; Secondly, to draw the liquid from the supply through an outlet at a constant velocity independent of the height of the liquid above; and Thirdly, to cool the liquids in the supply cisterns. The liquids aro placed in air-tight cisterns, and a tube provided to admit air as the liquid is drawn off, the end of such tube being arranged so that the liquid drawn off will seal the same when it has reached the desired level in the vessel into which it is being decanted.

5256.    Making Artificial Ice in Blocks or Slabs, T. D. Kyle, London.—3rd November, 1882. 6d.

This consists, First, in the employment of pins or Bnags in the cells or flattened tubes of ice boxes, so as to cut up the flow of the cooling medium, and cause fresh parts to impinge against the surfaces of such cells ; and Secondly, in the arrangement of the connecting pipes and cocks for conveying the cooling medium, so that the course of such medium can be reversed for the purpose of making the ice of uniform thickness, and also to effect the thawing off of the ice from the cells or flattened tubes without requiring a thawing-off pump.

5257.    Deepening the Beds of Rivers, &c., J. N. Moerath, Rome.—3rd November, 1882.—(Not proceeded with.) id.

This relates to means for removing mud and sand banks, and consists in the use of a rotary drag or dredge having toothed discs or cutters arranged on an axle supported by a raft or pontoons. This is towod by a tug or other means ; and behind it is suspended a floating plough to throw off the water and heavier particles of mud and sand removed by the drag.

5258.    Locks for Carriage Doors, and Handles for Operating the same, J. Edwards, Hackney.—ith November, 1882. —(Not proceeded with.) id.

This relates, First, to improvements in two - bolt locks ; and, Secondly, to forming handles of locks so that one part can be renewed without necessitating tho renewal of the whole handle.

The chief characteristic is the conformation of the distributing or feeding grooves, which are made of unequal width and depth, that is to say, wider and deeper near the eye or aperture of the stone than at the circumference.

5283. Translucent Plates or Sheets for use as Substitutes for Glass in Roof Lights, &c., W. Kennedy, Glasgow.—6th November, 1882. id.

This consists in the combination of perforated metal sheets or plates with translucent paper, woven fabric, gelatine, or other suitable translucent substance. 5282. Compound Marine Steam Engines, J. McFar-lane, Dundee.—6th November, 1882. 6d.

This relates to compound marine engines designed for working with steam of high initial pressure and with stages of expansion, and the object is to combine three cylinders with two cranks so as to obtain a better equalisation of the strain thereon. The drawing shows one modification with three inverted cylinders A, B, and C, the piston-rods of which are connected to

said snail, substantially as set forth. (3) Tho combination of a differential hoisting pulley having a ratchet wheel between its chain grooves, with a snail gearing into said ratchet, substantially as described. (4) The combination of a differential hoisting pulley having a ratchet wheel secured thereto, and a driving wheel or pulley having a snail secured thereto and gearing into said ratchet wheel.

278,256. Gas Engine, Lewis II. Nash, Brooklyn.— Filed September 9th, 1882.

Claim.—(1) That improvement in the method of operating a gas engine which consists in admitting into the cylinder a single stream of air under compression in large volume, and simultaneously therewith admitting a single stream of gas in large volume directly within the flowing volume of air, so that the latter will surround and carry the volume of gas with it into the cylinder in a single enveloped strata, substantially as described, for the purpose specified. (2) That improvement in the method of operating a gas engine which consists in admitting into the cylinder a single stream of air under compression in large volume, and simultaneously therewith admitting in a single stream of large volume the gaseous fuel mixed with a quantity of air less than that required to effect the complete combustion of the fuel charge, enveloped and carried by the air charged as a distinct volume, substantially as described, for the purpose specified. (3) The power cylinder of a gas engine, constructed with separate ports for the separate admission therein of air under compression and gaseous fuel, the issuing

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described. (2) An automatic steam trap provided with a valve connected to the delivery from the trap and operated by the motion of the trap, and an independent pipe connected to said return pipe from the steam trap to the boiler, and delivering to a sewer or water receptacle, substantially as described.

278,453. Plough Clevis, Andrew Patton, Neio Orleans, La.—Filed July 24th, 1882.

Brief.—The rear of the hook or eye is inclined and grooved to retain a horizontal position on the beam

127845 51

clevis, which may be swung upward and adjusted in notches therein. Tho pivot bolts are rivetted over their nuts.

5259. Window Fasteners, A. E. Crisp, Stamford Hill, —ith November, 1882.    6d.

The object is to prevent the locking lever of window fastener«    ' from tho outsido, and it

-tusisl 'P ' ’ ip} •    ' of a catch or additional

io ver to orihi \ f i ers uch lever being socurod to tho win ash . ’ . hasp, and which can be ,t ' i %o that its outer hooked end will t-t ) . Odr . - when in position in tho from being opened until

tuu

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two cranks on the shaft D. The high-pressure cylinder A into which the steam is first admitted is placed in line with and above the low-pressure cylinder C, the two pistons being on the same rod connected to one crank. The steam passes by a pipe E from cylinder A to an intermediate cylinder B, which is placed and its piston-rod connected to the other crank, cylinder B the steam passes into the low-pressure cylinder C.

5327. Valves for Steam or other Engines, F. Gill, South Shields.—8th November, 1882.    6d.

The cylindrical valve C is fitted in a case and has steam ports D and 1)1 and exhaust ports E and El at valve is shown in such a position . of tho cylinder is opposite tho steam e, and through it with the steam cylinder port Bi communi-thaust port El of the valve, and he condenser or waste steam pipe.

¹ as completed its stroke in the direc-

over

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orifice of each gas port terminating within each air port, so as to be surrounded by a flowing volume of air, in combination with suitable valves for controlling the admission of the air and gas volumes, substantially as described, for the purpose specified. (4) The combination, in a gas engine, of the power cylinder, constructed with the ports A A, for the admission therein of air under compression, and with ports B B, for the admission of gaseous fuel, each in single volumes, the latter ports being separate and distinct, and having terminal tubes C C, projecting within the air ports at or near the entrance of the latter into said cylinder with a valve or valves, substantially as described, for the purpose specified. (5) The combination, in a gas engine, of the power cylinder, having separate ports for the admission therein of air and gaseous fuel in separate single volumes, with extension tubes of said gas ports arranged to project within the air ports at or near their entrance into the cylinder, the lighting wires connected with the issuing orifices of said terminal tubes, and a suitable valve or valves, substantially as described, for the purpose specified. (6) In combination, in a gas engine, the power cylinder having the air ports A A, the gas ports B B, the latter having the terminal tubes C C, the lighting wires connected with said terminal tubes at thoir outlet orifices, a valve or valves, and the piston, all constructed and adapted for operation, substantially as set forth. 278,387. Ball Governor for Steam Engines, William Badger, Quincy, Mass.—Filed March 29th, 1883.

Claim.—(1) In a ball governor, a bent spring Q, in combination with two levers, each having three arms c, d, e, the balls P on the lower arms e of said levers

[57 85 87~1

CONTENTS.

The Engineer, June 29th, 1883.

PAGE

Graphics on the Art of Making Calculations by Drawing Lines. No. II. (Illustrated.) .. 485 Samper’s Patent Pulley Gripper. (Illustrated.) 486 Stern-wheel Steamer for the River Magdalena. (Illustrated.)

How to Manage Wrecked Trains. (Illustrated.) 486 Contracts Open—

Iron

■I >6

Sorting Office, South-Eastern Railway.

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

Letters to the Editor—

Shear Legs ..................

An Irish-Scotch Tunnel............

Rotary Engines v. Driving Belts......

Channel Ballooning..............

Railway Matters................

Notes and Memoranda ............

Miscellanea ..................

Worssam’s Gas Engine. (Illustrated.)......

Pressure Gauge Testing Apparatus. (Illustrated.) ....................

The Running Expenses of Tramway Locomotives 492 The Royal Show at York Cagliari Exhibition of Hydraulic Machinery, 492 Coal Winding in Deep Shafts..

Swan Brewery, Waliiam Green.

Leading Articles—

The Elephant Boiler ..    ..

487

488

488

488

488

489

•iv..

489

490

490

492

........493

(Illustrated,) 493

When

. ..495

The Hull and Barnsley Railway......495

Brighton Beach................

The Marine, Mechanical, and Metal Trades Exhibition.. ..

Continuous Braki

iry Legis-

■i ' ■

496

/.I—

X/'Y/'/XZ

,..

-e

mu:

WJh

FM

El

tuj

TsM

LATION.....

Literature—

Manual of Marine I Rules and Tables. Radial Valve Gear The Iron, Coal, an mingiiam, Wolvert Notes from Lancas Notes from Siieffii Notes from the No Notes from Scotlai Notes from Wales The Patent Journa Abstracts of Paten Abstracts of Paten (Illustrated.) ..    .....

Paragraphs—

An Old Bridge Death of Dr. Spott New Mode of Prep Death of Sir E. Sal Naval Engineer Ap, Nitrogen Selenide

496

V. E. Seaton 496

496

;rated.) .. 497 >es of Bir-trict.. .. 500

......500

......500

500

.    .. 500

.. 501

......501

(Illus.) .. 502

' IIFICATIONS.

..    ...    .. £04

IVNTIES

486

488

ide ..    .. 492

......492

......493

497

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*ni b>

the

this it

btajiArs hii oi .spli

fkuttir

5 C has by its operating . or of a revolution, tho port h valve port Di with the i open through port E with m pipe. Tho valvo is kept i 'd and the other by a pack-ole spring.

and Heat, and Appa-saimsonovitz, Leytonstone.

n of light and heat from .ydrocarbons, including •s, by means of an appa-

*~Tl

the pulley R, which engages with the inner arms d of said lovers, and the valve rod movable up and down with said pulley, substantially as sot forth. (2) In combination with an adjustable governor ball and its actuating devices, a suspensory for said ball, having a scale of numerals marked upon it to indicate the

South Kensing? the week ending J Tuesday, and Sai 10 p.m., Museum Indian section, an Wednesday, Thui 6d., from 10 a.m mercantile marin; collections, 133G. \ sponding week ini from tkfl opening c

risitors during -On Monday, tn 10 a.m. to ntile marine, >ns, 4799. On ay, admission iuseuin, 4719; n, and other . erage of corre-18.839. Total 2,129,854.