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By Paget Higgs, LL.D., D.Sc.

Besides the rate of deposit, or thickness of copper obtainable in a given time, attention is required to consider the best arrangement of baths. At one time it was earnestly promulgated amongst electro-metallurgists that copper would be best deposited with an insoluble anode, from a moderately pure solution. However much easier it might be to obtain solutions of greater purity than a commercial soluble anode, there are simple and ample reasons why soluble anodes should have been adopted, and these have been very clearly stated by M. Gramme practically, and by M. Ed. Becquerel from experiment. The experiments of the latter are twenty years old, but the results are little known and still hold good. They are given in his “ Elements d’Electro-chimie.” It is to be seen that the processes of electrolysis are, as regards economy, much elucidated by these experiments. Becquerel found that with a saturated solution of sulphate of copper, to which one-twentieth of sulphuric acid is added, the loss of weight at the positive electrode when of copper is always greater than the increase of weight at the cathode. This difference varies from 2 to 5 per cent, of the weight of the deposit. That with a cold neutral solution of sulphate of copper, neutralised by the addition of carbonate, the loss at the positive pole was both greater and less, in several experiments, than the increase at the negative pole, but the differences were not 1 per cent. As a mean the loss of weight was less than the weight of metal deposited, a result that appears anomalous, but one to which reference will be made subsequently. It will, perhaps, chiefly due to the solution of the anode by the free acid of the bath.

In practice, or rather in that properly directed and intelligent practice where measurements of current quantity and electro-motive force are taken during the deposition of copper on the large scale, there is found frequently much more current circulating in the baths than is due to the machine, when the same power is expended upon it in driving a current on an equivalent resistance. Theoretically there should be less, that is, the usual theory would indicate that there should be less. The writer has been in his novitiate days much puzzled by this phenomenon, which became the better demonstrated the more careful the measurements, until he found it to be due to excessive acidity of the solution as well as sometimes to impurities in the plates. The purer the sulphate from which the solution is obtained the smaller does the difference become between the true machine current and the current actually circulating. A loss of work actually occurs from this cause; there is no gain from the false current; the loss will be as much as 3 to 4 per cent, of the work expended. The remedy is found in the use of as pure solutions as possible; but these solutions must not be too concentrated, for when they are too rich in copper the purity of the deposited metal is affected, and as well the mechanical texture of the deposit.

Even in pure solutions of sulphate of copper with pure copper electrodes, currents are sometimes set up, the electro-motive force of which may be in either direction accordingly as either plate may be in a solution of greater or less density than the other. In general the electromotive force due to this cause in the depositing bath is of contrary direction to the working current, because the solution is usually less dense near the cathode, where metal is being given up, than near the anode, where the bath is receiving metal into solution. That the direction of electro-motive force due to this cause may, however, be that of the working current, is easy to be seen.

Baths of copper solution at rest as regards the depositing current are, when large, by no means at rest as regards I freedom from inherent chemical actions. It is a very long

HOROLOGY AT THE INVENTIONS EXHIBITION. No. I.

With the exception of some of the electrical apparatus in Group XIII., such as the ergmeters of Messrs. Ayrt and Perry, No. 1358, which have a train of wheels and escapement connected with them, and an electrical clock by C. Shepherd, No. 1304, in the same group, the whole of the English horological exhibits are comprised in Group XXVII., in the South Central Gallery. This group lies to the north-east of the old London street, and may be easily reached—going from the main entrance in the Exhibition-road—by turning to the right at the middle of the North Court, passing through the Austro-Hungarian section, and turning again to the left.

The exhibits contained in the group do not impress us as being a full or fair example of the present state of the trade they represent. Many of the makers of high standing, from whom something might have been expected, are conspicuously absent; and those who are represented, with a few exceptions, have either been very unlucky in their allotments of space and position, or have shown a singular want of judgment in utilising them. It is also disappointing to note that, excepting a small exhibit in the case of the Horological Institute, the Coventry facturers are entirely unrepresented.

The absence of attendants at most of the stands to explain points of interest to visitors, and the fact that there is no machinery in motion—a never-failing source of attraction to the general public—have also contributed to render the group of less general interest than the almost universal utility of the exhibits would seem to warrant. Taking the exhibits as a whole, however, they fully uphold the pre-eminence of English horologists in the manufacture of high-class clocks, watches, and chronometers, and are a satisfactory proof of the continued vigour of the trade.

The universal adoption of keyless watches has had the effect of generally lowering the standard of English watches, as, with the change of design, the elimination of the fusee adjustment—so essential to a perfect adjustment of the mainspring, and heretofore the distinctive feature of the English watch—and the possibility thereby allowed of a formidable foreign competition, English watchmakers, being obliged to “ go and do likewise,” have been turning their attention to the means for a quicker production of a more marketable article by the introduction of machine tools; by systematising the manufacture in the matter of standard sizes and gauges—the want of which had long been a serious obstacle to the development of the trade— and by subdividing, where possible, every branch of facture; in fact, by either adopting the factory system altogether or approximating as closely to it as the conditions of the trade and the susceptibilities of the workmen engaged in it will allow. Now, this, although doubtlessly the only means of avoiding the complete swamping of the English trade by the tremendous influx of foreign importations, is not the way to secure really high-class work. In nothing is the rule, “Thus far shalt thou go, and no farther,” laid down more rigidly than in mechanics, with regard to the use of machine tools. Take, for instance, the example of the gun barrel, which, after being drilled and bored by the most approved machinery, still, after all, has to be got straight by hand and skilled labour. When it is considered that any piece of steel can only be turned true on its own centres, how absurd is it to suppose that such minute pivots as those of a watch escapement can be perfect which are turned and polished in chucks in a lathe head of any description. These considerations apply equally to the other parts of a watch requiring great accuracy, and point conclusively to the fact that it is absolutely impossible to produce a really first-class watch entirely by machinery even by chance. However, while there is a demand for a medium class of timekeepers, which will perform moderately well, at a low price, it behoves English manufacturers to be on the alert for any improvements in the modes of their production, and, whilst abandoning the finessing which has so much to answer for in the past, to represent them as being what they really are, and keep the really high-class work distinctly by itself.

Taking the numbers from the catalogue, the first stand we come to of more than passing interest is No. 2085, the exhibit of Mr. J. W. Benson, of Ludgate-hill, where will be found the patent dust and damp-excluding band for watches, having the case springs attached to it, instead of in the case, as is usual. This is reverting in principle to the ring or half-cap formerly applied to the f-plate watches of Liverpool make, and seems to be quite unnecessary in a well-made case. Machine-made watches and parts in various stages of manufacture are also shown. It is a pity that the manufacturers of these watches could not see their way to show the machinery used in their production in operation, in some, at least, of the various processes, as we understand that although the system pursued and the machinery used are in the main similar to those in vogue in the American factories, the managers of the English factories do not as a rule believe to the same extent generally in the economy of unskilled labour and purely automatic machinery, but advocate rather a greater subdivision of the functions of the machines, with skilled labour, or, at all events, operatives who understand the capabilities and uses of the machinery and tools of which they may have charge. As the American Waltham Watch Company has its machinery in full swing in the next gallery, a favourable opportunity would thus have been afforded of studying and comparing the value of the two methods with regard to one another. From the necessarily cursory examination we were enabled to make of the products of the two systems, any comparison with a view to offering an opinion as to their merits is impossible here, but most practical men would certainly be found to favour a greater number of smaller machines performing simple operations, rather than a few complicated machines going through a great many, for numerous reasons. They do not cost so much in the first instance; do not get out of order so soon; are easier and cheaper to repair when out of order; the output of each machine can be better regulated with regard to that of the others, and to the requirements of the factory. The difficulty of keeping any automatic machines in order, so that, say, the one-hundredth piece of work produced shall be an exact fac simile of the first, or pattern, is very great. A member of a Coventry firm of watch manufacturers informs us that, with the most approved machinery, they have had hundreds of pounds’ worth of work spoiled, simply through allowing the machines to run on too long, from cutters, &c., shifting, wearing, and so on, and that they now find it necessary, in order to avoid this to stop the machines after a certain number of pieces have been produced, and compare the last piece with the first.

No. 2086: Messrs. Grimshaw and Baxter, Goswell-road, E.C., show a very fine collection of machines, tools, and watchmakers’ and jobbers’ requisites, amongst which may be particularised some very fine English and Swiss mandrils, with slide rests, &c.; several of the now well-known “ Boley ” lathes and appurtenances, and the “ Whitcomb ” lathes, made by the American Watch Tool Company, which should be peculiarly attractive to horo-logical visitors, from the fact that they are, with the modifications and additions suited to various requirements, identical with the machines used in the American factories. All the most important attachments used with these lathes are to be seen at this stand, viz., a wheel and pinion cutting lathe, the “ Wigwag ” pivotting and polishing appliances, a jeweller’s rest for setting holes, turning out sinks in barrels, countersinking wheels, &c., and the patent universal head, which, by a peculi it- method of operating the clamp screws, allows of smaller thumb nuts being used, and the dogs may thus be placed quite close to the centre, which is a distinct advantage over the ordinary universal head of the English and Swiss mandrels, with their large thumb nuts. The small peep-holes through the face plate are also claimed as an improvement, but English mandrels have always had three large spaces, cut out of the face plate for the purpose of seeing the work and centreing from the back. Many other interesting tools are shown in this collection, which is in itself worth a visit.

No. 2088: Messrs. E. Dent and Co., Strand, exhibit their improved fluid ships’ compasses, patent watchman’s “ telltale,” a variety of watches and chronometers, &c. At the time of our visit, the various clocks, &c., which promise to make this display worthy of the reputation of the firm, had not arrived; they are to comprise a uniform pressure clock, astronomical clock with galvanic contact apparatus for dropping a time ball, new compensation pendulum on the zinc and steel principle, galvanic chronograph, turret clock, &c.

No. 2090: Messrs. Wycherley, Hewitt, and Co., Prescot. It is greatly to be regretted that this firm, who are the principal manufacturers of watch movements in the country, could not manage to have their machines exhibited in motion. It appears thatsuch was originally their intention; but, finding they would be obliged to provide their own motive power, they abandoned the idea, sending only a few machines and taking up a smaller space. The machines shown by them are, nevertheless, exceedingly interesting, being a complete set of original machines designed by the firm for barrel making, and consisting of—(1) barrel machine, (2) barrel arbor machine, (3) milling machine, (4) arbor snailing machine, (5) drilling machine, (6) machine for opening straight holes, (7) polishing machine or Wigwag, and several lathes and turning-up machines. The Wigwag is so arranged as to allow of the arbor running on its own centres while being polished, thus ensuring greater truth than when the work is chucked. Taken altogether, these machines appear well fitted to do the work for which they are designed. Messrs. Wycherley, Hewitt, and Co. also show a large number of watch movements and parts of various designs and sizes. Their machine-made movements are all gauged to standard sizes, and the different parts—fusees, barrels, wheels and pinions—and all the detachable pieces are interchangeable.

No. 2091: The Kew Committee of the Royal Society show forms and papers illustrating the methods employed at the Kew Observatory in examining, rating, and certifying as to the performance of watches, pocket chronometers, &c., for the manufacturers and general public. These systematic trials were established at the Kew Observatory last year, and have already excited a wholesome spirit of emulation amongst manufacturers, and may be expected to stimulate the demand for first-rate watches amongst wearers. Any owner or maker of a good watch can now obtain an independent certificate of its time-keeping qualities.

No. 2093: Messrs. Haswell and Sons, Spencer-street, E.C., have a very good show of English mandrels and other watch and clockmaking tools; also an assortment of watch and chronometer balance springs in alloys of palladium. These springs are likely to come into general use for marine chronometers, as they will not become rusty, are non-magnetisable, and their loss of elasticity in a given range of temperature is less than in steel or gold springs. They consequently require less compensation, and the secondary error of the balance is reduced to a minimum. The only doubt which exists as to their eventually entirely superseding the steel springs is in their power to maintain their elasticity over a lengthened period, as there is no such change in the molecules of the palladium spring to permanently set it as takes place in the steel spring in the process of hardening and tempering. It is gratifying to know that English horologists are turning their attention to the capabilities of this material, as its general adoption would mark an important change in the direction of true time-keeping.

No. 2107 is the collective exhibit of the British Horo-logical Institute. This case contains numerous specimens of fine clocks, watches, and chronometers, by well-known makers; several beautifully executed gauges and measuring tools, models of escapements, and examples of the students’ work at the excellent school of this institution. It is altogether a good sample of the state and progress of Clerkenwell horology, and well worthy of particular attention.

No. 2118: Messrs. Victor Kullberg, Liverpool-road, N. This is the most noteworthy individual exhibit of theEnglisli section, containing a fine collection of marine chronometers, with his several inventions in compensation balances for overcoming the secondary error applied, some high-class watches with fusee-keyless work, &c. But what attracts the greatest attention in this case is his new suspension for marine chronometers, which he asserts will give greater steadiness to the instruments. This is a somewhat startling departure from the ordinary method. The arrangement consists of a central rod or column, having crosspieces of metal fixed at the top, from which depend thin rods, at the ends of which are suspended the chronometers with their gimbling. From four to six chronometers can be conveniently suspended in this manner from one column. This plan certainly affords facilities for winding and observing the time; but we question very much if it secures the greater steadiness claimed for it—the crosspieces and pendent chronometers were in a constant state of vibration while we were looking at them—and the want of protection afforded by the usual box and padded outer case certainly exposes the instruments to greater and more sudden changes of temperature.

A few of the exhibitors show twenty-four hour dials of various designs, though what use the general public are going to make of these watches it would be difficult to imagine, unless they are all going to turn amateur astronomers; but so long as a demand for them exists, so long will they continue to be put forward by those entei’prising shopkeepers who welcome anything like a change as a fresh source of traffic. One would think this subject had now been thoroughly thrashed out, but there is a certain class of people in every community with whom, if they once become firmly impressed with any idea, however sophistical, any further reasoning would be hopeless, and to whom the introduction of anything new appeals strongly as an inducement to its adoption or application; and this twenty-four o’clock movement, in addition to its charm of novelty, is invested with scientific attributes, which prove irresistible to numbers of the quasi-philosophers of this type.

COMMERCIAL ELECTROLYSIS. No. III.

be found

time before the electrodes become neutral to each other, and even then local actions are of constant occurrence. For instance, in wooden vats M. Becquerel has observed on the wood, after some time, large adhesions of copper. The organic matter has probably started the reduction. Then the particles of copper so reduced have formed, with the carbonaceous matter of the wood, a small voltaic couple, depositing copper on the copper already put down.

Lead lined vats are practically great nuisances. If by ill chances—and these are numerous—the metal comes into contact with either electrode, there is trouble; and if a strongly acid solution be left in a lead vat, the first set of cathodes deposited from that solution will very probably contain impurities, not necessarily lead, but other impurities that have become absorbed in the bath through electric action in which the lead has played its part, and previously to be found in the bottom-mud.

The use of insoluble anodes involves the finding of an insoluble material that shall be conducting and also, which is unknown, of the same electrical affinity, so as to give, when placed opposite to a copper cathode, no difference of potential. Otherwise, work must be done in overcoming the contrary electro-motive force set up; for if the anode be less negative than copper, then the copper would be deposited upon it and not at the cathode. The use of insoluble anodes does not, however, occur in practice, and its want of economy has been clearly demonstrated by Gramme in his report to the Academy of Sciences of Paris.

The most economical arrangement of the series of baths is, however, a problem that cannot be so easily dismissed, and we can refer advantageously again to Gramme’s experiments. These were made with a variable number of baths, placed parallel or in “shunt” one with another— that is to say, in the manner formerly adopted. With from one to thirty-six baths the deposit was the same, not per bath, but per varying number of baths. Thus with a single bath, the current being maintained constant, 7 grammes an hour were deposited; with a dozen baths 7*1 grammes, and with thirty-six baths it was still 7T grammes, or about 2 decigrammes per bath. Faraday’s law was in this commercial manner proved; Next, the same baths were arranged in chain, the current being again maintained constant by increasing the speed of the machine and the electro-motive force from 1 to 8 volts; then the deposit of copper increased with the number of baths. It increased not only in absolute quantity, but with regard to the work expended in the operation. The weight of copper deposited per kilogrammetre of work expended varied from 1‘58 to 23T8 grammes, whereas in the former series of experiments it was never above 1‘96 grammes. The conclusion is clear—there is enormous economy in arranging the baths in chain, or in tension, as the term goes.

In another series of trials M. Gramme maintained a constant current, but increased the size of the electrodes when he added to the number of the baths, so as to maintain also constant the total resistance of the circuit. The quantity of copper deposited in each bath was sensibly the same. The speed of the machine and the electro-motive force of the current were not changed, and the work expended was therefore constant. The trials were made in perfect accord with all received theories, except in one particular, in which M. Gramme was led to increase the liquid section more than he increased the number of baths in chain. But it is somewhat astonishing to see, as M. Fontaine has remarked, that in each separate part of the circuit the quantity of copper deposited remains nearly constant ; and as the total quantity of copper deposited in the whole circuit is proportional to the number of baths, it must be concluded, however startling the conclusion, that with a fixed quantity of work expended it is possible by proper arrangements to increase nearly indefinitely the total deposit. In support of this statement it will be better to reproduce here the figures obtained by Gramme, noting that the surfaces of the baths were so increased as to obtain a constant deflection on the galvanometer ; also that the temperature due to the current was not determined in experiments 4 and 5.

MISCELLANEOUS EXHIBITS AT THE INTERNATIONAL INVENTIONS EXHIBITION.

No. II.

Messrs. George Scott and Son, Christian-street, E., show a neat form of vertical pump for compressing air and other gases to high pressures. As will be seen from our sectional engraving below, the pump is a compound one, and consists of an outer fixed cylinder, having a plunger worked from an overhead shaft by a forked connecting-rod, the cylinder being provided with a balanced suction clack valve at the bottom. Within the plunger is a hollow fixed ram connected at the top to the framing, which passes through a stuffing-box and is provided with a suitable delivery valve. This ram also serves as a guide and as a pipe for conveying the compressed air to the receiver. On raising the plunger, air is drawn into the cylinder until the upper extremity of the stroke is reached, the air being compressed on the down stroke and delivered through the plunger valve into the space below

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an extended application, chiefly on account of the great waste of power which attends its use. The reason of this is that, as the area of the smallest ram must be sufficient to raise the load, it follows, if a constant water-pressure is used, that the increased area of the exterior rams necessitates a useless expenditure of water, which is, of course, greater as the number of telescoping pieces is increased. The difficulty might be avoided if it were possible to use a different pressure of water for each ram, the pressure varying inversely as the area ; but this is not practicable when the rams are externally packed and open at the bottom to a cylinder common to all.

There is, however, a lift exhibited by Messrs. Joseph Richmond and Co., Bow, E., in which, while maintaining the telescopic arrangement, the consumption of water-may be reduced to what is really necessary to raise the load. A section of the lifting cylinder and rams is given here. The rams are all closed at the bottom, and each one, excepting the smallest, is formed with a leather-packed piston of somewhat larger diameter than the main body, which slides in the interior of the surrounding ram, every section being bored as well as turned. Each ram, therefore, except the smallest, is surrounded by an annular space when it is in the position shown in the illustration—that is, when the lift is at the bottom of its stroke—and each space has free communication with the underside of the piston working in the barrel which forms the inner surface of the annulus. All these spaces are permanently filled with a liquid such as oil, the pressure water being merely admitted to the cylinder below the piston of the largest ram. When this piston commences to rise by the action of the water, pressure is immediately imparted to the oil or other fluid, and consequently to the underside of all the pistons, which are therefore forced out simultaneously as the fluid is expelled from the annular spaces, the pressure being intensified according as the areas of the rams diminish. The fluid is merely displaced and returns to the annuli when the platform is lowered, any slight waste being made good from a supply held in a large cup on the top of each ram, by means of valves which open inwards as soon as a slight vacuum is formed. The lifts may be worked with water from the ordinary town supply, or by means of a set of pumps and an accumulator.

The Hydraulic Engineering Company, Chester, has tin exceedingly interesting exhibit in the West Annexe, and has prepared several examples of high-pressure hydraulic machinery, which are shown in motion, illustrating the production, storage, and application of hydraulic pressure, and indica ting some of the purposes to which public supplies of hydraulic power, as established in Hull and London, can be advantageously applied. The pressure is produced by one of Ellington’s three-cylinder compound steam pumping engines, which, with theexception of the condenser, is almost

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Deposit in grammes.

Number. Surface of each bath in sq. cm. Galvanometer deflection.

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Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—Chief engineers Edward H. Willey and Peter Colquhoun, to the Pembroke, additional.

Gritty Oil.—Makers of lubricating oil would do well to take more pains with their products. One steamship line out of this port regularly filters all its lard oil, and we are told by reliable authority that it is astonishing to see the amount of grit and injurious sediment that is left in the filter. We had positive evidence of the facts above related, respecting “grit” in lubricating oil, last week, during the trial trip of the Dolphin, United States despatch boat. We were present on the occasion of the trip of the 12th inst., which was broken up by the heating of the high-pressure pin, when only a few hours out. Upon examination the surface of the pin and the oil in the cups were found to contain palpable grit, easily felt between the fingers. The oil was drawn directly from the barrel and used as all other oils are. It does not need a shovelful of sand to start a crank pin heating, and oilmen should see that their goods are chemically and mechanically pure, impurities found in animal oils doubtless arise from an admixture of mineral oils with them, which contain more or less deposit from the still bottom or the well, according to the care with which they have been manufactured. Any suspected oil may be tested by pouring a little on white blotting paper, which will absorb the oil, leaving the residuum, if any, floating.—United States Mechanical Engineer.

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SCOTT’S PUMP.

the fixed ram. On the next upstroke further compression takes place by tbe combined action of the plunger and ram, and the air is finally delivered into the receiver. It will be noticed by referring to the engraving that the plunger is cast with an outer and inner shell, forming an annular space, which is kept supplied with water by two pipes, so as to abstract the heat developed during compression. Messrs. Scott have produced an extremely simple pump, in which, by the proper proportioning of the respective areas of the plunger and fixed ram, the work can be evenly divided between the up and down stroke, without the introduction of internal packing.

Mr. B. G. Smith, Halifax, shows a working model of a patent safety hydraulic telescopic hoist. This hoist consists of a number of rams sliding one into the other like the parts of a telescope, the whole, when closed, occupying about one-fourth the height to which the platform rises. The rams are usually about 10ft. in length, but can be made longer or shorter as required, one ram being generally used for each floor. The cylinder does not require to be sunk below the basement more than is due to the length of one ram, and in cases where it is not necessary to lift from the basement, no sinking is required ; whereas in single ram hoists the cylinder must extend as much below the basement as the platform rises above it, entailing a large expense in sinking. The hoist may be worked by water from the ordinary street mains, or from an accumulator. In the latter case the cost of water is saved, as it can then be exhausted into a tank and pumped back again. Each ram is made of wrought iron, and is tested to four times the pressure it will have to bear, thus reducing the possibility of accidents. Notwithstanding the advantages possessed by this class of lift, it has not received

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an exact model of the three sets of engines which have been erected by the London Hydraulic Power Company for the public supply of power in the City and Westminster. The engine is of the vertical inverted type, with one high and two low-pressure cylinders, each working direct a single-acting pump by means of a continuation of the piston-rod. This arrangement, the novel feature of which is the combination of three direct-acting plunger pumps with compound steam cylinders, occupies very small floor space in proportion to the power developed, and we understand that the engines thus constructed have given exceedingly good results in practice. The accumulator is loaded with cast iron weights—a plan often found convenient where ground is of high value. One of Ellington’s patent direct-acting hydraulic balance lifts is shown in operation, forming a means of communication to the company’s temporary office, which is placed in an ornamental wooden erection at the top of the building. The chief point of interest in this lift is the method by which, without the employment of cumbersome and often dangerous overhead counterbalance gear, the quantity of pressure water expended in each lift is limited to what is required for the performance of useful work in raising the load on the platform. We understand that since the introduction of this system in 1880, it has been largely adopted in cases where safety and economy in working were of special importance. Another feature well worthy of attention is the interlocking arrangement of valve gear, which has been specially designed for use in private houses and

THE INVENTIONS EXHIBITION—THE HASTIE-BROTHERHOOD HYDRAULIC ENGINE.

THE HYDRAULIC ENGINEERING COMPANY, CHESTER, ENGINEERS.

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liotels to prevent the hoistway doors being opened on any ; driving power to the fly-wheel W through spring I), thus floor unless the platform is at rest opposite to it, and also coiling it more or less according to the resistance of the to prevent the starting of the lift unless all the doors are ! load. But as this coiling and recoiling of the spiral spring closed. This is very simply carried out by means of a rod D causes a rotating movement of the shaft A relatively to placed outside the hoistway, which partakes of the move- B, there is consequently a movement of the adjusting ment of the valve rod inside the cage. The rod is provided | cam C relatively to the crank disc S, the result being with slots at every floor, into which quadrants fixed to the    !    that the greater the load to    be    driven the further is

doors enter when the doors are opened. Unless, there-    !    the crank pin P moved from    the    centre of the shaft A,

fore, the slots are in the proper position, the quad- ' and therefore the longer the stroke made by the pistons rants cannot enter, either an upward or downward E E E. The power exerted by the engine is thus automovement of the rod preventing the doors being opened, matically adjusted to the resistance to be overcome, and a There is also a locking bolt worked direct by the lift plat- material saving of water is effected. The maximum and form. Alight double-power crane of neat design is shown, minimum powers which this engine is capable of exerting the jib being of the Fairbairn type. A side elevation of are about as 3 to 1.

this crane is given on page 452. It is self-contained on a All the machines above described, as well as several strong cast iron base plate bolted to a concrete or masonry others we have not space to refer to at present, discharge foundation, to which is attached a circular cast iron pillar,    their exhaust water through    one    of Schmidt’s patent

round which the jib revolves. The lifting cylinder is    positive water meters, of which    the Hydraulic Engineering

placed vertically, as shown, and contains a pair of concen- Company is sole manufacturer in this country. The trie rams, the larger of which carries the crosshead in the ¹ chief feature in this meter is the absence of independent usual manner and works upwards; while the smaller ram valves, the flow of water being controlled, measured, and is permanently fixed to the cylinder bottom and passes registered by the action of two unpacked pistons coupled by through a stuffing-box in the bottom of the larger ram. means of connecting rods to a small crank shaft. Weunder-The small ram also acts as a pipe to supply or exhaust stand that the apparatus has been thoroughly well tested water to or from the interior of the larger ram. The two under varying circumstances, and has been found to give powers are obtained by admitting the pressure to the remarkably accurate readings; in many cases the differ-inside of the large ram alone, in which case the power ence between the quantity registered and what was exerted is, of course, due to the area of the small fixed actually passed through being less than 2 per cent. It will ram, or by a further movement of the working valve by start to work with a head of 6ft. or 7ft., and continue until giving the supply to the underside of the large ram at the j it is reduced to somewhat below 5ft.

same time. In this case its full area is utilised for lifting, j The application of compressed air to the manufacture of We do not know if it is so arranged in this crane, but by pottery is shown by Messrs. Mintons, Stoke-on-Trent, a very simple modification, the lifting cylinder could be i The object of the invention is to equalise the pressure on made to pump a portion of the pressure water back to the j the manufactured pieces and to reduce their shrinkage by accumulator when a heavy load is being lowered.    the use of compressed air applied either inside or outside

A fifth exhibit is a small hydraulic engine, combining of the moulds. Pottery is made either by pressing Hastie’s patent automatic regulating gear with a Brother- j the plastic clay by hand on the plaster moulds, or hood three-cylinder engine, the throw of the crank, and by casting with clay in a liquid state. By the first consequently * the amount of water used, being governed process it is difficult to give by hand an equal amount by the resistance opposed to the motion of the driving of pressure to every part of the piece; by the second a con-pulley. There is a considerable demand for motors to be siderable shrinkage attended with great risk, takes place worked from public hydraulic mains for driving dynamos, during drying or firing, and in both cases malformation, lathes, printing presses, and other small machinery, but cracks, breakages, and other defects are the consequence, the great difficulty in applying them for such purposes has The use of compressed air diminishes or suppresses the been that no means existed by which the cost of working majority of these defects by pressing in all directions could be reduced in proportion to the power actually equally on every part of the piece at one time, and by the required, the same quantity of water being used for each facility it gives of raising the amount of pressure con-revolution of the engine, whether running with the maxi- ! siderably higher than is possible by hand. Moreover, mum load or simply’driving itself. The Hastie-Brother- in the case of cast pieces the admission of compressed air hood engine, which we "’illustrate above, has been into the interior when the clay is still wet expels designed to overcome this objection, and if the parts are the water more rapidly against the plaster moulds j found to wear well in practice, which we have no reason to and prevents those parts from falling, which by their doubt, it promises to render possible the economical use ¹ weight, and having no support in a vertical direction, of hydraulic power for many purposes for which less ; are very apt to come down from the mould. The apparatus convenient means of driving are now employed. As consists of an air pump, a receiver to store compressed far as the cylinders and valve are concerned, this engine air, provided with a valve and gauge to regulate the is of the regular Brotherhood type, the stroke, however, amount of pressure, an air-tight tank for the slip, and a being longer than usual. Instead of the connecting-rods mould with suitable connections and arrangements. The B taking hold of a crank having a fixed throw, they are mode of working is as follows:—The tank, being filled coupled to the crank pin P, which, by means of the cam with slip of a proper consistency, is well stirred to get C acting on the slide S, can be adjusted to various rid of any air bubbles. The mould, placed at an eleva-distances, the manner in which this is effected being tion, is then connected to the tank by an india-r^¹-- -;-shown by the longitudinal section. From this view it will in such a manner that the compressed air be seen that the shaft A is hollow, and is traversed by a admitted above ^ the surface of Bie slip central spindle B having fixed on    ’    ^

opened so as to relieve the pressure. The unused slip then runs back into the tank by g tion between the mould and cepted, and a metal cover is screwed tightly down on the top of the mould. Compressed air is then admitted to the interior, and expels the water from the clay adhering to the side, the length of time during which it is allowed to act depending upon the size and thickness of the piece. The casting process is now complete. The application of compressed air to the manufacture of hollow pieces, which are pressed in the plastic state on the outside or inside of a mould, is the same as in the case just described, while, with a slight modification, the same process is applied to the compression of flat pieces. Messrs. Mintons also exhibit an apparatus for removing the powdered flint from china biscuit ware in order to prevent injury to the health of the operators. The work is carried on under a hood communicating with an exhaust fan, by means of which the dust is drawn off from the brushes, and discharged through a duct to the outside of the room.

ravitation. The communica-the clay tank is now inter-

SELF-FASTENING COAL PLATE.

The self-fastening coal plate illustrated by the accompanying engraving is exhibited at the Inventions Exhibition by Mr. W. Halford. It is simple, and it cannot be lifted from the outside, and being of good form, prevents the accidents which sometimes occur through coal plates tipped or mischievously lifted from without. It is said to be the only coal plate which is

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securely self-fastened when placed in position after the delivery of coal ; with plates that can only be fastened from the inside of the cellar, it is almost invariably neglected, as it can only be done with great difficulty when a small quantity of coal is in the cellar, and cannot be done at all when the cellar is full or nearly so.

in which this is effected being tion, is then connected to the tank by an india-rubber pipe

on being

admitted above the surface    of the    slip forces it

central spindle B having fixed    on it the adjusting cam C    through the pipe into the    bottom    of the mould    ,    ....     v,______„ .........................

already referred to. The shaft A and spindle B carries a    until it reaches the top, the flow being    under the perfect    10    a.m.    to    10 p.m.,    Museum,    8237;    mercantile    marine,    Indian

flv-wheel W which is made    in two pieces, one portion    control of the operator, who    merely    manipulates the    section,    and other    collections,    2959.    On Wednesday, Thursday,

South Kensington Museum.—Visitors during the week ending June 6th, 1885:—On Monday, Tuesday, and Saturday, free, from

flv-wheel W which is made in two pieces, one portion control of the operator, who merely manipulates the section, ana otner collections, 1J959. On Wednesday, Thursday, beintr connected to A and the other to B, while they are opening of a small cock. When the deposit of clay against and Fn^y, admission 6d., from 10 a.m. to 6 p.m., Museum, 1692;

Cji-

THE INSTITUTION OF CIVIL ENGINEERS.

THE FORMS OF SHIPS.

The last of the series of lectures during the session of 1884-85, on “ The Theory and Practice of Hydromechanics,” was delivered on Thursday evening, the 7th of May, by Sir Edward Reed, K.C.B., M.P., on “ The Forms of Ships.” The President, Sir Frederick Bramwell, F.R.S., occupied the chair.

In the course of his address the lecturer briefly explained the great development which the science of fluid resistance had undergone of late years, largely owing to the labours of Stokes, Rankine and others, but more largely still to those admirable investigations which had been carried out under the patronage of the Admiralty by the late Dr. William Froude, and subsequently by his son, Mr. R. E. Froude. He likewise explained the very great effect which those investigations had produced in the Royal Navy, owing to the judicious and prompt adoption of Froude’sresults by the Admiralty Constructors. Stress was laid, throughout the lecture, upon the importance of adjusting the form and proportions of ships, not only to the loads which they have to carry, but likewise to the weight of the materials entering into their structure. It was a common error to judge of the merits of steamships by the relations which exist between their displacement, steam power, and speed, as expressed by formulae of various kinds. Approximations to the theoretical form of least resistance were sought by some naval designers, and all considerable departures from that form were regarded as objectionable. The lecturer, on the contrary, pointed out that no such theoretical form was any true or proper guide for a naval designer, since every change in the average weight of the hull necessitated a corresponding change in the form and proportions of the ship, and the great merit of a designer often was that he adopted forms differing widely from the abstract forms of the schools, and presenting a very inferior appearance when put into what are known as “ Constants of Performance.” This was illustrated by examples derived partly from actual ships and partly from calculations made for the purpose. Two actual warships were compared, one attaining the high figure of 213 marks when examined by the received formula:, and the other gaining but 172 marks; yet in the lecturer’s view the latter was far and away the better ship, because she performed precisely the same service ns the other, being inferor in no respect, and yet had cost less than the other by £114,000, and expended no more steam power in attaining an equal speed. The lecturer remarked that he should probably have regarded the abstract “form of least resistance” with more respect but for the circumstanco that the designing of armoured vessels in which he was much engaged is “a branch of naval construction of much too concrete and ponderous a character to admit of any dalliance with abstract or fancy forms.” He went on to express his regret that, owing largely to the restriction which granito docks imposed upon naval constructors and to the absence of iron floating docks capable of receiving ships of any form, and owing to other causes likewise, the construction of armoured ships —by which he meant ships which had a sufficient volume protected above the water to keep them afloat and upright while the armour remained intact—had been abandoned, and the first place upon the sea had been offered to any nation which had the courage and the will to assume it. In his opinion this was a purely voluntary abandonment, and was not the result of any scientific or economic necessity. He admitted that great changes in forms and proportions were very desirable in our great line-of-battle ships; for example, a great increase of breadth was necessary in order to economise the side armour, and to keep the ram and torpedo at ample distance from the boilers and magazines, which should be protected by an inner citadel, so to speak, well removed from the outer one. But so far was true science from presenting obstacles to these and other important changes, it actually invited these very changes, and increase of beam in particular had been show by Froude to facilitate the attainment of practical invulnerability combined with very high speed. Size and cost were among the bugbears of our naval administration; by the true engineer they were always regarded as secondary to great and noble objects, among which objects he included the naval pre-eminence of our country. At any rate, there was no engineering obstacle whatever to England constructing and sending to sea, not merely those great and swift but delicate and fragile Atlantic hotels in which the British Navy is now to embark and fight, for the want of something better, but also war-ships, real war-ships, almost as invulnerable as these islands themselves, and capable of bearing the once-proud flag of England boldly into the waters of any enemy whatever.

On the motion of the President, a cordial vote of thanks was passed to Sir Edward Reed for his interesting lecture.

and instructive

ON THE THEORY OF THE INDICATOR AND THE ERRORS IN INDICATOR DIAGRAMS.

At the ordinary meeting on Tuesday, the 19th of May, Sir Frederick Bramwell, F.R.S., president, in the chair, the paper read was “ On the Theory of the Indicator and the Errors in Indicator Diagrams,” by Professor Osborne Reynolds, M.A., LL.D., F.R.S., M. Inst. C.E.

The object of this paper was to define the causes and extent of the disturbances in indicator diagrams. The theory, as given, had been taught for soveral years in Owens College; but the publication had been deferred to enable an extensive series of experiments to be made. These experiments had now been carried out by Mr. A. W. Brightmore, Stud. Inst. C.E., late Berkeley Fellow in Owens College. In the first place it was shown that there were five principal causes of disturbance, namely, the inertia of the piston of the indicator and its attached weights ; the friction of the pencil on the paper, and its attached mechanism; varying action of the spring; inertia of the drum; friction of the drum.

The effect of the inertia of the pencil and its attached mechanism presented a mathematical problem, by the solution of which it was shown that there were two disturbances from this cause; one, a general enlargement of the mean indicated pressure, depending on the weight of the moving parts of the indicator, the stiffness of the spring and the square of the speed. The other disturbance was a vibration of the pencil. Every indicator piston vibrated when disturbed, so that the period of vibration depended on the stiffness of the spring.

The error which these oscillations caused in the area of the diagram depended on their magnitude, and, to a greater extent, on the smallness of the number in a revolution. But the evil of these oscillations was not so much an effect on the area as in the disfigurement and the confusion they produced in the diagram. So long as there were thirty of these oscillations in a cycle, the necessary fluid friction of the indicator piston would so far reduce them as to render a fair diagram possible, but when the number was as low as ten it was all the pencil could do to prevent them upsetting the diagram.

The friction arising from the pressure of the pencil always acted to oppose the motion of the pencil, and therefore rendered it too large during expansion and exhaust, and too small during compression and admission, and thus the general effect was to increase the size of the diagram. This friction consisted of that of the pencil on the paper, and that of the mechanism, caused by sustaining the pressure of the pencil. The effect of the friction of the pencil was greatly reduced by the motion of the paper. The magnitude of these effects taken together on the area of the diagram depended on the construction of the instrument and on pencil pressure. From numerous experiments it would appear possible to make a difference of as much as 5 per cent, in a locomotive in mid gear by pencil friction.

The conclusions, as regarded the motion of the pencil, were that the general effect of inertia and friction were both to increase the size of the diagram; that so long as the speeds were such that the number of vibrations of the pencil during a revolution of the engine was not greater than fifteen, the effect of inertia was less than

1 per cent., but that if the number was greater than thirty, oscillations would show themselves unless the pencil friction was increased. They might, by this, be kept down till the number of vibrations was equal to fifteen, but not farther, and then the necessary friction would affect the area of the diagram about 5 per cent. For the diagrams to be sensibly accurate, and free from oscillation, the speeds must not be greater than would make the number of vibrations equal to thirty. These speeds were given in the paper for Richards’ indicators.

The effect of the inertia of the drum with an elastic oord was shown to be a nearly uniform elongation of the diagram. The result of the varying stiffness of the drum spring was a nearly uniform contraction. With Richards’ indicator these two latter disturbances neutralised each other at a speed of 150 revolutions per minute. At other speeds the effects were apparent in the length of the diagram; but except when the expansion was great and the connecting rod short, they did not affect the indicated pressure. The friction of the drum with an elastic cord caused the cord to be longer during the forward stroke than during the backward stroke, so that the diagram was distorted and shortened, the drum being uniformly behind its proper position during the forward stroke, and before its position during the backward stroke. This distortion diminished the area of the diagram according to the rate of expansion and the length and elasticity of the cord used. This was definitely expressed by a formula. This disturbance, the influence of which was very great in cases of high expansion, large engines, and ordinary cords, appeared to have been unnoticed. The circumstances on which it depended were the elasticity of the cord and the friction of the drum, and the question was how far these existed in the ordinary indicators. It might be said that the diagrams which led to the discovery of this effect were taken with an indicator which had been in constant use for several years. It was in apparently perfect condition, and the diagrams did not differ essentially from those which had been previously taken. The cord was one which had been supplied by the maker. The manner of the discovery was described: For years the author had pursued in the class the method of testing the vibrations of the indicator pencil by projecting them on to the crank circle, and he had noticed that the first oscillation fell short, and shorter in the back diag than in the front. The cause of this was not obvious, and it was partly with a view to determine this cause that Mr. Brightmore’s investigation was commenced. A slight error in the reducing rod, which had a fixed centre and a slot in which a stud in the slide-block worked, was altered. This, however, did not get rid of the effect. A new cord was substituted for the old one, and the effect was found to be much enhanced, the new cord being more elastic than the old one. This reduced it to the stretching of the cord, but it was only after carefully working out the effect of the inertia of the drum, and it was seen this was to lengthen the first oscillation at the back end that the friction was examined. The indicator was taken to pieces, cleaned and oiled; then the effect was much reduced. Several new wires and cords were used, and eventually steel wire was adopted as the best. The test supplied by the oscillations could only be applied to diagrams taken at high speeds, and the test furnished by the influence upon area was vague. What was wanted was an independent means of determining the simultaneous positions of the drum and the engine piston. As the best method of meeting this, it was decided to arrange an electric circuit through the pencil to the drum, with sufficient electromotive force to prick the paper, making the engine piston close this circuit at eleven definite equidistant points in the motion backwards and forwards. This was successfully carried out, and the stretching of the cord during the backward and forward strokes was definitely ascertained. Taking the smallest results obtained with a cord, it appeared from these experiments that the least difference of stretching was to make this difference in inches 5 per cent, of the length of the cord in feet. Examples of this effect in diminishing the mean indicated pressure were given. Thus, in a locomotive cutting off at one-quarter, it was 8 per cent.; in a condensing engine having 3'5ft. stroke, cutting off at one-tenth, 20 per cent.; and the samo compounded, 10 per cent.

Theso would seem to be tho smallest results that could have occurred in ordinary practice. The conclusion, however, that hitherto the normal indicated power from engines had been from 10 to 20 per cent, too small must wait for verification. Yet there were not wanting independent evidences of such an effect. In diagrams taken from engines at high speeds the admission line would not but for this effect be vertical. It would show a certain amount of detail, and the first oscillation would not have a sharp top. Moreover it was commonly found that the expansion line, allowing for clearance, was above the true expansion line for the steam. This apparent rise in the curve of expansion was exactly what would result if the apparent cut-off was too early, and this was the result of the effect that had been considered. The author had tried several diagrams, and found that after correction the expansion line came out very close to the true curve.

In making these comparisons the explanation of another feature of diagrams became apparent. When the two diagrams were traced on the same card, there was sometimes a want of symmetry about them, and in this case the cut-off was shorter on the back than on the front diagram. This the author attributed to the friction of the drum when the cord for the back diagram was longer than that for the front. When this was the case the relative lengths of the cord were about 1 to l'S. These observations were illustrated in a diagram from “ Richards’ Indicator.” To test this diagram a tracing was taken, and reversed so that the front diagram was superimposed on the back. It was observed that the diagrams were of different lengths, and the difference was about the same as the difference in cut-off; that notwithstanding the apparent cut-off in the back diagram was to that in the front in the ratio of 2 to 3, the expansion line of the back diagram was the same shape as that in the front; and that if the diagrams were restored, supposing the lengths of the cords used to have been 5ft. and 9ft., the diagrams became exactly similar, and, allowing 2 per cent, clearance, the expansion line came to be the true expansion line for that cut-off. The mean pressure was 14 per cent, larger than from the original diagram.

Such instances as these seemed to sufficiently establish a case against the blind faith which appeared to be at present placed in the accuracy of the indicator diagrams. But in conclusion, the author stated that he should be very disappointed if anything in this investigation should have the effect of diminishing reliance on the indicator itself. He would have the instrument treated fairly, and instead of being the object of unthinking worship he would have it the object of careful study and experimental investigation, so that the limits of its wonderful perfection might be known exactly, and that reliance placed on it which sprang from knowledge.

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3.    If asked to advise upon the projected drainage of a town, what would bo the chief points to which you would in the first place direct your attention? Explain what would be the conditions which would limit your choice of outfall.

4.    What is the best method of sewage removal for rural districts? Give your reasons for your preference.

5.    Where a cesspool for the reception of filth—solid or liquid— is unavoidable, what precautions should be taken in respect; of—■ (a) Its position? (b) Its ventilation? (c) Its connection with house drains? (d) Its general construction?

G. How much sewage would pass in twenty-four hours through a sewer of 8in. diameter, running full, laid at an inclination which would give a velocity of 3ft. per second; and what population would this sewer suffice for in a town with a public water supply, where the rain and surface water, other than that from the roofs and paved yards of houses, is carried off by a separate system? Give your calculation in full.

7.    If you are called, upon to report whether the connections of the drains of a house with the sewer have been properly made, in a town which has adopted the model bye-laws of the Local Government Board, to what points would you more particularly direct your attention? Illustrate your answer by sketches.

8.    Having to advise as to supplying a town with water, how would you proceed to examine the surrounding district, and what data would you collect for the purpose ?

9.    What quantity of water would a steam engine of 12 horse power effective raise 50ft. high in twelve hours ? What would it cost per annum to work such an engine under the above conditions, coals being 13s. 4d. a ton, working six days of twelve hours each, a week ?

10.    What steps would you take to detect and remedy any wasto of water in your district ?

11.    What provision would you suggest for stopping the damp from penetrating through the basement walls and floors of a house which is to be built on a danq) soil, and with its floors 4ft. below the surface of the ground? Illustrate your answer by a section.

12.    What are the points to be considered in providing efficient ventilation ? Give examples, with details as to size and arrangement—(a) For sleeping rooms ? (b) For living rooms ? (c) For workshops ?

13.    Make a sketch of, and describe in detail the materials, construction, and drainage of, a road to be made in a district wl the ground is of soft, deep clay.

Examination of Inspectors of Nuisances.

1.    What are the provisions of the Public Health Act with regard to the exposure of infected persons and things ?

2.    Mention the rules irj the model bye-laws with reference to common lodging-houses. What should guide the inspector of nuisances in his examination of irremises under the Public Health Act?

3.    Define over-crowding, and explain how you ascertain if rooms are overcrowded. In the accompanying sketch,

which is

10ft.

5ft.

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showing the plan of a room 12ft. high, what is the cubic space, and how many people would you allow to sleep in it ?

4.    If an offensive smell is complained of at a scullery sink, how would investigate the matter, and what remedies would you suggest ? Give two or three examples.

5.    In what circumstances is it necessary to have butts or cisterns for the storage of drinking water, of what material are they usually made, and in what ways may the waters in them become contaminated ?

6.    State what constitute nuisances in respect of—(a) Smoke? (b) Smells? (c) Noise?

7.    How would you deal witli a nuisance arising from an accumulation of—(a) Refuse from a dwelling house ? (b) Trade refuse ?

8.    How would you proceed to disinfect a house in which a caso of typhus fever or small-pox had occurred ?

you

20ft.

15ft.

SANITARY INSTITUTE OF GREAT BRITAIN.

At an examination held June 4th and 5th by the Sanitary Institute of Great Britain, twenty-five candidates presented themselves, nine as local surveyors, and sixteen as inspectors. The following questions were set to be answered in writing on the 4th, and the candidates were examined viva voce on the 5th. The Institute’s certificate of competency to discharge the duties of local surveyors was awarded to W. Fraser, J. A. Angell, and J. Houghton, and to discharge the duties of inspectors of nuisances to James Bateman, Edwin Sortwell, G. Wilson, James Skinner, J. H. Beel, Thomas Lowther, W. S. Hart, T. D. Gratey, James Bastiman, J. T. Hawkins, J. Tait, Ralph Thompson, J. Pearson, and Colin G. Mitchell:—

Examination of Local Surveyors.

1.    State the principal p:

1875. Is it applicable to th by subsequent legislation, and, if so, how?

2.    What power does a sanitary authority possess with regard to making bye-laws ?

provisions of the Public Health Act of e whole country? Has it been modified

20ft.

Engineering Society, King’s College, London. — At a general meeting held on Thursday, May 28th, Mr. C. IT. Word-ingham, Stud. Inst. C.E., read a paper on “Lighthouse Construction,” in which he dealt chiefly with the construction of lighthouses some distance from the shore, which are therefore exposed to the full force of the waves. The author commenced by pointing out the necessity of measuring the force of the waves with a marine dynamometer in different directions and at different heights, as being the only means of getting the necessary data for determining the shape of the tower. Proceeding to the designing of towers, he referred to the desirability of trusting rather to weight of material than to framing to prevent their overturning, and also to the necessity of getting the centre of gravity of the whole mass as low as possible. The author then, with the aid of several diagrams, discussed the forms best suited to different positions, and illustrated the various methods of uniting the stones. Mr. R. B. Anderson read a paper on “ Water Analysis,” describing a simple analysis which would be sufficient to show whether the water was good enough for domestic and manufacturing purposes. The author first described the methods of testing the sample for the poisonous metals; and then showed experimentally the way of measuring the hardness of the water, describing the ways of making standard soap solutions, and the other reagents necessary. Special attention was paid to the detention of organic impurities, and the preparations of the reagents required fully described. The extreme delicacy of Neisler’s test for ammonia being experimentally shown. Referring to the estimation of the solid residue left on evaporation, the author pointed out the convenience of evaporating 70 cubic centimetres of the sample, as in that case every milligramme of residue represented a grain in a gallon, the proportion in which it is generally stated.

The School oe Electric Engineering.—The applications of electricity having developed so important a new industry, there are so many young men desirous of instruction in electrical engineering in its several branches, that the School of Electrical Engineering and Submarine Telegraphy has grown in popularity almost as a matter of course. This, however, would not have been the case if the school had not been established and well known through its training of so many cable electricians, and for the completeness of its plant of electrical appliances, as the practical means of imparting theoretical knowledge by the aid of the actual apparatus and machines. Since the application of electricity to lighting purposes, dynamo machines, lamps, and other apparatus of numerous kinds have been added, and the school extended, and made complete with everything necessary to the teaching of electrical subjects in theory and practice. Sir W. Thomson recently visited it, and says concerning it, that—“ It is now well equipped with apparatus and appliances for the teaching of electric measurement, photometry, the management of dynamos, the practice of electric lighting, and other commercial applications of electricity. With these valuable adjuncts for illustration and practical exercise, the fundamental scientific principles are methodically taught in a series of systematic daily lectures and examinations under the superintendence of Mr. TiddyandMr.W. Lant Carpenter, and their able assistants, in a manner which seems to me exceedingly well adapted to benefit their pupils.” One of the chief points in the system of teaching is the practical instruction by the aid of instruments and machines, and the elucidation by these means, of questions raised in the afternoon lectures. Each morning questions are given on the subject of the preceding day’s lectures, and the progress of the student is thus ascertained, and each student is assisted on questions not sufficiently understood. This is aided by the instrumental explanations and instructions previously referred to, and the afternoon lectures follow.

NOTES AND MEMORANDA.

TO CORRESPONDENTS.

«rsthrt1000£t“f”*f°'-TrycaIibre,‘t

LAUNCHES AND TRIAL TRIPS.

6829. Siftino Semi-liquid Materials, J. F. Stewart

RAILWAY MATTERS.

MISCELLANEA.

The Austro-Hungarian State Railway Company is about to issue a loan of 94,000,OOOf. for the construction of new lines and other works.

The Calcutta correspondent of the Times says the Quetta Railway continues to make steady progress, in spite of the fact that cholera has been raging among the labourers.

The east coast railway from Newcastle to Edinburgh has had to be diverted about two and a-half miles to the north of Berwick, owing to the encroachments of the sea, and at a cost, exclusive of purchase land, of nearly £14,000.

On Wednesday the Unopposed Bill Committee of the House of Commons passed the Bill which authorises the abandonment of the Metropolitan Outer Circle Railway, which was a line sanctioned in 1882 for the purpose of connecting all the railways around London with one another, and, by running powers over the Great Eastern, and London, Tilbury, and Southend Railways, with the docks on the Thames.

The specific heat of uranium has been re-measured, and is now given at 0⁻028 at a temperature of 98'85 deg.

The rainfall at Greenwich in 1884 was 18in., being, the Astro-Royal reports, about 7in. below the average of the last forty

Lords-Justices Cotton, Lindley, and Fry, sitting as a Court of Appeal, had before them on Wednesday an appeal by the Metropolitan Railway Company from an interlocutory injunction granted by Mr. Justice Pearson, at the instance of ’the District Railway Company, restraining them from refusing to accept tickets issued oyer the joint line between Aldgate and the Mansion House. The dispute arose in consequence of an arrangement for the conveyance of visitors to the Inventions Exhibition; and Mr. Justice Pearson, in granting the injunction until the trial, expressly stated that he did so on the ground of the balance of convenience. The Lords-Justices now refused to interfere with the decision of Mr, Justice Pearson, and dismissed the appeal.

nomer years.

The six healthiest places in England and Wales, last week, were Brighton, Norwich, Wolverhampton, Halifax, Portsmouth, and Plymouth.

In freshly-fallen hailstones in the department of the Loire, M. Boussingault has observed a temperature of - 10'3deg., while that of the surrounding air was 26 deg. Other observers have noted temperatures of -9 deg., -4 deg., and -2 deg.

The deaths registered during the week ending June 6th, in twenty-eight great towns of England and Wales, corresponded to an annual rate of 20⁻5 per 1000 of their aggregate population, which is estimated at 8,906,446 persons in the middle of this year.

The errors of the Westminster clock during 1884 were under

1    sec. on 50 per cent, of the days of observation, between 1 sec. and

2    sec. on 29 per cent., between 2 sec. and 3 sec. on 10 per cent., between 3 sec. and 4 sec. on 7 per cent., and over 4 sec. on 4 per cent.

The Mudgee, New South Wales, Railways do not seem to give universal satisfaction. A correspondent of the Sydney Mail says: —“ The people of Mudgee are in need of some sympathy. After much opposition they got a railway. Having got it, they complain that, in some respects—as, for instance, in their communications by post with Sydney—they are worse off than before. The difficulty arises from the unwillingness of the railway authorities to run passenger trains by night. The line passes through a country, the stratification of which is a cause of danger after rain. Already the traffic has been blocked by one heavy landslip, and it appears to be beyond calculation when, after much rain has fallen, other landslips may occur. Hence the wisdom of working the line cautiously. But then comes the question : Is the line always to be worked in this * one-horse way ?”

A GENERAL classification of the accidents on American lines in April may be made as follows :—

Defects of road ......

Defects of equipment ..    ..

Negligence in operations .. Unforeseen obstructions .. Maliciously caused Unexplained........

Total........

Collisions. Derailments. Other. Total.

15

2 .. 12

29

2 .. 8

16

4 .. 81

.    52    .

Negligence in operating is charged with 30 per cent, of all the accidents; defects of road with 181, and defects of equipment with 15 per cent. Of the derailments a very large proportion is as usual unexplained.

The record of American train accidents in April, published by the Railroad Gazette, contains notes of 25 collisions, 52 derailments, and 4 other accidents; a total of 81 accidents, in which 14 persons were killed and 75 injured. Seven collisions and 5 derailments caused the death of one or more persons; two collisions, 13 derailments and 2 other accidents caused injury to persons, but not death. In all 12 accidents caused death and 17 injury, leaving 52, or 64 per cent, of the whole number, in which no one was injured sufficiently for record. The 25 collisions killed 8 and injured 15 persons; the 52 derailments killed 6 and injured 58, while in the 4 other accidents 2 persons were hurt. Of the persons killed, 12, and of those injured 34, were railroad servants, who thus formed 86 per cent, of the killed, 45 per cent, of the injured, and 52 per cent, of the whole number of casualties. The others were passengers or other persons riding on the cars. As compared with April, 1884, there was a decrease of 7 accidents, of 5 killed, and of

injured

“ The oldest locomotive in the States,” or “An old locomotive,” is continually being found in America. A Pittsburgh paper has just found another, and says:—“Running on the little branch road from the Pennsylvania at Edgewood station up to the mines of the Hampton Coal Co., above Wilkinsburg, is probably the oldest engine now in use in the country. Up to within three or four years Old Hannah, as she is called, was in active use on the main line of the road. For over a quarter of a century the old engine passed and repassed, hundreds of times, to and fro between Pittsburgh and Philadelphia. Old Hannah was built at the Baldwin Locomotive Works, in 1851, and was the first of its kind ever built in this country. The number on her front is No. 1. In her day, before the great improvements on locomotives were brought out, she was considered a wonderful engine; and she was, too. Strong, well built, and with powers of great speed, Old Hannah had matters pretty much her own way on the road. As she was the oldest, the other locomotives kind of laid back out of the way when she came dashing along. They showed her great respect. But it was during the stirring times of the war that Old Hannah made for herself her great reputation. Tom Lacock, the engineer now in charge of the old veteran, is well acquainted with her history. ‘ During the war,’ he said yesterday, ‘ Old Hannah tugged more soldiers through to Philadelphia than any two engines on the road. She was running specially on this line of duty. I knew her engineer, and I think he was prouder of his engine than any man 1 ever knew. For twenty-nine years he held the lever on Old Hannah, and she never got ugly, or refused to do her work. She was a model in her behaviour. I never heard of her wrecking a train or smashing up anything.’ ”

In an interesting article on “ Railways to the East, ’ the St. James's Gazette says :—“It is strange that while so much attention is being given to the question of the Suez Canal—and it is rightly held that our trade route not only with India but also with Australia will be permanently endangered unless we can maintain some control over it—so little notice should be taken of the gradual development of the railroad system which in the near future will connect Europe with the East. Yet these railways may have as great an effect upon English trade as the Suez Canal itself. In modern times the trade with the East, including Turkey in Europe as well as in Asia, has been carried on so exclusively by sea, that we are apt to forget that, up to the period of the conquest of Asia Minor, Egypt, and Constantinople by the Ottoman Turks, the whole of the Asiatic trade went by land. This commerce was checked by the ruinous proceedings of the Turks ; and then came the discovery of the route round the Cape of Good Hope. Thenceforward, until the establishment of the so-called overland route down the Red Sea, and the construction of the Suez Canal, the trade with India, China, and Persia was carried on almost exclusively round the Cape. Hence the decay of 1 emce and Genoa and the increased commercial importance of Portugal, Holland, and England, which has lasted in the case of our own country until the present day. The result, however, has been to shut Central Europe out almost entirely from any participation in this extensive and profitable commerce; an exclusion which, as can be judged by many symptoms, will be acquiesced in, by Germany at least, no longer than can be avoided. Certainly there is no lack of evidence to show that the Germans are watching, with that cool, persistent grasp of facts which lias of late years been characteristic of their statesmanship, the probable return ot the Eastern trade in great part to the old channels.

over

NOTES AND MEMORANDA.

The Albert Palace, Battersea Park, was opened on Saturday, and a large number of people was present.

A meeting of the Refuge Harbour Society of the United Kingdom took place at 17, Parliament-street, on the 9 th inst. An urgent appeal was made for funds.

Preliminary arrangements for the British Association meeting at Birmingham next year are being made. It is thought that the meeting will be under the presidency of Principal Dawson, of Montreal.

At a recent meeting of the Paris Academy of Sciences a paper was read “On a Method of Determining and Recording the Charge of Electric Accumulators,” by MM. A. Crova and P. Garbe. The authors claim to have discovered a means of determining and automatically recording the exact amount of energy stored in accumulators, and so regulating the discharge as to be able to ascertain the quantity still held in reserve at any given moment. The apparatus used were of the Plants type as modified by Faure.

A northern contemporary says a good deal of interest is felt in some experiments now being made to secure the lead in lead fumes without the cost of the usual plan. At present the fumes are caused to travel through flues and chimneys, sometimes miles in length, but it is proposed by Mr. Walker, of Walker, Parker,

In London, last week, 2409 births and 1521 deaths were registered, and Co.—as a result of researches made by Dr. Oliver Lodge— The annual death-rate per 1000 from all causes, which had been to effect the object by electricity, and the needful works are 19'9 and 19'6 in the two    preceding weeks, further declined last    being carried out near    Chester, where there is one of the esta-

week to 19’4. During the    first nine weeks of the current    quarter    blishments of this firm

the death-rate averaged 20'5 per 1000, against 2D6 the mean rate The Trade and Industrial News, the oldest established paper in the corresponding periods of the mne years 1876-84. In    Greater    connected with indust    in Kussia lias    taken a    new departure.

KnLl    Till very recently it was published in    Moscow    in the Russian

to annual rates of 30 9 and 18 8 per 1000 of the population.    language once a month only, but it has been found that the

According to a paper on the “Solubility of Glass,” by E. demand for current information was not met by issues so distantly Bohlig, and referred to in the “Journal” of the Chemical separated as a whole month, and now the proprietors have com-Society, experiments with numerous flasks showed that 100 c.c. menced a weekly edition to supplement the monthly. The weekly of distilled water at the boiling temperature will in every two numbers will deal with current topics of the day, while the seconds extract as much alkaline silicate as will neutralise 0 lc.c. monthly numbers will more especially be devoted to explanations of a solution containing 0'1 gramme of oxalic acid per litre; with ₀f engineering enterprises and publication of details, with plans of some old flasks and beakers no appreciable quantity was dissolved new machinery and inventions

in the short time required for an ordinary quantitative analysis. _ That it is useful to be a member of a iocal board some of the Following on the lines laid down by Mr. H. B. Dixon in his members seem to think, for in a pamphlet by the late engineer for experiments on the combustion of carbonic oxide in dry and in moist tbe Hendon Local Board it is stated that the contractor for some oxygen, Mr. H. Brcreton Baker has recently described some very drainage work had influence on the Board, by which he was interesting results regarding the combustion of phosphorus enabled to get a member to say on his behalf that more was due to and carbon in oxygen. When the elements in question were him than was certified for, while another took an engineer heated in oxygen which had been kept in contact with phosphorus assistant from his work to make him a plan of his house and pentoxide for some weeks, combustion occurred only to a very garden, and required the Board’s foreman and workmen to execute limited extent. Nature says, the presence of a small quantity of some alterations in his drains. From the pamphlet it appears that water vapour seems to be needed in order to start the combustion, the engineer, whose name is Pollard, objected to these and many The number of vessels passing through the Suez Canal in 1884 other things of the kind. He is not the engineer to the Board now. was 3284, a decrease of twenty-three as compared with 1883, but    The    reports of the    Aeronautical Society of Great Britain    for the

their tonnage, which was 5,871,500 tons, shows an increase of    years 1883 and 1884    have just been issued    together in a small

95,639 tons, owing to the increase in the size of the vessels using volume, which is mainly occupied by papers read before the Society, this waterway. The transit receipts were 62,378,115f., a decrease Amongst these is one on the mechanics of flight and their applica-of 3,469,697f., which is caused by the reduction of 50c. in the tion to flying machines, by Mr. II. Middleton; artificial flight navigation dues which came into force in January, 1884, and the attainable, by Mr. Hollands ; the possibility of man-flight, by Mr. abolition of the pilotage tax on July 1st of that year. The Barry; on the methods of soaring birds, and the bearing of the tonnage of Great Britain formed 76 per cent, of the total, and facta connected with them, by Mr. J. Lancaster, of Chicago, that of France was about 9₃ per cent.    Amongst the shorter papers are : A visit to the Aeronautical Exhi-

A correspondent sends a letter to Ausland relating to the bition at Paris, by Mr. Frost; a memoir of Mr. John Stringfellow, present condition of the artesian wells in Sahara. These wells by Mr. Brearey; a light and economical motor for propulsion in have been in operation from a remote period, and in Algerian air, by Captain Griffiths; and conjoint gas and mechanical action Sahara additional wells have been opened by the French. Between as applied to flight, by Mr. Brearey.

Biskra and Tuggart the 434 old wells yielded in 1879 64,000 litres A SEBIOua gas explosion occurred on board the Inflexible on of water per minute; the sixty-eight French ones, 113,000 litres Monda mornf at Portsmouth, by which a number of men were Thenumber ofpaims had increased from 359,(X)0 to 517,000; that injure(/ Tbe bfeunkers contain ^en full i₃₀₀ tons of coal, and

Aevo 4erio «U07 trfS,n    k ’Tqqi° ^°>°°? 5 the P°P^latl5>n> fr°m the work of filling them was being carried on by two watches of

6672 to 12,827. In December, 1881, the yield of water from the stokers from the Asia, reserve ship, about sixty in number, on wells had risen to 209,000 litres per minute. But this success is Thursday and Friday last. The coil used in her Majesty’s ships confined to a narrow zone within which water can be reached within ig knowrf in the trade as Tylor’s Merthyr. It is not of a gaseous a depth of 100 metres; and even here the borings that have been characte but on Saturday the men ceased work at two o’clock, made since 1881 indicate a diminution in the yield of water and from that time until eight o’clock Monday morning the work making it appear as if the limit of production of the underground of coaling the shi was sus⁶pended, and it is evident that in the reservoirs had almost been reached. Many of the 1 reach borings, interval * k a£ount of ”oal ga’ must have accumulated in the too are getting stopped up by sand, and are of too small calibre to bunkers. It bremains to be explained, however, how it happened be cleaned out and restored like the wider Arabic ones.    thftt the ventilating tubes did not keep the bunkers free of gas.

Some time ago Mr. Bay ley showed that when drops of various    <■    4., n    - ,,

solutions are allowed to Ml on to filter paper, the salt which was    T    ,Thi    attention of    the General Purposes    Committee    of the

in solution in many cases remains in the centre, and a water ring *flinS*on Vestry having been directed to the alterations made by extends around it. Mr. J. U. Lloyd has extended these observa *he H°u!° of Lord? in Water Companies (Regulation of tions and a notice of them has been given in the Chemical Nexes. Bower®> Bl11’ rece“fcly Produced into the House of Commons, He has observed the distances to which various substances in tbey h?ve prepared a report strongly objecting to the changes aqueous solutions extend on pieces of blotting paper, dipped into effected as being made almost entirely in the interests of the w-ater the solutions, before they are left behind by the Jater! Great companies and against those of the consumers and they have differences were noticed in the length to which different salts thus ab:e?dy caused a Petltl°n to be Rented to Parliament praying travelled. Mixtures of salts were also examined; in some cases that the measure may be restored to its original principles The one salt passes on, leaving the other completely behind. Thus a ^ater Consumers Defence League condemn Lord Camperdown s solution of quinine and berberine sulphates was separated by the Bllj as confirming the power of the companies to cut off the water, method described; the former salt passed on through the paper and as, ‘ nvetln£ %fr^h the, chain whlch blnds the consumer to after the progress of the latter had quite ceased. DilSte sulphuric -*be arbltrary will of the water companies A public meeting of acid behaved similarly; pure water alone passed onwards. In the ratepayers of Islington was held on Monday evening, when cise of simple salts dissolved in water, the rule appears to be that J* was resolved to petition Parliament in favour 01 Mr. Torrens Bill the more dilute the solution the quicker is the separation into salt to declare and exPlam the 68th sectlon of the Waterworks Act, 1847. and water.    To English people it seems curious that roller skating should

In a paper communicated by Professor Mendeleeff to the last continue to be a very favourite amusement. That this is so, how-issue of the “Journal” of the Russian Chemical Society, being a ever> an<1 that an interesting feature of the craze is a remarkable reply to M. Avenarius, the professor makes a very interesting com- development of the roller skate industry, is evident from a note in parison between his own formula of dilatation of liquids and the the New York Times“ There are probably 400 firms and indi-logarithmic formula of Waterston, supported, Nature says, in viduals at present engaged in the manufacture of these skates. Russia by his opponent, M. Avenarius. He shows by analysis why The monthly product cannot be far from 300,000 pairs. The profits both formulas express with sufficient approximation the expansion manufacturers and retailers are enormous. Most of the best of ether within the limits of 0 deg. and 104 deg., the.observations skates turned out cost only 55c. a pair. They are sold to the hard-beyond that limit having to be left aside until we have a more Yare men by the Sross.at idol. 35c. per pair, and are retailed at accurate knowledge of the laws of expansion of this substance at ^ dols. Complete machinery is the cause of the reduction in the higher temperatures and under higher pressures. He demonstrates, first cost. The aim of inventors and manufacturers now is to pro-moreover, that the logarithmic formula is as inapplicable to water duce a skate, for fancy skating, that will turn in the smallest as his own; and, developing both formulas into series, he shows possible space. One of the best skates first brought out made a why his own simpler formula ought to be considered as a first complete circle in a radius of 22in. This was followed by one that approximation to the law of dilatation of liquids until the true would turn in 18in., and a new skate just placed on the market law is discovered. Though polemic in its first part, the paper is a will make the turn in just 7in. The demand for roller skates masterly piece of scientific treatment of the controversy about so instead of declining seems rather to be increasing. On Feb. 1st it important a question.    was estimated that there were 40,000 rinks in the country. In

At a recent meeting of the Berlin Physical Society, Dr. Kayser Gdev®la'ld alone tberb are ™ore than twenty, which use constantly showed a new electro-dynamometer constructed according to the about1000 pairs ot skates.

directions of Professor Bellati. Hitherto dynamometers consisted The Sydney Evening News contains a description of a proposed of two spirals—an external one, fixed, and an internal, movable, subway from Sydney to North Shore. For some time Mr. Charles with bifilar suspension, which, being both successively traversed O’Neill, M.I.C.E., lately engineer-in-chief in Auckland, N.Z., and by the currents to be measured, produced a deflexion of the Mr. F. B. Gipps, C.E., have been at work on the scheme for con-movable spiral that was proportional to the square of the strength necting the north and south sides of the harbour by tunnelling, of the current. The technical difficulties attending the construe- The proposed works will be 6400ft. long from terminus to terminus, tion of these instruments were very great, and Professor Bellati or about 1& mile long. The tunnel will be 6000ft. long. The had, therefore, substituted for the inner spiral a bundle of annealed seheme comprises two tunnels, one for a railway 21ft. wide and iron wires hanging to a cocoon thread inside the fixed spiral. See- 20ft. high above the rail, and the other running parallel for ordinary ing the annealed iron wires possessed no residual magnetism, they horse and foot passenger traffic, 21ft. wide and 16ft. above the were at once magnetised by any current, and their deviation was crown of the roadway. The tunnels will be 20ft. apart. The total likewise proportional to the square of the strength of the current, cost of the scheme is estimated at £400,000, and the offer to be This dynamometer was highly sensitive with weak currents. An laid before the Cabinet meeting is that the Government shall intercalated telephone, the membrane of which was feebly struck, guarantee 4 per cent, interest on that amount, when the promoters gave deviations of from sixty to eighty parts of the scale—a sensi- will at once begin work. The promoters accept the whole of the tiveness which till then had been attained by no dynamometer, risk, so that should the scheme fail through any unforeseen Dr. Kayser, at the same time, showed a globular dynamometer, obstacles, of which there is no probability, the Government will after the design of Frohlich, in which the inner spiral was coiled have nothing to pay; and if it is successfully completed, the traffic up like a ball, and a Siemens torsion dynamometer for strong will more than pay the interest at a less charge than is now levied; currents in which the inner spiral was fixed, the outer movable, and, therefore, the cost to the country will be nil in either event, and the deviation read by a torsion apparatus. In the discussion Provision will be made in the charter for the tunnel to pass which followed, the speaker stated that the measurements hitherto to the Government in a certain number of years to be agreed upon, taken had proved great precision on the part of Professor Bellati’s The scheme is almost identical with that for connecting New York dynamometer.    and Brooklyn]

PARK AND PRYCES’ TRAIN PROTECTION BAR.

THE RAILWAY SIGNAL COMPANY, FAZAKEltLEY, ENGINEERS.

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A SIMPLE and practical precaution lias been devised against the risk of accidents at stations and junctions by the errors of signalmen, which we illustrate above. By this invention a signalman is prevented from lowering his signals for a second train to enter a station whilst it is already occupied by a standing train. No additional lever in the signal cabin is required, the protection bar being worked by the same lever that works the home signal in the following manner:—The bar A, Fig. 1— similar to a facing point lock bar—is fixed alongside the rail, and is worked by the rocking shaft C, Fig. 2, and sector H through the means of the pawl E carried on the lever F, which is connected to the same wire that works the home signal. When the signal lever is pulled over, the bar A is raised nearly level with the top of the rail; but on the signal lever being completely pulled over, the pawl E is disengaged, and the bar A falls back again to its normal position. When the signal lever is put back to the danger position, the pawl E, Fig. 3, re-engages with the sector H, and consequently the lever cannot again be pulled off so long as the train is standing upon the bar A. This patent protection bar is now in use on the London and North-Western, the Metropolitan, the North London, the Metropolitan District, the Lancashire and Yorkshire, and other lines, where it may be seen in operation, and at Victoria Station, Manchester. Fig. 6 shows a station platform, with home signal, signalman’s cabin, and the patent protection bar in position.

The following description of the diagrams above of station yards explains the action of the bar:—Fig. 1. A train standing at the up platform on the protection bar 2 prevents the up signals being lowered for a second train until the first train has left the station, the protection bar being actuated by the same lever that works the home signal 2, and 2 precedes 1 in the ordinary locking. A train standing at the down platform on the protection bar 5 has the same effect upon signals 5 and 6 for the down line. Fig. 2. A train standing at the down platform A on the protection bar 2 prevents the down signals 1 and 2 being lowered for a second train whilst road A is occupied. In a similar manner a train standing at the platform B prevents the down signals 3 and 4 being lowered for a second train. A train standing at the platform road A, and the tail end of it foul of crossing C, and consequently on the protection bar 4x, prevents the down signals 3 and 4 being lowered to enter road 13; and in

a similar manner a train standing at the platform road B, and the tail of it foul of crossing C, and consequently on the protection bar 2x, prevents the down signals 1 and 2 being lowered to enter road A. Fig. 3 shows a train standing on the up line at the advanced starting signal 3 on the protection bar 2, which prevents the signals 1 and 2 being lowered for a second train to run into it, in the event of the standing train being forgotten by the signalman. In a similar manner a train standing on the down line at the starting signal 7, on the protection bar 8, prevents the down signals 8 and 9 being lowered for a second train to run into it. Fig. 4 shows the protection bar actuated by either of the signals 2, 3, and 18, so that in the event of a down train standing at the starting signal 14. with the tail end of it foul of either of the crossings B C, and consequently standing on the protection bar D, prevents signals either 1, 2, 3, or 18 being lowered. In similar manner a train standing at the starting signal 17, with the tail end of it foul of crossing C, and consequently on the protection bar E, prevents signals 15 and 16 being lowered for the road marked A.

The application of the patent train protection bar is intended to prevent such accidents as the one which occurred at Stepney Junction, on the Great Eastern Railway, on the 22nd March, 1884, by which 106 persons were injured; and it may safely be inferred that this accident would have been prevented by its adoption at that station. The Railway Signal Company, of Fazakerley, Liverpool, has been appointed by the patentees sole licensees and makers.

so that the vane points to the target when the pointer is at zero, the position at right or left will indicate the angle at which the wind blows across the line. Sliding in a slot in the vane is the spindle d, around which is a spiral spring that takes behind a collar on the spindle, and on the end of the spindle is a disc g, the area of which is a convenient part of a square foot. On the large end of the vane is pivotted a pointer h, connected by a link with the end of the spindle, and a properly

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EDWARDS’ ANEMOMETER,

The engraving shows a simple and inexpensive device for determining with approximate accuracy the velocity of the wind at the moment of observation, and particularly adapted for the use of riflemen at target practice. The Scientific American gives it as recently patented by Mr. Eaton A. Edwards, of Forte Meade, Dakota. The post or standard has a folding tripod base for firmly supporting it. The vane B has a thimble l, stepped on top of the post to allow free rotation, and the thimble has a pointer r, moving in connection with a numbered dial b, for indicating the direction of the wind with reference to the target; in other words, the apparatus being set

graduated fixed quadrant k. The pressure of the wind on the disc causes an inward movement of the spindle, and that in turn swings the pointer so that it indicates on the scale the velocity of the wind calculated from the pressure in pounds per square foot at any moment.

It appears from the report of the Astronomer Royal, that it takes six months to get a few thermometers. We read:—“The observations of the temperature of the Thames made at the Deptford Cattle Market are regularly communicated to the Royal Observatory for publication in the Registrar-General’s weekly reports. Owing to accidental breakage of the thermometers, the observations were interrupted for six months, from July to Decern ber last year.”

COMPOUND WINDING ENGINES.

MESSRS. DICK, KERR, AND CO., LONDON, ENGINEERS.

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The engines we illustrate above were made by Messrs. Dick, Kerr, and Co., Leadenhall-street, London, at their Britannia Engineering Works, Kilmarnock, for Messrs. Young’s Paraffin Light and Mineral Oil Company, and have been lately erected at their new shale mines, Newliston, near Edinburgh. The cylinders are 24in. diameter by 60in. stroke, coupled direct upon the winding drum shaft. The Arum is 12ft. diameter by 8ft. wide, and is formed of three cast iron cheeks—or centres—

. made in halves, and firmly bolted together at the naves and peripheries. These centres are clad with oak 4in. thick, bolted to internal flanges cast on each. After the engine had been erected and started, the oak cleading was turned parallel, and screw grooved in its place—the depth of groove being fin., and the pitch If in.—to guide, and thus prevent the wire-rope coils from rubbing on each other. In winding engines it is a most important matter that they should be easily and quickly reversed, and that the attendant should be able to reduce the quantity of steam by the reversing handle alone, more especially as these engines perform an equal amount of work, whether in forward or backward gear. The makers, from their experience with locomotives, decided on applying the method patented by Mr. Alex. Morton, Glasgow, and known as Morton’s valve gear, which fulfils these conditions.

The chief novelty of this gear is in the means adopted for correcting the irregular lateral vibration of the connecting rod, which by one and the same movement compensates for the radial motion of the lever actuating the slide valve. It is, therefore, immaterial with this gear whether the engine be in forward, backward, or any equal intermediate position, the port openings at and the distribution of the steam to both ends of the cylinder being equal. The details and the arrangement on these engines are clearly shown on our illustration. The method adopted for balancing the slide valve is shown in section, and consists in the use of a hollow balance block surrounded by packing in the stuffing-box formed on the casing cover, and adjusted by an ordinary gland. The packing of asbestos and india-rubber is perfectly steam-tight under the greatest steam pressure—601b. per square inch—and the engines were reversed with the greatest ease.

The annexed double diagrams clearly illustrate the distribution of the steam to both ends of the cylinders when in full and intermediate gear. No. 1 was taken in full gear, when the engines were adjusted by the brake to twelve revolutions per minute, with the steam pressure gauge at 45 lb. per square inch. No. 2 was taken under the same conditions as No. 1, only, the brake was adjusted so that the engine ran at twenty revolutions.

taken with the valve gear in an intermediate position, with the brake adjusted to twenty-four revolutions per minute, and No. 4 with the gear so linked up that only Ar °f cylinder capacity was taken from the boilers. A mean between No. 3 and No. 4 may be taken for any intermediate position, and as the reversing position with this valve gear gives identi-

cally the same distribution of steam, we need not give further diagrams.    __.

THE BARROW MACHINE ROCK DRILL FOR MINING.

The accompanying engraving illustrates a rock drill at the Inventions Exhibition. The thesis maintained by the inventor may thus be stated:—The first practical use of machine rock drills for perforating tunnels was made by the Italian engineers

unnecessary the various artificial and costly experiments previously necessary, and which often were of limited and temporary efficiency. It delivers the air through the drill pure, fresh, and cold from the surface to the small and hot ends of the mines in ample quantity, and reduces the temperature to a comfortable degree for the effective labour of the miners; in fact, for this purpose, it leaves nothing to be desired. It is impossible to overrate its advantages to the miners in maintaining their health and vigour under circumstances ordinarily so unfavourable.

But in the mechanical construction of the drill, the early

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in Mont Cenis Tunnel in 1864, and their success was proved, and led to their gradual improvement and general introduction, not only in tunnels, but also in mines, in their varied operations of sinking, driving, and rising. Their success in mines has been very great and striking, not only in their mechanical power and speed in exploration, but the motive force. Compressed air, after spending its power in and through the drill in perforating the rock, is found to be a most desirable agent in ventilation, and being contingent upon the working of the drill, it renders

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engineers introduced the principle of automatic mechanical advance, and this principle of construction, generally adopted in all drills down to the present time, has not proved a success, and from the variable condition and character of the rocks upon which it acts, it must, we think, of necessity fail. It was from the first assumed that the rock to be perforated homogenous and of uniform hardness, and that, therefore, the speed of the advance should be uniform and fixed and given with mechanical precision. This, however, was a mistake ; even

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if the rock did not vary in hardness, the condition of the drill j from its rapid percussive action would naturally deteriorate and require a slower rate of advance. But all rocks, and especially our mineral rocks and veins, vary as is well known, and^ often suddenly, from hard to comparatively soft and vice versd ; and frequent cavities are also met with, and sometimes the small

on one side

A TREVITHICK MONUMENT AND NO MONUMENT.

fliR,—With some surprise I read an announcement in your columns that it is the intention of the committee to close the Trevithick fund and to leave Trevithick without an adequate commemoration. I beg to protest against any such private plan of a few members of the Committee, and to their appropriation of the fund without the usual measure of calling a public meeting of the subscribers. Not receiving the telegram until late at night after the meeting, I was unable to take part as in the previous meetings.

It is now some three years ago that it was proposed by me in your columns a statue or bust should, on the fiftieth anniversary of his death, be raised to the great engineer, Richard Trevithick, in Westminster Abbey. To me this seemed desirable, not only as due to his services and reputation, but also as a tribute to the profession, that its claims to national honours should be maintained, and that the memorial of Trevithick should be added to those of Watt and George Stephenson.

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will bo true, if l is a short enough length of the bar, and it is only when a short enough length of the bar is taken for measuring the extensions that an exact relation between the contraction of area and extension can be found. If the extension is measured in a greater length—

W. C. Unwin.

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perforating hole in which the drill operates is hard and soft in the other. If, indeed, there is anything uniform in the condition of the rocks, it is in their frequent and irregular changes, which makes the automatic and uniform advance unsuitable and obstructive. If its speed be too great for the hard or too slow for the softer rock, it is equally inefficient in both cases, as is found in practice ; and it is impossible to adapt a fixed mechanical speed to such varying conditions of rock.

Mr. Loam, engineer of the Barrow Rock Drill Company, in his visit "to Mont-Cenis in 1864, detected and pointed out this inherent defect in the mechanical advance. Its obstructive action was conspicuous, and greatly marred the effective action of the drills. He was told, in answer to his remark, “ that it was necessary to efficiency that the advance should be made with mechanical precision.” He, however, saw clearly that mere mechanism was not adapted for the advance with such changes in the rock, and that this most important operation could only be properly regulated by the intelligence of the attendant, and with its sole control in his hands, and by combining his intelligence and his direction with the force of the drill, to make him an integral part thereof, and to develope its full power and efficiency.

A series of extended and practical experiments, subsequently carried out upon these views with various drills, under the direction of the late manager, at the Barrow mines, with and without the mechanical arrangement, proved clearly the great superiority of the hand advance of the Barrow drill over the others. The man in charge, with his intelligence actually engaged, instantly detects any symptom of a change in the rock, and regulates the advance accordingly, and thus at once avoids and guards against obstruction and its ultimate and certain jam, and loss of time and effect. The drill itself is also simplified by the excision of the automatic apparatus, which, apart from its obstructive inefficiency, adds to the weight and makes it more liable to derangement and less portable for handling.

The engraving fully illustrates the internal arrangement of the tool, which is very simple. It will be seen that the globular swell on the boring bar actuates a lever, which moves the air-distributing valve in a way intelligible at a glanoe.

LETTERS TO THE EDITOR.

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

Thanks to the advocacy of the press, the idea was well taken up, committee meetings weref held at the Society of Arts and the Institution of Civil Engineers, the Trevithick family gave their co-operation, and a considerable sum, sufficient for the original purpose, has been raised by much individual exertion, and largely by that of the locomotive engineers.

Unfortunately a desire has been evinced by some few persons to set aside the original design, and the usual measures have not been adopted. A public meeting has not been called, nor have the subscriptions been generally advertised. The restricted fund as yet obtained is proposed to be applied to the lame and impotent conclusion of a Trevithick Scholarship, of which in a short time no one will know anything. A copy of a bust is to be placed in Truro Cathedral, in which place it will not satisfy the aspirations of Cornish men.

It is said that a scholarship is more useful than a perpetual memorial in a work of art, or than the honours of Westminster Abbey. It may be so, and also that the money may be better given to the poor, or to the endowment of a Trevithick Chapel.

Personal tributes are the vanity of vanity, the more so for the dead, and for him who rests in his obscure grave at Dartford. This, however, has not been the thought of Trevithick or of such men, but rather to look for a life after death, and that their deeds should be duly honoured as an incentive to the exertions of others for the common good. Indeed, how Trevithick regarded such commemorations may be well enough judged from that noble design composed by him for a public monument, which may be found in the biography written by his As, if a proper appeal be made, funds may be obtained for scholarships and other purposes after due tribute has been paid to the reputation of Trevithick, I now make this demand here as elsewhere. It is that the private scheme now suggested shall not be carried out until a general meeting of the subscribers has been held, and until a public meeting has been convened to adopt measures for establishing the fund as a national memorial to whom we now recognise as a great genius, a glory to our country, and a benefactor to the whole world.    Hyde Clarke,

32, St. George’s-square, S.W., June 6th.

PROPOSED WIDENING OF OLD BROAD-STREET.

Sir,—Our attention having been directed to the rapid increase of traffic along Old Broad-street to the neighbourhood of the Royal Exchange, which has been created principally by the

tion of the new railway stations in Liverpool-street, and the_____

quent frequent blocks of vehicular traffic and crowded state of the footways, particularly at the commencement and close of the ordinary business hours, also to the fact that during wet weather pass along the street without being much splashed by passing vehicles, we trust that, being a matter of public interest, you will pardon us for intruding on your space by suggesting the of such inconvenience, together with a suitable and comparatively inexpensive means of remedying the The obvious cause of the above state of things is the narrowness of the street, particularly at the south end, where at one part, by the Ocean Marine Insurance Company’s offices, the footways are respectively 7ft. and 5ft. in width, and the roadway about 16ft., thus only allowing of one vehicle passing another; whereas a street with such an amount of traffic shoidd provide for four, or at least three, lines. It is well known that the City authorities anxious to improve the facilities for street traffic, even when involving a large expenditure in the purchase and compensation for removal of valuable property. This item would form a considerable part of the expense of widening Old Broad-street, and, if effected in tha ordinary way, would be likely to prove an almost

>Vq wo\)Jd tofitotor? suggest that; to?

existing buildings should be retained as a whole; the curb line at the east side being set back from its present position, as shown on the dotted line AAA — see enclosed sketch plan—to the face line of the buildings, commencing from the junction with Threadneedle-street to the City of London Club; a colonnade being substituted for the ground floor frontages, a footpath of from 8ft. to 10ft. in width carried behind the same, and the offices and shops in the rear being lighted by continuous glazed fronts. Thus no serious diminution of light or rental value would be caused, except so far as relating to the diminished area of the ground floors. From this point northwards the improve-

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ment would consist in throwing the spaces occupied by the areas into the footway, and lighting the basements by means of prismatic lights; the existing curb, as shown by the dotted line, being set back to the firm line in continuation of the proposed colonnade, and running into the present curb at the point marked X opposite Pinner’s-court.

By the above means a minimum width of roadway would be secured sufficient for three lines of traffic, besides obtaining more commodious footways.

We also notice that, notwithstanding the congested state of the traffic, a pillar letter-box is so placed opposite Gresham House as to leave only sufficient space for two people to pass abreast. We should have thought a wall-box behind the railings would have answered every requirement.

The above principle is applicable not only to Old Broad-street, but to several other crowded City thoroughfares.

Copland and Gilmour, Civil Engineers.

42, Old Broad-street, June 3rd.

THE RATIO OF CONTRACTION OF AREA TO EXTENSION. Sir,—I quite expected that some one would point out that for a 2in. length of bar the ratio of oontraotion of area “ is more

nearly equal to y than to ^    But I did not suppose that any

one of Mr. Strohmeyer’s acuteness would put this forward as a disproof of the relation I stated between contraction of area and extension. For every bar there must be a length l such that o> _ A

n ~ i

exactly; but the fact does not seem to me of any importance, unless l were a constant length for different materials, which it is not in the least likely to be. On the other hand the relation o) _ A

n i + a

must be true for any length of the bar short enough to be sensibly cylindrical after fracture. The relation does not rest on any experimental basis. But it is I think so far a confirmation that even for a 2in. or lin. length, which is easily seen to be not cylindrical

a a + i

as nearly as my tables showed. To put it in another way, the relation—

K CO

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where k is the ratio of the mean contraction of area between the gauge points to the maximum contraction at the point of fracture. The mean value of k in my tables was about three-fourths. That is, in a lin. or 2in. length the mean contraction of area is about three-fourths the contraction at the point of fracture. This is not any new point of view, it was quite clearly expressed in my letter.

It is likely that for any given kind of material, and say for a length l = one diameter of the bar, k would be sufficiently constant to be a useful means of checking the measurements of contraction and extension.

Central Institute, Juno 7th.

THE LAWS OF MOTION.

Sir,—My eye has just fallen upon a letter in the number of The Engineer of the 22nd ult., by Lieut.-Colonel A. T. Fraser, R.E., of Trichinopoli, in Madras, on my rule and “theory” of calculating efficiencies of fans. The letter is not without weight, and although not a single reader perhaps, except Professor Cleveland Abbe, the Astronomer of Washington, in the United States of America, and myself may be able to detect the least sense in it, it yet very shrewdly regards change of actual energy of motion as what I have found it to be necessarily in pulsometric views of motion’s transformations; and what Professor Cleveland Abbe has made use of to arrive numerically—in the most soaring flights of “occult” ways that Colonel Fraser could desire to see—at the origin of the solar system’s present dimensions and correlations ; that is to say, as the time-integral, as Professor Abbe writes it, of actual acceleration J f dt, or (v₂ - iq) multiplied

by the mean velocity during the time ^    ; the product of

(    — —■), or for each unit of mass in mo-

tion, the new actual work accumulated in it.

Colonel Fraser also agrees perfectly with me in regarding

or centripetal acceleration, “ which deflects without affecting the speed of a body’s motion,” as a kind of domination of mechanical motions in the inner fabric of atoms and molecules, just as universal there as gravitation is in the field of space external to them. There is one point about both these forces, centripetal and gravitating—if they have, in the regions proper to them, the universality conjectured—that at once bars the road to all “ baromotists;” for these propulsions act, in that view, with their accelerative effect upon whatever matter comes into their field without any the smallest admissible discrimination. It cannot be matter whose motion is here transferred to other matter, because the fact stands admitted that matter of every sort is alike under the domination. To coin a new kind of jnatter which is not matter in the space-region where gravity acts, is therefore incumbent on baromotists who assert that the motion of falling matter is that of other matter transferred to it. And then they will have to show, besides, how the transference takes place. If the other matter’s motion does not enter the falling matter, new matter and all, then its velocity only enters it, and the new matter remains unincorporated with the driven mass. What is the difference, in this case, between velocity adjourning from one matter to another when they are pretty near, and velocity adjourning from one matter to another when they are pretty far off ? R man must have “ occultism ” on the brain who cannot see that in both cases and in every form of this oase in which it is possible to put it, velocity does go across from one matter to another, or in qther words ijl^at the parts of spetqc avo    ir\ set; ways juqt ujuch ar '^’•on\qtists have to prove that matter is all moving in set ways. But it is just as’ impracticable to conceive that the motion enters the falling mass, new matter and all, unless the new moving matter substitutes itself visibly in the place of the stationary matter, which it then leaves behind invisible, and in a no longer discoverable form ; and as the falling motion becomes more rapid, faster moving matter steps into the place of that which last became visible, and so on. Since we know that matter can and does change its form, this is not so incomprehensible as that velocity should leave, one measure of matter, and without any transformation of matter taking place, adjourn across the boundary of their forms from one of two parts of matter to another. It is only necessary to ber that there is such a thing as the differential calculus (and that men who practice it are not dreamers and occultists for that reason), which includes “orders” of smallness in its quantities which are nothing in the calculus if they are not infinitely separated from each other, to perceive that in the passage from one infinite order of size to an adjoining one, permutations of quantities may take place of which we can no more profess to predicate the nature than we can pretend to say how many comets’ tails there are in the Milky Way. That such rules of transformation do and must exist, I accidentally fell in with some perfectly satisfactory reasons to know, some years ago—as a perfectly unmistakeable signification of Clausius’ “Equation of Stationary Motion;”—or I would never have dreamed of, as I will never now desist from looking for them. Certain transitional motions by pulsometric progressions, capable of explaining, as above, gravitative and free dynamic actions baromo-tively, will also be the explanation, as I set out to show originally, of the “Second Law of Thermodynamics,” and, as I find now, of elasticity and stress, not hopelessly, but with such practical results as could clear up the fan problem (no writer on the Laws of Newton has yet caught the handle which helped me there, that all action is Vigour, stroke and bow, or toiling and tugging of a pair-oared skiff becoming double scull, or one pull, only when friction’s dead drag has to be wrought against), and it explains to me more other things in Physics besides, than I can enumerate. But why tension of action should be forfeitable to friction and to heat, in unre-versible procedures, not to return is, I confess, still a background of the subject’s mathematical recesses, where the motives as well as the machinery of the mind are touched, and “darkness” as great as “ Egypt’s ” will certainly involve the subject of Friction for a long time yet. Colonel Fraser’s letter points to three occult ideas, which will probably long continue to defy mathematics in their exposition. With this recognition of the above resemblance of his letter to my views, that I have not overlooked his writing, I would prefer at present, with his approval, to take leave of these obscure, and still very far from easily approachable aspects of the subject.

A. S. Herschel.

47, Lovaine-place, Newcastle-upon-Tyne, June 8th.

Sir,—Since the date of my last note to you I have read all you. have published on the above subject, and think that a passage in your leader of 13th February has given rise to much of the difficulty; for Newton’s three laws are clear and consistent. In so far as motion has a cause, force is that cause. Fundamentally the subject is incomprehensible; but all subjects are fundamentally incomprehensible. This subject can be understood in the same sense, and to the same extent, as others. -The passage to which I refer is—“ Reaction is always equal and opposite action.” The sentence would be true if written without the last word, or with the preposition “to” inserted before it; but the fact that reaotion is not action makes it unintelligible as it stands.

Force is that thing which we feel in ourselves as a push when we thrust a body from us, as a pull when we draw one to us, and as a strain when we attempt to do either act unsuccessfully. It is also that thing the existence of which experience leads us to infer when we see bodies moving. But motion is not the only form under which we recognise force. Other forms are—

Cohesion.—The nature or mode of being of the form of force that we give this name to is unknown. Its consequences are rigidity and elasticity. The neglect of its existence by those who have taken part in this controversy is one cause of the confusion that has supervened.

Gravity.—The nature or mode of being of the form of force that we give this name to is—pace “ 4>. n.”—unknown. The consequence is attraction usually across space, though contact does not annul it.

Chemical affinity.—The nature or mode of being of the form of force that we give this name to is unknown. Its consequences are multifarious.

The above three forms of force are the primal powers in physics. They are properties of matter. They enable work to be done and they cause motion, but they are independent of both. Work does not change them. They exist before and they continue to exist unchanged after any work has been done.

Those reactions which occur among them, but which are unattended by change, make up the subject matter of statics. The doctrine of the conservation of energy cannot be said to apply to them. Between these primal forces and those secondaries, which room in space enables them to produce, and which I am about to enumerate, there is a chasm, which philosophy has not yet fathomed, though dialectics have bridged in several ways. Professor Tait’s paper denying the existence of force is one such bridge; “4>. II.’s” statement that gravitation is the unknown motion of something unknown is another. Similar chasms divide inorganic nature from organic nature, and organic nature from consciousness. They are all equally unfathomed, and equally easy to bridge dialectically. Any fourth-rate scientist can bridge them all in twenty different ways, all profoundly mathematical and profoundly unphilosophical. The secondary forces are:—

Periodic disturbance.—By a series of suppositions more or less strained, we think we have discovered that some kind of periodic disturbance akin to motion is the nature or mode of being of the form of force that shows itself as heat or light.

Wave motion.—We know that wave motion is the nature or mode of being of the form of force that we call sound.

Rectilinear motion.—Relative change of position of matter in space—mark the word relative—is the nature or mode of being of the form of force with which we are most familiar, because it is the only one that is directly perceptible to our senses. It is to these secondary powers in physics that the doctrines of conservation and dissipation of energy really apply. They are mutually transmittable. When they do work against any one of the primary powers the change they effect is not in the primary power itself, but in the relative positions in space of the bodies concerned. Besides this they can be transferred from one mass of matter to another, which is not the case with the primary powers. Their actions always require time and imply change, and they make up the subject matter of dynamics. I do not know whether magnetism and electricity are primary or secondary powers.

Inertia is a fundamental property of matter, by virtue of which any primary or secondary force in one mass of matter requires time to effect change in any other mass, and by virtue of which, also, the secondary forces, once initiated, have persistence, and therefore arc forces. It may be as well to remark here that Archimedes was quite wrong when he wanted a lever as well as a fulcrum to move the earth. Given the fulcrum—that is, standing ground outside of it—his own strength, without the lever, would move the earth—with time.

Reaction is a general term, which means the sum of any number of resistances to any particular force in any particular

• Vis inertia is that particular form of reaction round which this controversy has raged. It is the resistance which a body, free in space, offers to change of motion. It is said to be equal to the acting force; but this language is scarcely accurate. The things that are undeniably equal are the two sides of the strain—tension or compression—which the force and the vis inertia set up between them. Freon their very nature tension or compression must be

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this. Indeed, if the interest on the first cost of the condenser and air pump be counted, there will be a loss. Not a few of our readers will see that when very low average pressures, due to an early cut-off, are employed, what we have said must be taken with certain qualifications; but reviewing the whole subject broadly, there can be no doubt that in very many cases condensing engines are employed when better results, in a pecuniary sense of the words, would be obtained with non-condensing engines.

—of

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M. C.—You will probably find the information you want in the treatise “ On Cranes ” in Weals's Series. If not write again.

X. Y.—If the gearing is properly made there will be no difference in the power, whether you drive from the fast motion on to the slow, or from the slow motion on to the fast.

S. 8.— We do not see where your difficulty lies. Two objects at distant parts of aline running, say, S.E. and N.W., must be the one A”. IF. and the other S.E. of the other. You may take the sight the other way, but you will neither save trouble nor confusion.

CLOTH HEARTHRUGS.

(To the Editor of The Engineer.)

Sir,—Will any of your readers tell me of some good firms who makers of machines for the production of cloth hearthrugs?

Sheffield, June 9th.

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MEETINGS NEXT WEEK.

Chemical Society.—Thursday, June 18th, at 8 p.m.: Ballot for the election of Fellows. Papers to be read: “On the Decomposition and Genesis of Hydrocarbons at High Temperatures—(1) the Products of the Manufacture of Gas from Petroleum,” by Dr. Armstrong and Dr. Miller. “On the Non-Crystallisable Products of the Action of Diastase upon Starch.” “On the Decomposition of CO2 at High Temperatures,” by Mr. H. B. Dixon. “ On the Cause of the Decrepitation in Samples of so-called Explosive Pyrites,” by Mr. B. Blount. “On the Influence of Silicon upon the Properties of Cast Iron.” by Mr. T. Turner.

Royal Meteorological Society.—Wednesday, June 17th, at 7 p.m., the following papers will be read:—“ Meteorological Observations made on a Trip up the Nile, February and March, 1885,” by Mr. William Marcet, M.D., F.R.8., F.R. Met. Soo. “The Mean Direction of Cirrus Clouds over Europe,” by Dr. H. H. Hildebrandsson, Hon. Mem. R. Met. Soc. “ On the Influence of Accumulations of Snow on Climate,” by Dr. A. Woeikoff, Hon. Mem. R. Met. Soc. “ Note on the Weather of January, 1881,” by Mr. Charles Harding, F.R. Met. Soc. “Results of Meteorological Observations made in the Solomon Group, 1882-84,” by Lieutenant Alexander Leeper, R.N. “Graphic Hygrometrical Table,” by Mr. David Cunningham, M. Inst. C.E., F.R. Met. Soc.

THE ENGINEER.

JUNE 12, 1885.

THE COST OF CONDENSING WATER.

There is reason to believe that in many cases the use of a condenser is attended, not with economy, but with absolute loss—that is to say, more money is paid for condensing water supplied from town mains than it is worth. An exaggerated importance is attached to a vacuum simply because steam-users will not take the trouble to ascertain what one is worth. The facts are, however, very easily dealt with, as we propose to show here. It may be assumed that, whatever the quantity of feed-water pumped into the boiler, twenty times as much will be required for condensing purposes. Less may of course be used; this is a practical every-day allowance. Taking the caseof an engine indicating 100-horse power and using 20 lb. of steam per horse per hour—an unusually favourable condition—we find that the condenser will need 400 lb. of water per horse per hour, or 400 x 100 = 40,000 lb. per hour, or 4000 gallons. Taking the price at 6d. per 1000 gallons, this represents an expenditure of 2s. an hour. Taking coal at 10s. a ton, it follows that the sum paid for condensing water would purchase 4 cwt. of coal, or no less than 4‘48 lb. of coal per horse-power per hour. We need scarcely stop to point out that no condenser is worth this. Even with coal at 20s. per ton, the money for condensing water would represent 2’24 lb. per horse per hour—far more than a condenser can save.

We may deal -with the question from another point of view, and determine for any particular case whether it is or is not worth while to purchase condensing water. In order to give the condenser every advantage in our calculations, we shall assume that the effective vacuum is equivalent to 12 lb. on the square inch. Let us take the case of an ordinary mill engine with a cylinder 40in. in diameter, and a piston stroke of 5ft., revolutions 50 per minute. The area of a 40in. piston is, in round numbers, 1256 x 12 x 500 33,000

power obtained by the vacuum. Here 12 is the number of pounds pressure gained by condensing, and 500 the piston speed in feet per minute. If we take the average effective steam pressure at 36 lb. on the square inch, then the engine would, without a condenser, indicate 685-horse power. With an initial total pressure of 115 lb., and a five-fold expansion, the average pressure would be very slightly in excess of 36 lb. on the square inch. To put all this in other words, if we work an engine of the size stated without a condenser it will indicate 685-horse power ; if we apply a condenser, it will indicate 913-horse power. The gain is 228-horse power.

A condensing engine of the type named onght not to need more than 2‘5 lb. of good coal per horse-power per hour, or 3 lb. of such stuff as is commonly used in mills. The total consumption will consequently be 913 x 3 = 2739 lb. per hour, or for a day of ten hours 27,3901b., or, say 12‘25 tons per day, costing at 10s. a ton, £6 2s. 6d. If the condenser is suppressed, the total consumption of fuel will remain the same; but the power of the engine will be reduced, and the consumption of fuel will then be 41b. per horse per hour instead of 3 lb. That is to say, the cost of each horse-power will be augmented by the value of 1 lb. of coal per hour, or for 685-horse power very nearly 3s. From this it follows thatcondensing water must notcost more than 3s. an hour, or there will be a dead loss incurred by its use instead of a gain. Allowing as before 40 gallons of condensing water per horse per hour, we have 913 x 40 = 36,520 gallons per hour, so that at least 1014 gallons must be had for Id. before it will pay to use a condenser. We need scarcely say that town water is rarely, if ever, supplied at anything approaching this rate. It may be said that no one dreams of using town’s water for engines indicating nearly 1000-horse power. This does not affect the question, however, in any way; all that we have to do is to divide the power we have assumed by 10 or 100 or any other number. The facts hold good for engines indicating 9T3-horse power or 9T3-horse power, matter what the dimensions of the engine, water must be had at the rate of 1000 gallons for a penny before it will pay to use a condenser. If the price of coals is less than 10s. per ton, then the water must be less than one penny per 1000 gallons. If it is more than 10s. a ton, then the cost may be more than one penny per 1000 gallons. Broadly stated, when coal is 10s. a ton it will not pay to use a condenser if the condensing water costs more than one penny per 1000 gallons.

We expect to hear it urged that this only applies to economical engines of the better class, and that if engines using 10 lb. or 12 lb. of coal per horse-power per hour were dealt with the result would be very different. This is not the case, save in a restricted sense. The gain to be had from a condenser is a very well-defined quantity. The only factor that can vary is the relation which the power obtained from the condenser bears to the total power. A very bad steam engine would use steam of, say, 51 lb. total pressure without expansion, giving, as before stated, 36 lb. effective pressure throughout the whole stroke, and would burn, say, 12 lb. of coal per horse per hour instead of 3 lb. The saving to be effected by a condenser under the same circumstances would be represented by 4 lb. of coal, instead of 1 lb., for obvious reasons. But it must not be forgotten that the quantity of condensing water needed would be augmented in about the same proportion. This may not appear to be the case at first sight, but the truth of the statement can easily be proved. Let us suppose that the boilers of our economical engine, using 20 lb. of steam per horse per hour, evaporate a little under 7 lb. of water per 1 lb. of coal. This is a very indifferent performance, and the boilers of very bad engines seldom do less. In the case of the engine burning 12 lb. of coal per horse per hour, the engine will use 12x7 = 84 lb. of steam per horse per hour, and to condense this 84x20 = 1680 lb.; or 168 gallons, instead of 40 gallons per horse power per hour will be needed; so that although the quantity of coal saved is four times as great in the case of the bad as it is in the case of the good engine, four times as much water is needed. The cost of water is absolutely fixed by the weight of steam to be condensed, other things being equal, and is entirely independent of the power exerted by the engine. This statement admits of only one qualification, namely, that the more effectively the steam is used in the cylinder the greater will be the quantity condensed in it by the performance of work, and the less the total heat transmitted to the condenser. But this circumstance, it will be seen, tells against the bad engine and in favour of the good engine. It may be urged that in certain cases the condenser is worth all that it costs, because sufficient power could not be got out of the engine without it. This we are quite willing to admit, but the argument is quite beside the question under discussion.

Questions concerning the value of a condenser admit of being simplified in the following way:—The great majority of Lancashire boilers evaporate between 8 lb. and 9 lb. of water per pound of coal. Taking the lowest figure as being nearest the average, we find that each pound of coal represents 16 gallons of condensing water. The consumption of coal per day in pounds has, therefore, only to be multiplied by 16 to give the number of gallons of condensing water required, and this, be it remembered, is quite irrespective of the efficiency of the engine. For each ton of coal burned 35,840 gallons of water must be supplied. These figures will no doubt be useful to many of our readers who ask us repeatedly how much water an engine of a stated power requires. Of course it will be understood that this is only a good “ rule-of-thumb.” One point remains for consideration. Very often condensing ponds are made at considerable expense, in order that the same water may be used over and over again. It is not difficult to see that in such cases the water is not got for nothing. The interest on the outlay on and rent of the cooling ponds become factors in our calculations. Again, in not a few cases the water is pumped from wells of considerable depth, or from a river at a distance. Here the water obviously costs something. Furthermore, it is certain that the frigorific influence of the condenser on the cylinder represents dead loss of fuel. Our figures, too, show only that when water is to be had at Id. the thousand gallons nothing is lost by using it for condensing purposes. In order that anything may be gained, it must cost less

A DOCK FOR CEYLON.

Writing but recently on the subject of the defences required for the newly formed harbour at Colombo, we touched cursorily on the subject of the need felt at that important coaling station for dock accommodation. We were not aware at the time that one of the objects of Sir John Coode’s visit to the island was the fulfilment of a commission by the Home authorities to report as to the most suitable locality for the provision of such accommodation at Trincomalee—the main naval emporium in the Eastern seas. That commission, we learn by the last-received Ceylon Observer, was fulfilled prior to Sir John leaving the island in continuation of his journey to Australia; and we further learn that he selected several very eligible sites among the creeks and inlets with which the magnificent harbour of Trincomalee abounds. But one result of this visit has been to give rise to a very strong spirit of opposition to the Admiralty proposals on the part of the colonists, who contend that, if a dock is to be constructed, it should be located at Colombo, the great resort of all the shipping trade of the East. It is urged that whether proceeding to Australia, China, the Straits, or Calcutta, all vessels put into Colombo to coal. We may estimate the force of this statement by quoting the increase observable of late years in the coaling trade of that port. In 1881 the import of coal at Galle and Colombo combined amounted to but 90,000 tons, while during last year the latter port alone imported 145,000 tons. At Trincomalee the import is quite insignificant, probably only two or three vessels calling there during the year beyond those belonging to the Royal Navy. These last, moreover, more frequently coal at Colombo than at the naval station. Trincomalee is a place of no trade; its environs furnish no supplies, nor is there any chance for many years to come—owing to its geographical position any development in either of these two respects taking place. We can therefore readily understand why the people of Ceylon complain that their interests are to be overlooked by the Imperial Government in the possible selection of an isolated port for a docking establishment, setting aside the many claims to consideration that the chief mercantile port of the island possesses.

There are, of course, reasons why, viewed from a military standpoint alone, the Admiralty should have a predilection for Trincomalee. The almost unrivalled harbour is already guarded by strong fortifications, and it is further admirably adapted for defence by a system of torpedoes—a system less applicable to the comparatively limited area of shelter afforded by the present Colombo breakwater. But in spite of these facts, we hold that a grave error will be committed should a large expenditure be incurred on a dock at Trincomalee which can scarcely ever be availed of by the great number of mercantile steamers calling at the island. It should be borne in mind that at present there does not exist a graving dock in which ships can be repaired nearer to Ceylon—which is situate in the immediate track of our Eastern trade— than Bombay on the north, Mauritius to the west, and Singapore to the east. The necessity for removing this disability is acknowledged on all hands, and apparently the Admiralty also fully recognise it. We can hardly conceive that that body will lightly set aside considerations of the advantages, financial and other, which the cooperation of the colonists would ensure to both the naval and mercantile marine. The avowed object of Sir John Coode’s inspection at Trincomalee seems to have fully aroused the resident interest of the island. The Chamber of Commerce has held a meeting to protest against Colombo being ignored in favour of Trincomalee, and at that meeting the presumed objections to be raised to the selection of the former port were brought forward and fully discussed. The most prominent of these seems to be that as matters stand at present the only site available at Colombo for a graving dock does not lend itself to the construction of one of a size suitable for the reception of our large ships of war; but it was pointed out at the meeting referred to that if the wishes of the colonists for the construction of a northern breakwater were acceded to, this objection would no longer have force, as such a breakwater would embrace sites admirably suited for docks of the largest required dimensions. Were this much-desired -work carried out, the still-water area of the Colombo Harbour would amount to 683 acres, or a little over a square mile, of which 400 acres would be in deep water of from 26ft. to 38ft., 200 acres of that area having fully 28ft. of depth.

The practicability of the suggested further improvement of Colombo Harbour has been fully admitted by Sir John Coode, while the colonists have repeatedly petitioned the local government to permit the funds to be raised to carry

it out. Similarly, also, are the colonists prepared to contribute very largely towards the construction of a dock, and if their readiness to do so be availed of, it is probable that in a considerable degree the cost that would be thrown upon the Imperial Exchequer would be limited to the difference between the outlay for a dock suited for mercantile requirements alone, and that for the enlargement of it which would fit it for the reception of the larger men-of-war. Failing, however, such an equitable arrangement being come to, the entire cost of an enormous dock will be thrown upon the English taxpayer, and we contend that it will require far weightier arguments to be advanced for its rejection than are at present known to us. One of the speakers at the meeting of the Chamber of Commerce stated that during the late sharp crisis, when war seemed imminent, one of the British India Company’s steamers, the India, selected by the Government as a cruiser, and then lying at Colombo, was ordered to be at once sent on to Hong Kong in that capacity. Such are the resources possessed at Colombo that this ship was got away in a very few days, and, failing these resources, probably the vessel must have been detained until her contemplated service would have proved to be useless. Colombo possesses, in fact, not only a large Government factory fitted with the finest machinery, but also private establishments capable of turning out very large work. Such means for repair are unknown at Trincomalee, where the naval workshops are of a very limited character. Should the decision be ultimately come to to establish a dock at the latter place, very great expense must be incurred for the extension of these shops, while a highly expensive staff of artificers must be maintained who would for the greater part of the year have nothing whatever to employ them.

We do not advocate the abandonment of Trincomalee.

In any event of warlike operations in Eastern waters it must always be of the highest value, and it would perhaps be fatal to our naval supremacy in that quarter of the globe should it fall into hostile hands. But its maintenance with such an object is very different to the lightly setting aside of the manifold and superior claims which the western port of the colony can advance. As to ever hoping to attract trade to Trincomalee, such a hope seems to be altogether futile. It possesses no communication with the rest of the island beyond what are mere jungle tracks, ungravelled and unbridged. The population of the town itself and of the district in which it is situated is very sparse, while repeated efforts to increase it by immigration of the surplus residents of other parts of the island have become nugatory owing to its unhealthiness. It seems, therefore, to us, that the only possible argument which the Government has in favour of the selection of Trincomalee for a dock is that of superior capability for defence in case of war. But surely it cannot be in contemplation to leave Colombo, with its enormous imperial as well as local interests, long in its present defenceless state. We are informed that if the scheme of Sir John Coode for the full development of its harbour is carried out, a single fort erected at Mutwal, from which point the western break water would spring, could afford the most complete protection, and we may rely upon it that the colonists will not lightly permit their interests, and those of an imperial character also involved, to be set aside in favour of what would appear to be only an official predilection for an established headquarters.

Although possibly beyond the engineering scope of the question, there is one point bearing collaterally on the whole subject which ought not to be overlooked when discussing it. Ceylon has been termed, and it really is, “ the key of India.” It seems to us a grave mistake to retain in it only the present handful of troops now quartered there. With its magnificent hill climate, a force of European troops, maintained as a depot for the East generally, could be kept in perfect health and available to be dispatched in a few hours to any threatened point, while its presence would ensure perfect safety to the naval arsenal at Trincomalee.

PRACTICAL STEAM ENGINE ECONOMY.

The annual reports of Mr. Michael Longridge to the Engine, Boiler, and Employers’ Liability Company, Manchester, have for some years back presented features of much interest, and the report just issued for 1884 is no exception to the rule. Mr. Longridge does not remain content with a record of boiler explosions and inspections. He has usually something to say concerning practical and theoretical steam engineering; and the report before us contains two dissertations, if we may so term them, of great interest to all concerned with steam machinery. The second of these is too long to be dealt with at present; we shall return to its consideration. The first is short and easily handled. It refers to the practical performance of a cotton mill engine before and after compounding, and we give the facts with the more pleasure because they fully confirm the soundness of the opinion we have consistently and constantly expressed on the relative values of simple and compound engines. It is no secret that because we have asserted that theory supplied us with no reason for supposing that the compound engine must be more economical than the non-compound, we have been accused, if not of absolute ignorance, then of a desire to hinder progress. Believing as we do that sound theory can never be inconsistent with good practice, we have been quite content to wait; and we have seen by degrees one engineer after another tacitly admitting the truth of what we have urged. We have in Mr. Longridge’s report a remarkable instance of this. The advocates of the compound system, unable to adduce any reason why steam should be more efficient in a compound than it is in a non-compound engine, in the face of the great truth that the difference between the whole heat absorbed and the whole expansive energy exerted during the operation represented by any curve on a diagram of energy, denpnd i on the initial and final conditions of the substance alone, and not on the intermediate process, used the argument that the range of cylinder temperature was {•educed and cylinder condensation eliminated by the vise of a second cylinder. To this we replied that, although the range was in one sense diminished, the quantity of metal to be heated and cooled at each stroke was greatly augmented, and that, as a consequence, nothing was really gained by compounding in this way. This is precisely the view taken, as will be seen presently, by Mr. Longridge.

The engines to which we have referred above wei’e horizontal condensing, with cylinders 26§in. diameter and 5ft. stroke. There was a slide valve at each end of the cylinder, with an expansion plate on the back, separate exhaust slides, and the diagrams leave nothing to be desired. The steam, with an initial pressure of about 77 lb. absolute, was expanded about six times, as far as can be ascertained from the diagrams. The indicated horse-power of the two cylinders was 504. The consumption of fuel in daily work in the month of March, 1884, was 47 tons, corresponding to about 3⁻69 lb. of poor slack per horse per hour. The feed-water used could not be measured, but Mr. Longridge estimates it at 20’8 lb. per horse per hour. The engines were compounded by substituting two new cylinders, the high-pressure, 28in. diameter, and the low-pressure, 45in. diameter, the stroke remaining unaltered at 5ft. The cranks stand at right angles, and the total power developed is 515 indicated horse-power ; thus there is a small gain in power. The pressure remains almost as before. The cut-off takes place in the high-pressure cylinder at about one-third of the stroke. The diagrams are very good. We have here a case very favourable for making comparisons. The result of the change was practically nil. For March, 1884, as we have said, 47 tons were burned with the non-compound engines; in March, 1885, the coal used was 46 tons 5 cwt. This would not pay appreciable interest on the cost of the alterations. Mr. Longridge explains the reason why no great saving was effected in the following words. Having stated the gain to be about 4 per cent., he goes on, “As the result is not so favourable to the compound engines as many steam users would expect, it may be well to make some observations on it. In discussing such engines, the beneficial effect of diminishing the range of temperature in the cylinders is generally insisted on, but the loss arising from the great increase of cylinder surface which the compound system demands is almost as generally ignored. This is calculated to mislead, for, roughly speaking, as much heat is required to raise the temperature of two square feet of cylinder surface 50 deg. as to raise one square foot 100 deg., and as much steam must be condensed to furnish this heat in the one case as in the other. Hence, since reduction in the range of temperature can only be effected by increasing the cylinder surfaces, it is by no means evident that compounding must produce economy. In the present instance the cooling effect of the large surface of the condensing cylinder is very marked, as will be seen if the diagrams be examined, and the expenditure of steam accounted for by the indicator calculated at different periods of the expansion.”

It will be seen that the argument used here is identical with that which we have urged years ago. Mr. Longridge, moreover, adduces figures to support his arguments. These figures show that although owing to the smaller surface and range of temperature there was less condensation in the early part of the expansion with the compound engine, i.e., in the small cylinder, the reverse was afterwards the case, when the great extent of surface in the large cylinder abstracted sufficient heat to condense no less than 45’80 per cent, of the entering steam, notwithstanding the comparatively small range of temperature. Whether this result would or would not have been modified by the adoption of the jacket must remain an open question, because the engines were in neither case jacketted.

This question of cylinder condensation lies at the root of the whole problem of steam engine economy, and it takes the steam engine to a very considerable extent out of the category of normal heat engines. It has often been the practice to treat the steam engine just as a hot-air engine is handled, and to estimate its efficiency in terms of T - t

—m , where T is the initial tempei’ature of the steam at

the beginning of a stroke, and t its temperature at the moment the exhaust valve opens. Some time since a correspondent expressed in our columns a doubt as to whether this method of calculation can be legitimately applied to the steam engine, and on consideration it appears to us

T

that there is force in his suggestion. The formula — rp

dependsfor its applicability, as regards engines using a working fluid, on the circumstance that the volume of the fluid bears a definite relation to its pressure and its temperature— that is to say, if this were not the case, however true the proposition might be made to appear in a theoretical sense, it would not apply to practical heat engines. Now, it so happens that in a steam engine the volumes, and pressures, and temperatures do not bear the invariable relations to each other that obtain when a permanent gas is used, and the curve of volumes, pressures, and temperatures—in other words, the expansion curve— instead of being a hyperbola, as it ought to be, is something else, which only approximates to a hyperbola by accident. To put the case in other words, we may say that in the case of a hot air engine, starting with one pound of air at any temperature T, pressure p, and volume n, at the end of the stroke we have still one pound of air at a temperature t, and with a new volume n,, and new pressure p,. In the steam engine we start with a pound of steam with a temperature T, pressure p, and volume n, but at the end of the stroke we have only a fraction of a pound of steam with a volume n,, and temperature t, and pressure px. The volume being fixed by the dimensions of the cylinder, remains the same for steam as for air, but the pressure px is considerably lless than it ought to be, because the weight of -working fluid has been reduced. The fact that re-evaporation raises the toe of a diagram does not of course affect the argument, as re-evaporation is only possible because more than one pound of steam has been admitted to the cylinder. In a cylinder of moderate dimensions, so carefully jacketted all over that no QOfldensatitm <m. fate plaqe, the qfffafaucy of the working fluid, steam, is accurately enough expressed by the formula —, but this only applies to the steam passing

through the cylinder, and from the efficiency so calculated must be deducted an amount represented by the loss caused by condensation in the jacket, which condensation is essential to prevent condensation in the cylinder. When engines work under nearly the same conditions the loss due to cylinder condensation will be tolerably constant, and the formula may be used without serious error and with much convenience for comparing the comparative efficiency of different arrangements of mechanism. Of course, there are losses by radiation, &c., which affect the hot air in common with the steam engine, but there is a wide difference between the use of an unstable fluid like saturated steam and that of a permanent gas. If steam were a permanent gas, the efficiency of the steam engine would be very much greater than it is.

RAILWAY RATES AND CHARGES.

Mr. J. Willis Dixon, president of the Sheffield Chamber of Commerce, has revived this important question by the publication of the letters, documents, and speeches which excited a good deal of interest in 1881. It will be remembered that Mr. George Wilson, chairman of Messrs. Chas. Cammell and Co., took a prominent part in trying to induce the railway companies so to adjust their rates as to make the production of heavy goods in Sheffield profitable in competition with the manufactures of other firms nearer to the coast. Mr. Wilson intimated then that unless a great modification took place in the railway rates, his and other firms would be under the necessity of moving the rail trade nearer to the port of delivery. Since that time Mr. Wilson has practically carried out his idea. The railway companies did not see their way clear to make the concessions, and Messrs. Charles Cammell and Co. have now at Workington complete mills in operation for the manufacture of steel rails for export. Mr. Wilson also pointed out the disadvantages under which Sheffield laboured, particularly in regard to the carriage of steel rails. He showed that steel rails from Sheffield were charged at the rate of l /^d. per ton per mile, and to Liverpool lT%d. per ton per mile, while there were other places in England where they were conveyed at only T?Td. Per ton per mile, and in France, Belgium, and Germany, at about £d. per ton per mile. To Hull, Sheffield pays on rails 7s. fid. per ton, and to Liverpool. 8s. 4d. per ton ; while the steel works of Middlesbrough pay for railway charges no more than Is. per ton, and those in Wales 3s. to 3s. 6d. to reach their export ships. Mr. Dixon points out that during the last eight years not a single new Bessemer process has been erected in Sheffield, whereas in the Cleveland district, in Cumberland, in South Wales, in Scotland, and elsewhere the business has been continually extended. The railway companies are at present being asked by the coalowners to grant better terms for the export trade in fuel; but there seems very little probability that any concession will be made either in the iron and steel industries or in the coal trade, which will have the effect of compensating manufacturers or colliery owners for the disadvantage of being located a long distance from the sea coast.

London’s coal suitly.

During the first five months of the present year the total quantity of coal brought into the limits of the port and district of London was 4,741,527 tons, or about 195,000 tons more than in the corresponding period of last year. Of the exact increase the seaborne coal bad 108,200 tons, and the railways carried the remainder. It is instructive to notice that two-thirds of the seaborne coal are supplied from the ports of Newcastle and Sunderland, whilst Seaham and West Hartlepool send about a tenth more. The railway borne coal is sent by the chief railways in the following order :—Midland, London and North Western, Great Western, Great Northern, and Great Eastern, though in recent months the position of the last three has changed owing to the effects of the strike in Yorkshire. But it must be remem bered that out of the total receipts of coal in the metropolis, there is a considerable portion which passes away out of that centre as bunker coals for steamers, as coals sent out by rail, &c. It is evident from the figures we have given that the coal consumption in the metropolitan district is increasing, and that with something like rapidity ; that rapidity is most marked in the case of the railway-carried coal, though in periods of very low prices of coal, and in periods of very low freights the seaborne coal may have the advantage. But apart from the temporary fluctuations, and from the interruptions which strikes may make, the balance of the advantage is in favour of the railway-carried coal. Another feature of interest is the change in the position of the railways which contribute to the railway-carried coal. Thirty years ago the Great Northern and the London and North-Western divided the quantity almost wholly between themselves. About 1859 the Midland commenced with a very small quantity, and it was not till ten years after that time that it became a large contributor to the metropolis. In the years that have passed it has largely raised its tonnage, and now stands at the head of the best of the railways which carry coal into the metropolis. Another point of interest is seen in the places from which the coal is brought, but as the exact definition of some of the coalfields is not capable of being made, the remarks as to the seaborne coal, and as to the carrying lines, are all that need to be made on this point.

TIIE EFFECTS OF THE RECENT GREAT STRIKE IN YORKSHIRE ON TIIE TRADE.

One of the most striking results of the recent great strike of Yorkshire colliers upon the steam coal trade is revealed by the official return of the quantity of steam coal sent by rail and water to Hull. About 140 collieries in South and West Yorkshire are entered on thelistas sending coal to Hull, alarge number of which have suffered severely. Last month the total quantity sent was only 63,088 tons, against 115,672 tons in the month of May, 1884, being a decline of 52,584 tons. The falling off, when compared with what was sent in May, 1883, was 52,136 tons. Equally disastrous is the return relating to the last five months of the year, when 429,664 tons, against 506,192 tons sent in May, 1884, were recorded. The sad effects of the stoppage seem to have been felt in the exports, for only 23,633 tons left the port, against 69,331 tons in the month of May, 1884, being a decline of not less than 45,698 tons. About a dozen of the largest thick seam pits sent no coal at all, and these usually average about 1500 tons each per month, llenaby Main, where all the horses and ponies were sold by auction on AVednesday last, sent no coal in May, whereas last year 17,048 tons were forwarded. During the last five months the firm has only supplied 14,992 tons, against 64;288. tons in the first five months of 1884, Carlton Main and Carjtoq, \YQ9^ WQ accredited w\tt\ no coal, whereas the t\yq collierie^

last year sent nearly 5000 tons in May. Several collieries, such be 12ft. or 14ft. from the outside crinoline protection. The gun must have a great predominance of power as Watt Main, Kilnhurst, and Thryberghe Hall, where work was bow would not have crinoline protection, but increased armour and strike nearly directly to produce any immediate continued, sent an increased tonnage, but with few exceptions cellular development and cork fittings; also the cellular effect on the ship. Where this is not so the secondary the trade suffered most severely. It is to be regretted that at system would be carried much further throughout the ship, attack of weaker parts will tell more. On the other hand, several large collieries the dispute so recently settled seems in a q'jle    tpen to )je short and strom- bowed, with naval officers must remember that if they anchor opposite

over the

bur way for being revived, the men alleging the owners are tumble-home side, deep draught of water, and moderate to a fort, steel or compound armour may gradually be malting far greatei reductions than the 10 per cent, demanded. displacement. She is to have a submerged armour-plated broken up by guns which could not ever seriously injure

THE INSTITUTION OF CIVIL, ENGINEERS.

On Friday, the 5 th inst., Sir Frederick and Leonora Lady Bramwell held the annnal presidential conversazione of the Institution of Civil Engineers at the Inventions Exhibition. No fewer than 12,000 persons were present, it is fair to assume, by invitation. Iiefreshments were provided on the most liberal .scale. No expense, indeed, was spared, and all the arrangements were admirable. We venture to say, however, that an entertainment of this kind is a mistake. Some years ago the annual conversazione was held in the rooms, 25, Great George-street. No ladies were invited, and the space available was much too small ; yet everyone, we think, who has had the good fortune to be present on such occasions can look back to them with pleasure. A move was made to the South Kensington Museum, and the result was most satisfactory. The number asked seldom exceeded 3000, and there was plenty of space available. Friends met without difficulty, and social intercourse was possible. But the extreme limit of size had been reached, and, as we have said, we regard such colossal gatherings as that of Friday night as a great mistake. Every one becomes a unit in a vast crowd, and the opportunities for pleasant conversation do not exist. No more enjoyment is to be had from such a meeting than there is from a walk down Regent-street. Each president appears determined, as a point of honour, to surpass his predecessor in the magnitude of the crowd asked and the munificence of his hospitality, and we stand appalled when we think of what the future may have in store for us. We venture to suggest that a return to South Kensington Museum in future years and a limitation in the numbers invited would greatly add to the reputation of the soirees of the Institution of Civil Engineers.

deck 5ft. below the water line. She is to have cofferdam wrought iron.    _    ^

sides tilled with compressed cork surrounding her “ raft On the question of the possession of the Suez Canal, Sir body ” of water line protection formed of cellular compart- G. Elliot’s remarks are valuable, but, of course, this is ments, &c. The novel feature is the projecting side at the the part where he entirely leaves the domain of text-books water-line to admit of a recess below, and to offer a water and discusses political matters. We do not deal with these cushion against torpedo explosion. The object aimed at is matters generally, but we cannot but endorse the lament to obtain the maximum buoyancy against the attacks of that in Egypt we lost the times when action was clearly gun, ram, and torpedo. A loss of one-sixth the speed is right and wise, and subsequently had to seize occasions of the price paid for this, which the author thinks in fleet offence when popular support could be secured. 'Ibis actions is no great price for the additional “ fighting question would swallow up all others if we gave rein to it. vitality.” Some naval officers, we believe, would by no It is a matter, to use the expression of a late bishop, of means accept this view of the matter, and would urge that which it is difficult to speak in terms consistent with our while Sir G. Elliot may rightly complain of too much effort own dignity. Nor must we here attempt again to review being made to combine widely different qualities in some the condition of the French and English fleets, on which designs, he goes too far in the opposite direction—that Sir G. Elliot pays us the compliment to quote us at con-ships in a fleet may often have to fight singly, and that a siderable length. The remarks on home defence and permanent loss of speed, with no real protection against defence abroad, on which Sir C. Nugent’s statements are ramming, is a fatal objection. Such officers would admit endorsed, are important. As to details, Sir G. Elliot would, the need of protection against torpedoes, but would prefer we believe, be generally supported by naval opinion hinged spars, which might be carried against the side, and in his conclusion that we ought to have more than two guns, when let down might hold a steel net at a much greater especially if both are in one turret, in a ship like the Glatton distance than Sir G. Elliot contemplates. No doubt this with nearly 5000 tons displacement. The writer holds would interfere very greatly with speed when the net was strong views on the value of torpedo boats, and therefore out, but would be chiefly needed at night, and not in the gunboats he deals with must, in his mind, occupy a motion; and when the net was not out, the ship would subordinate place in defence. We concur in his views up have her full speed.    to a point as to the value of small boats; but we think he

HAMMERSMITH BRIDGE.

The contractors for the widening and re-modelling of this structure are making considerable progress, and the works in course of execution are possessed of much interest. The widening of a suspension bridge without removing the supporting chains—as we believe to be in this instance contemplated—is a work of a character which, so far as we are aware, has been but rarely undertaken. The temporary bridge has already had the heavy traffic between Hammersmith and Barnes diverted on to it, and the larger proportion of the sheet piling within which the work of widening the south pier is to be carried on, has now been set in place. It is impossible to contemplate the condition of the old platform of the bridge now in course of removal without feeling very sincere thankfulness that no accident of a serious nature has resulted from it. It seems apparent that the authorities must have calculated to a nicety—perhaps within the margin of safety—the duration to be assigned for such immunity. It is fully two years ago since an unfortunate policeman fell through the planking and was rescued from his bed of low-water mud only just in time to prevent suffocation, and since that date, and even with such a warning, only the most perfunctory repair has been attempted. All is well that cuds well, but it is a satisfaction to think that no further risks have to be run. The temporary bridge, although it affords but scant accommodation for the numerous foot passengers, as only one footway has been provided, will doubtless suffice until the completion of the repairing and extension of the old structure, which presents rather a naked and curious appearance, with its graceful curve of chains supporting nothing.

When hostile fleets close, Sir G. Elliot considers overlooks the fact that very little ammunition could be that the ram and torpedo will be the principal means of carried for very large guns in such boats. A 1600-ton attack, and he thinks that frequently ships will meet bow boat with 14in. of armour, even confined to her breast-to bow, when steering power, strong bows, and quick work, carrying one 110-ton breech-loading gun, and four eye and good nerve will be the principal elements of sue- 4^-ton breech-loading guns, and six machine guns, with cess. A spur may then prove an actual hindrance, for it 12 knots speed, 200ft. long, would, we think, be a difficult may prevent the vessel from moving her bows laterally, design to work out well; and we do not know how many quickly, and, as it were, fencing successfully. We believe, rounds of ammunition it is proposed to carry. Each round however, that Admiral Colomb has something, though not for the big gun weighs 2700 lb., that is, fifty rounds perhaps much, to support his idea quoted by the author,, of weigh over 60 tons. Then the mention of the Hope gun there being an advantage in certain cases on the side of weakens the force of the writer. The designer of this a vessel that runs right away from an antagonist and piece is a confident man. At present his conclusions keeps up a stern fight. Her torpedoes, if not deflected by are absolutely disbelieved by most of our scientiflc the wave, would act at an advantage in meeting the    authorities. Sir G.    Elliot    has an undoubted    right

advancing ship, and some French ships appear to be made    to believe in Colonel Hope    if he likes, but to    intro-

specially strong at the stern as if with this contingency in duce data and place dependence on the power of a view. Most naval authorities would, we think, endorse piece which has yet got to prove that it can accomplish the recommendation that very clear distinguishing marks even a distant approach to what it claims, detracts should be borne by fleet ships, or, indeed, all ships on from the practical character of his book. Sir G. Elliot service. We are not, however, at all so sure that most condemns our inferior gunboats and corvettes and sloops, would so completely ignore the contingency of the quick and it is impossible to speak too strongly in support fire disabling torpedo boats, if it is to riddle the ends of    of what he says. The    fact is that so behind date are they

citadel ships so immediately as Sir E. Reed, Captain Fitz-    that their existence tends to    mislead the popular    mind

gerald, and Sir T. Symonds, if not Sir G. Elliot, seem to while it can hardly add to our strength. It might be a infer. Nor would constructors go with Sir G. Elliot in so good thing for the country if the whole of these vessels freely altering the level of his armoured deck, whose posi- could be destroyed at once. Naval (Officers are almost the tion involves the whole question of buoyancy.    only people who know how useless they are, and they are

LITERATURE.

Future Naval Battles and how to Fight them. By Admiral Sir Geo. Elliot, KC.B.

Any work from so high an authority as Sir George Elliot naturally commands the attention of all interested in the subject. The questions discussed are such that it is difficult to criticise confidently. We shall rather trace the line taken in the work, and on certain points we shall give the best professional naval opinion we can obtain, and it is such that we can confidently say thatwe knownonethatought to carry more weight. Admiral Elliot hopes that this work, of which the greater part has appeared in the Illustrated Naval and Military Magazine, may supply a want existing in the absence of any book of instructions for tactics. We observe at once that so far as this want may be met by a book which will suggest ideas in an irresponsible way, Admiral Elliot’s work may be, and undoubtedly is, very valuable; but the author renders his book totally unsuited for adoption as an official text-book by the unqualified expression of his peculiar opinions, the advocacy of his own devices, and by the political discussions in which he freely indulges. In Chapter II. the author laments that while officers are instructed in mathematics, the tactics of naval warfare form no feature in the curriculum adopted by the authorities, is true, but it is a matter of great difficulty to decide on who should write and teach. We could name experienced officers who are able writers, but their opinions are very pronounced, and probably no very characteristic system would meet with general support. Indeed, it would be difficult to find one that would satisfy even a respectable minority of officers on questions that, before they are brought into practice, can only occupy the region of speculation. The General Signal Book now in use may be, perhaps, regarded as bald and colourless, but it is difficult—at all events until we see more modern naval war—to go far. In the meantime books like that before us are in their own line very valuable. In Chapter I. it is suggested that torpedo and torpedo catchers will in future battles play the part of skirmishers with armies, except that the lines will, in a great measure, pass through one another in their advance, and so fall on the “ big ships.” It is therefore of vital importance to protect the latter from torpedo attack. For this the author proposes a “ crinoline” protection, consisting of fixed bars of iron or steel, leaving the ship recessed below, the object, of course, being to stop and fire torpedoes before they Teach the ship’s side, the inner skiq of which should

The discussion of formation in fleet battles is a difficult naturally unable to speak out what they know. Admiral one. Sir G. Elliot recommends either (1) groups with Elliot discusses finally the designs of ships of war. He leaders in line abreast; (2) groups in two or three columns follows, as we have hinted above, the fashionable line in in line almost or in echelon, or (3) groups in single line ahead which Sir E. Reed has taken the lead—a line which or echelon. Groups of three ships are considered, perhaps, we believe has been pushed to unfair and unreasonable the most complete group system, but that of only two length. His observations, however, of course deserve ships together more easily carried out well. All will attention. His proposal to use the Minotaur and Warrior concur in Sir G. Elliot’s wish to see naval gunnery better classes is important. We have not space, however, to systematised, and the best points to attack more distinctly follow him further. Our readers can judge for themselves defined. On this we need offer no comment of our own, of his review of Sir E. Reed and Mr. White’s con-for we have advocated it ever since 1872, when we gave a roversy, in which we think very little justice is done to series of papers, ending with a lauge diagram, showing the the latter.

ranges at which the armour of the principal classes of iron- We have devoted unusual attention to the con-clads of all nations might be pierced. A year afterwards sideration of this work. Its value and the debt we the official diagram came out, but we have always thought owe him is not affected by our not being able to follow that much was needed in this direction. Sir G. Elliot’s him completely in all his special views. The work attack of the water-line when possible is exactly what we deals with a matter of vital importance to England, have termed the “ primary attack.” The table given on and one on which she has been half awakened, but p. 34, showing the powers of common aixd armour-piercing is only too ready, we fear, to turn round and go to shells, is, we think, intended to guide officers as to whether sleep again. England’s position depends, so far as can be they have power to make the primary attack with armour- seen, and we say it deliberately, on her keeping up a fleet piercing projectiles, or to fire at weaker parts with common of a very different size anil power to what she has at the shell; but it is not clear enough or complete enough for present time; and whatever may be the class of design practical use.    approved, it is of vital importance that in matters in which

On this very important matter a few words may be no two opinions can exist, such as speed and gun-power— useful. The first point is the character of an adversary’s and, we may add, torpedo defence—that her fleets should armour. If wrought iron, the line is clear enough. It is be continually, as far as possible, brought up to date, useless to fire at wrought iron with any shot that cannot perforate it completely. It will never be injured materially by partial penetration, and it may be said safely

that, taking the calibi'e of our projectile as our measure, Society of Arts’ Prize Essays. Some time since the Council

«rsthrt1000£t“f”*f°'-TrycaIibre,‘t

This

thickness that we peiforate that is, a 9m. gun shot p₀or” a sum of £1200, placed at their disposal by Mr. W. West-requires at least 1000ft. to perforate 9in. of iron, 1500ft. garth. The committee appointed to consider the essays sent in have to perforate 13gin., and so on. This rule of thumb is reported to the effect that in their opinion none of the essays realise based on mathematical data, and on certain assumptions is the requirements of the offer in such a manner as to justify them in correct. These assumptions are only strictly true for recommending that the full amount of the prizes offered should be , •    ,    i i i • r    awarded, they recommended, however, that prizes amounting in

certain new type guns, but the rule is at present practically a]j to £C00 should be awarded. The Council, after consultation true as a limit—that is to say, we may safely give up the with Mr. Westgarth, have accepted the report of the Committee, idea of primary attack unless we can command 1000ft. and awarded the prizes as recommended. It has been determined striking velocity for every calibre in the thickness of the that th? three essays to which prizes of £100 were awarded shall armour. Thus it is useless to attack lOin. iron armour Polished on behalf of the Society.

with an 8in. gun unless it has at least 1250ft. striking The Lower Thames Valley Main Sewerage Bill.—The velocity, with a 6in. gun unless it has over 1666ft., Select Committee of the House of Commons—to whom was and so on. Old type guns would need more, but r^®Uecl the Bill promoted by the mayor, aldermen, and burgesses -actio, a would fe something to have a clear limit

when to give up primary attack certainly, and until such The Bill, in the form in which it will now go to the House of Lords, guns as are foreshadowed by Colonel Maitland, but which carries out the recommendation of the Special Committee of last will be but few for a long time to come, the above may be year 80 ^ar as dissolving the joint board is concerned; but the safely taken. For compound and steel armour the case is    ^ie c^au?es an(* schedule which were originally in

more complicated. This armour is generally destroyed by

breaking up, and perforation rules may mislead. Admiral racter is inserted, giving power to any two or more of the districts Elliot no doubt takes perforation of steel-faced armour as within the jurisdiction of the joint board, to form themselves into 25 per cent, less than with iron, but this is not trustworthy. a sejiarate district for dealing with their own sewage. In order to As armour gets harder, directness of fire tells more, and so allfow a fair *““« to the districts to reconstitute themselves, the does long continuance. In fleet actions long continued Servanov a1°L    th?vwl

attains would ftQt ^ possible* ^nd, roughly asking, a    this^\L P *    ^    ™    ^

H.M.S. BENBOW.

The Benbow, now building at the Thames Ironworks, Blackwall, is intended to be launched on Monday, June 15th; she is a ship to which special interest naturally attaches at the present time, because she is perhaps the most remarkable vessel of the new citadel type representing the ships termed the Admiral class, being all named after celebrated admirals—that is, the Howe, the Anson, the Collingwood, the Camperdown, the Rodney, and the Benbow. The Benbow differs from the others in carrying in each of her barbette towers one 110-ton breech-loading gun instead of two smaller pieces. It is this fact that constitutes her most notable feature. The 110-ton breecli-loading gun ordered from Elswick is 43ft. 6in. long; its calibre is 16’75in. It fires a charge of 9001b. and a projectile weighing 18001b., with a muzzle velocity of 2020ft. per second; giving a muzzle energy of 61,200 foot-tons, with a calculated perforation of 30'5in. of wrought iron, and an energy per ton of gun of 513 tons. These figures will be found to imply that it will be the most powerful gun in the world at present, Krupp’s 119-ton gun having only 46,061 foot-tons calculated muzzle energy. The Benbow is also interesting as being built by contract, for at the present moment it is very important to learn the relative advantages and disadvantages of building by contract and in the Royal shipyards.

The Benbow is of the mastless type, having only a pole with a top for two machine guns. She has compound armour in a belt about 8ft. wide and 18in. maximum thickness along her water line amidships, with a 3in. steel deck at the top of the armour, and a horizontal armoured deck fore and aft of her citadel. She is 330ft. long and 68'5ft. wide. Her displacement will be over 10,000 tons, perhaps running up to 10,500 tons. She has 9000-horse power, and her speed is hoped to be 16 knots. Her barbettes are protected by Min. of compound or steel-faced armour built at an angle, as shown on page 460. Her armament is as follows:—On her hurricane deck she carries eight quick-firing Hotchkiss 6-pounder guns and four Nordenfelt machine guns, probably four-barrelled lin. Nordenfelts in small projecting towers. On her battery deck are ten broadside 6in. new type guns, those at the fore and aft ends of the battery training round so as to fire if need be through ports made for firing directly fore or aft. There are also on this deck foui quick-firing guns and six machine guns, four in towers and two carrying shields on their carriages. In her barbette towers are the two 110-ton guns. There are also four smaller five-barrelled Nordenfelt machine guns, 4,5in. bore. Her top is designed to carry two machine guns. Torpedoes can be discharged ahead, astern, and abeam. The guns on the barbette towers are of course much exposed, but the gun detachment is down below a steel circular 3in. revolving deck. The gun is loaded by running back and lowering the breech. The type to which this vessel belongs is one which we need hardly say has been the subject of long and bitter attack by Sir Edward Reed. At present this line of criticism meets with approval from some of the best known naval officers. On the other hand, others think it has been pushed to unreasonable lengths. Citadel ships leave their ends exposed at the water line. The French barbette class, represented by the Admiral Duperre, have armour along their water line from end to end at the expense of exposing the ship in other places. At Alexandria no shell that passed into the unarmoured part of any of our vessels did serious damage, and until the introduction of quick-firing guns few officers would, we think, believe that ships could be destroyed by such fire. It is now urged that quick fire may very quickly riddle a vessel along her water-line, and so cripple her that she may be rammed. Both classes of vessels may be capsized by destruction of unarmoured parts, as has been shown al the Admiralty by model experiments; but the adversaries of the citadel type urge that water is liable to enter and interfere with speed. On the other hand, such a vessel as the Admiral Dupemi has her men so entirely exposed that it may be questioned if she could keep a living soul at any of her guns under the fire of quick guns and machine guns The whole are exposed in a way that was suggestive of a special adaptation to the peculiarities of such a ship as the Inflexible when she carried only four monster guns and three or four 25-pounders, and which had little power of attacking men, but which must be affected by the introduction of quick fire as fully as our own vessels. Some officers believe that the effect of quick fire is at present overrated. Experiments on this seem to be very desirable. It appears probable that the construction of our ships may be so far affected by quick fire as to cause a thin belt of armour to be extended at the water-line—that is to say, perhaps 3in. of steel, or whatever may be found sufficient to turn off the great mass of quick fire, which, of course, may be assumed to fall on it more or less obliquely. As to her ramming powers, the Benbow has a spur strengthened with a horizontal flange, and her bows are stiffened with her horizontal armour deck. With her twin-screws she ought to be fairly handy.

METALLIC PERMANENT WAY.—INVENTIONS EXHIBITION.

In the Exhibition several systems of permanent way are shown, some of which have not been illustrated in our columns. Amongst these are the Denham and Olphert’s sleepers, shown by the accompanying engravings. They are exhibited by Messrs. Thomson and Browning, of Victoria-street, S.W. A large number of these sleepers is in use in India, where they

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have been successfully employed for some time. They are exhibited in several forms, one having Molesworth’s iron wedge fastening. In our engravings, Fig. 1 shows the sleepers for double-head heavy rails, Fig. 2 the same for flange rails, Fig. 3 ] the arrangement with Molesworth’s wedge fastening, and Fig. 4

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Olphert’s chair. The plate sleeper is easily packed, and the rhange from wood to these is effected without any difficulty. The line upon which the Mekarski air engine car runs in the 'rounds is upon this system. Other forms are also laid in the •'rounds.

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Another system exhibited is that of Mr. Holtham. This is a longitudinal system, and the inventor has published a brochure which he has privately circulated, setting forth his arguments in favour of the longitudinal as compared with the transverse system. Although some of his arguments are of considerable

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These ribs pass through recesses in the bases of the jaws, into which tapered keys are driven, the jaws resting on the surface of the sleeper outside the ribs. To prevent slacking back of the keys, and consequent loosening of the jaws, the upper edge of the rib is struck with the keying hammer, making a slight bulge outwards that precludes movement of the jaw in one direction, while a similar bulge, but inward, behind the key when driven tight renders impossible any movement in the other direction. The jaws and keys are of cast iron, the sleepers of mild steel or malleable iron. The jaws can be fixed at any required intervals; and this freedom of position, when curves are being dealt with, abolishes the old practical difficulty with sleepers of this type—

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that of keeping the cross connections square. A jaw can be taken off and a new one put in its place without disturbing either rail or sleeper.

f ^The cross connections of jMr.’Holtham’s system'areTntended to give to the longitudinal sleepers the counterpart of the ends of the cross sleepers and the lateral support they afford to the rail. Otherwise each cross-tie is a tie only, so far as that part of it is concerned that lies between the extreme edges of the parallel sleepers, under which it passes to the rail direct. Some of the outer jaws are lengthened so that they extend over the sleepers, and are secured to the centres of the bearing surfaces in the same way as they are fastened on to the sleepers, all connections being thus made by the use of cast iron keys of uniform shape and requiring only the use of a hammer to fix them. The

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New River Bridge betwixt Durham and Sunderland.—As an important district public improvement, the erection of a new bridge over the river Wear at Low Cocken has lately been commenced. The contract for masonry and piling has been let to Mr. R. Allison, builder, Sunderland, and the wrought iron lattice girders of 120ft. span, with Lindsay’s patent trough steel flooring, to Messrs. Head, Wrightson, and Co., Stockton-on-Tees. The works are being carried out from the plans and superintendence of Mr. D. Balfour, Assoc. M.I.C.E , Houghton-le-Spring, Sunderland.

Engineering Society, King’s College, London.—At a general meeting of this Society held at King’s College on Thursday, June 4th, Mr. W. P. Adams read a paper on “ Inoandescent I.amps.” Having traced the development from Professor Jobard’s, he entered fully into the details of manufacture, and showed how the filaments used in the leading lamps were produced. He then went on to compare the efficiency of the different systems, and suggested that probably the best method of finding the real efficiency would be to run all lamps at the same electrical efficiency —say 3 watts per candle—and find out how many hours they would last. Then those lamps which would last over the 1000 hours could be run at less than 3 watts per candle. The paper followed by an interesting discussion.

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force, it is not necessary for us to consider here the relative claims of the two systems. With the longitudinal sleeper he considers that the rail itself, though subjected to smaller strains, does more of the actual work of distributing the load, so that the sleeper need only be regarded as a broad sole to the rail requiring no longitudinal stiffness but what may be convenient for separate handling—see Figs. 5 and 6.

Mr. Holtham’s views of the capabilities of the longitudinal type are based upon the retention or ultimate adoption of the modern form of steel rail, namely, the bull-headed section, in use on all our main lines, and in this respect his design differs from previous examples. The rail is secured to the sleeper by keying it in the ordinary way between pairs of jaws, fixed upon the sleeper by a method that requires neither bolts nor bolt holes. The upper or central part of the sleeper is a solid double-channel section, having a central rib that forms a continuous rail seat and lateral ribs, to which the jaws are attached.

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connection of two successive sleepers endwise is by a pair of double jaws, the bases of which span the joint, one end being fixed and the other limited to a small sliding range sufficient to provide for expansion and contraction. Effective fishing of. the sleepers is not called for, but lateral stiffness is maintained by the double jaws. On the other hand, the two channels in the upper part of the sleeper admit of deep fish-plates being applied to the rail joints. The lower and broader part of the sleeper is made discontinuous at intervals, leaving narrow gaps, for a short distance on either side of which the central continuous part can be bent or sprung by the application of the bars or the “ jim-crow,” just as is the rail. The two portions of the sleeper, for convenience of handling, are connected by rivets which, however, are considered to, have no strains to encounter otherwise, as all connections are attached to the solid rolled upper part, and there is no tendency for the parts to separate when they are once laid down, even if the rivetting were

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absent Ihe sleepers are made of the same length as the rails, but this is not strictly necessary, as the rail joint may fall anywhere in the length of the sleeper. The weight per mile is as follows : Steel sleepers and cross ties, 100 tons ; cast iron jaws and keys, 51 tons.

A new form of chair, which requires a mortice in the wood sleeper on whicli it rests, is exhibited by Mr. W. Hindson, of Gateshead-on-Tyne, and illustrated by the accompanying engravings. Figs. 7 and 8 are an elevation and plan of the

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PARSON’S DETACHABLE BORING TOOLS.

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single chair. It is formed in two pieces A B, and has a pin or hinge C on the underside for holding the two pieces together, and serving as a centre upon which the jaws of the chair are made to work. This hinge portion of the chair is made in the form of a square, or rectangle, cast on the underside of the chair, which is let into the sleeper, thereby forming a fixing of the chair to the sleeper, and preventing the spreading of the way. The base of the chair and the seat or rest for the rail is made of the usual form, and is constructed to act as the jaw of a vice, gripping the rail firmly as the weight comes upon it. It is not perhaps for us to consider the chances of the jaws opening witli side thrusts in case of derailments, and thus possibly

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that a rail may be cut anywhere; and the advantage of the system is that no holes have to be made. The wedge and wedge pieces are all rolled. Another illustration of what can be done in the rolling mill is shown by Dixon’s fish-plate, which is represented by the annexed engraving, Fig. 12. This fish-plate is rolled of a variable section, so that where the stress is heaviest— namely, in the centre of its length—the strength is very great. This fish-plate is in extensive use.

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system with which fish-plates are used, and estimates a great annual saving as compared with wood-keyed lines. The chaiis have been under trial some time on the Great Northern Railway.

DETACHABLE BOEING TOOLS.

adding to the risk of disaster, but the question readily presents itself.

A new form of key and chair, as shown by Fig. 9, is exhibited by Mr. R. Robson, of Low Wortley, Leeds. The chair is made with a loose jaw piece which is held in by a cotter as shown. A wood key is used as usual. The advantage which the inventor claims seems to be that even if the cotter is taken out the rail will be safe. Where the advantage is, as compared with a chair without a cotter, is not clear.

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exhibited by Messrs. Keeling and Rigby. It is shown by the engraving, Fig. 10. One part of the jaw is loose or separate from the main body of the chair, loose jaw C is wider at B than at A, and thus, when driven in, it tightens as a wedge, and a pin is then driven in the hole shown, which is also made in the main part of the chair. The chair must be exactly made, or as the wedge, the body, and the rail are all rigid pieces, the rail will either be loose in the chair, or the chair will be broken by driving the piece C into place, so as to get the pin or spike into it. A chair similar to this, but with a wood cushion piece between the jaws, so as to give the necessary flexible hold, was made many years ago.

Mr. C. H. Rosher, of 39, Charing-cross, shows a chair made in two parts, and Mr. W. H. Swain shows Courteen’s chair, with separate jaw piece.

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Messrs. J. and F. Howard exhibit an ingenious and simple light permanent way, as shown by the accompanying engraving. The sleeper S has a section which makes it easy to cut, as shown, for the insertion of the wedge A. The system is simple and the parts as few as possible.

Leadbeater’s patent railway chair, illustrated by the annexed engraving, Fig. 14, is shown in the northern part of the Main Gallery. Its object is to replace the wooden keys now in use with a chair, which has a cast iron wedge A and a wrought iron key B, and when the latter is driven into the narrow opening or keyhole between the wedge and the shoulder of the chair, the wedge is forced downwards and forwards until it is tight

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The Acaster Rail Joint Company exhibits a number of specimens of Acaster’s rail joints. These, it will be remembered, consist of three wedges driven in between the top and bottom heads of the two contiguous rails, and thus make bolts and nuts unnecessary. The difficulty hitherto experienced with this joint lias been the cost of making the necessary groove for holding the wedges in place. This has now been overcome, a machine having been made for rolling the grooves A in _ place as . the rails leave the rail mills, and the cost of this system has been reduced to that of ordinary fish-plates and bolts. The annexed section, Fig. 11, shows the wedge C, which has a taper of |in. to the foot, and the pieces B, which have a similar taper, making a taper of 0‘375 per foot. The grooves referred to are at A A, and they are now rolled the whole length of the rails, so

against the rail. The small end of the key is split, and is turned back each way, so that it cannot come out, and the wedge cannot then get loose. To replace fish-plates and bolts, a double or joint chair is formed like the intermediate chair, but it is nearly twice its width, and two studs are cast on the chair, the wedge, to pass into the end hole of each rail, and so prevent the chair from getting out of position. The wedge in the joint chair is fixed with folding keys, so that both rail ends are tightly held. The inventor is circulating an estimate by which he shows the original cost to be less than the usual

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The accompanying illustrations show Parson’s new tools for making artesian tube well and other borings under the ordinary boring-rod system, but with the tools detachable and adapted for freely sliding up and down the full length of the rod with a simple arrangement for interlocking with same when in their position for boring, instead of their being fixed into and made a part of the rod, as has hitherto been the case. As the boring proceeds, therefore, and the tool takes up the bored material until it is filled to choking point and necessitates withdrawal for the purpose of clearing, which is the case at every few inches penetrated, instead of having each time to lift the entire length of boring-rod, with its corresponding cumbersome weight, through a height equal to the total depth bored, and at the same time go through the tedious and time-losing operation of the unscrewing and disjointing the rod at about every 10ft. of its length, and re-connecting after the tool has been cleared whilst lowering again to its original position, the tool E only is removed, drawn up the rod by the chain A attached to the winch barrel or pulley, cleared, slipped down the rod by one man, and at work again in a few minutes, according to the depth through which it may have to be drawn.

The chain A, which is lengthened in 10ft. or 20ft. lengths at a time by special links, as the boring goes down, after the tool has been lowered into its position again, is taken off the winch barrel, to which it is hooked each time in its end link, hitched up in the bracket B on the rod, as shown, and goes round with same during the operation of boring; and being kept almost tight, its position is maintained, and there is no possibility of its becoming twisted or entangled with the rod. Again, by the non-removal of the rod each time of clearing from its perpendicular position, in which it is started and kept during the operation of boring by a casting, which revolves as the rod is turned by an arrangement, as shown at C, on the platform of the trestle, the tendency to disturb and break in the sides of the hole not tubed and so cause a quantity of loose material to fall in and accumulate at the bottom, is avoided, and the tool being of a less diameter when the rimer H is closed than the bore-hole itself, has ample clearance all round for ready withdrawal. The tool is so arranged that, in addition to the boring rod, which has a drill point at its end D doing its share of the work, it contains also two tools in one,viz., the borer E and the rimer or expander H, which are both at work at the same time, instead of separate and distinct tools and borings to accomplish this object under the ordinary system, and this forms an important feature in the utility of these tools. By this combination of the tools for the bored tube well, or for ordinary borings where tubing is necessary, the tubing is enabled to follow the boring inch by inch, as the rimer blade H, which automatically falls forward and projects beyond the borer E as soon as this tool is lowered into its position at D, and enlarges the hole to receive the outer diameter of the tube and sufficiently to allow of its almost dropping by its own weight, immediately that the strain of the chain is again put on, preparatory to lifting, at once closes within the borer E, and the tool being then of a less diameter than that of the inside of the tube, is drawn up, as above described, and as shown at K. The detail engravings, Figs. 3 and 4, show the detached boring tool, the strain of the chain being put on preparatory to lifting the tool and running it up the boring rod, as described, instead of at work, as shown in the side elevation, Fig. 1.

When the strain of the chain is taken off, the rimer blade H automatically falls forward and projects beyond the auger or borer E; the catch also at one and the same time falls into

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position and interlocks under the stud S fixed in the rod, and is thus prevented from rising or slipping up the rod during the operation of boring. By this enlarging of the bore hole to receive the outside diameter of the tube, the excessive friction arising therefrom and the hard driving required to put it down under the ordinary system, after the tube has been inserted some 15ft. or ‘20ft., is, the inventor asserts, in a great measure overcome, if not entirely so, and the hole can be taken down and tubed at one uniform diameter throughout its whole depth, instead of having to diminish from a large diameter at the commencement to a small one at the finish—a contingency which sometimes leads to trouble after a good depth has been obtained, from a wrong estimate having been formed of the diameter necessary at the outset, and the hole having become so reduced and small that the boring cannot be completed without the withdrawal of the tubes and the enlargement of the bore hole throughout from its surface. The manner of putting down the tubes under this system is also simple in its character, and they can either be jointed above ground line and inserted, or as represented in the illustration. Where a 10ft. length of tube an inch or more larger in diameter than the tube to be used throughout for lining the bore hole is first put down, the second and remaining tubes being inserted and made to follow the boring as it proceeds, any driving necessary and the screwing together of their several lengths being done within the larger tube and then in the ground, with their heads projecting about 12in. above the bottom of same.

The tools are adapted for working singly with the rod central, or in twin fashion on its sides, as in the illustration, which represents two ordinary clay shell augers connected together and forming one tool, and with either round or square rods, and are made on a similar principle to the auger E for penetrating the different strata met with. The jumper—for hard substances—for giving rapid percussive blows, being also an independent tool, which can be worked up and down by the chain A, to which it is attached from a frame and lever arrangement temporarily secured to the boring-rod at about 4ft. from the ground level. This operation, after the manner of a pump handle, being carried on during the whole time that the rod is being turned and drilling is going on at the point D. By this system of boring, too, the heavy timber staging or shear frame and machinery usually employed or necessary for the more rapid lifting and lowering of the rods when any depth is being bored, can be substituted for an arrangement of a much lighter and compact description. Our information has been received from Mr. E. Jackson, M.I.C.E., 2, Westminster-chambers, S.W., from whom we understand that the tools can be seen at work in the Isle of Wight.

exhauster I, and thence to the chimney. The sand thus freed by Professor Rogers, the system adopted is that of making gauges from the steam and moisture passes on. strikes the sheet of to correspond to the lines which are accurate subdivisions of the glass or other article held in its path, and then falls into the Imperial yard, thus removing this liability to wear. The gauges annular chamber F ready to be used again. The apparatus as ar® *na<^® ky referring each separate standard to a line which is

mg email sheets of glass, but with suitable alterations and In making any number of gauges of the same size, this method additions it can be used for ornamenting and frosting glass of ensure the last gauge being exactly the same as the first, with-all descriptions,    silver,    electro-plate,    Britannia    and    other    metal    out reference to each other or to any other perishable standard,

goods, and cutting—incising—ornaments    in    marble    and    other    This has actually been done in the work so carefully gone through

stone.    by the company, and it is possible and entirely practical to produce

.......    gauges so nearly alike by this means, that a variation between any

Fig. 4

STANDARDS OF LENGTH AS APPLIED TO GAUGE DIMENSIONS*

MATTHEWSON’S IMPROVED SAND BLAST APPARATUS AND PBOCESS.

The Tilghman’s Patent Sand Blast Company has recently brought before the public an improved sand blast process and apparatus. In practice it has been found that the most economical, inexpensive, and simple means of giving the necessary velocity to the sand is by a jet of steam. But notwithstanding these advantages, the difficulty of manipulating the articles to be frosted, engraved, perforated, &c., in a chamber filled with steam or vapour, the difficulty of finding a suitable resisting material which will not be affected by either heat or moisture, the danger of breakage in the case of glass by the heat of the steam, the danger of the fine lines of the stencil or design getting clogged by the moist sand, and lastly the trouble of re-drying the sand every time it is used, has precluded its use in nearly every branch of manufacture to which the process has been applied. In consequence of these objections, an air blast, produced by expensive exhausting or blowing machinery, has heretofore been nearly the only practicable means of applying the process to the many purposes in which it is found useful. Besides the machinery required for the air blast, the wear and tear and consequent cost of repairs has prevented the use of the process except in large works.

By George M. Bond, Hartford, Conn.

(Concluded from page 447.)

As an instance of the “eternal fitness of things,” allow me to quote from Mr. Forney’s Report! at the Convention of Master Car Builders, held in this city, in June, 1882: “It is worthy of note that a remedy for the evil complained of by master car builders, that nuts made by some firms, or at some shops, would not screw on bolts made at others, at first baffled the ability of the most prominent manufacturers of tools in the country, and to j

provide an adequate remedy it was necessary to secure the assist- two of even one forty or one fifty-thousandth of an inch can be dis-ance of the highest scientific ability in the country, which was covered. We have found from our own experience that tool supplied through the co-operation of the Professor of Astronomy of makers are very critical. They work closer than they themselves tlio oldest and most noted institution of learning in the land, imagine, and in duplicating parts of any machine or any work In the system so wonderfully developed by Sir Joseph Whitworth requiring this exactness, they work often within a fifty-thousandth for the manufacture of machinery by the use of interchangeable ₀f an inch without being aware of the fact; so that in making a gauges, he obtained the subdivision of the yard by making 3ft. number of gauges of the same size, it is certainly necessary that pieoes as nearly alike as was possible, and working these foot pieces they should be made within this limit. Nothing could throw down until each was equal to the others, then placing them in his more gloom over the spirits of a manufacturer of gauges than millionth measuring machine; the total length of the 3ft. pieces the discovery that a tool maker is able to prove that two gauges, was then compared with a standard end measure yard. These 3ft. both marked alike, are unlike in size. In the illustration before pieces were ground until they were exactly equal to each other, us—Fig. 4—we have a form of a simple bench micrometer or and the three added together equal to the standard yard. The measuring machine, in which the screw and subdivided index subdivision of the foot into inch pieces was made in the same way. circle form the main features. In order to obtain practically Phis method necessitated extreme care, and also an enormous the same result in duplicating sizes from a standard for ordi-amount of time. In the method which has been adopted by the nary gauge work, an auxiliary set of faces or caliper jaws Pratt and Whitney Company, the sizes are not constructed in this are used, and are shown at the extreme end of the instru-way, but ruled lines, which represent the subdivisions of the ment. These auxiliary jaws serve to hold a small cylindrical British yard, are first investigated and found to be either accurate, plug, so that in adjusting the machine or caliper to any given size, or their corrections are applied, before a single gauge or any end the pressure between the caliper jaws in which this standard is measure is made. This method of investigation you will remember placed can be determined by the tightness of this small cylindrical was described partially in our previous lecture. One can readily plug. By taking the reading on the micrometer and bringing a understand what an unsatisfactory way it would be to attempt to second gauge in place of the original, the same conditions of pres-subdivide a yard, or even a foot, into end measure pieces varying sure upon this second gauge may be readily determined by noting by sixteenths of an inch, say from Rn. to 4in., sixty-0110 in all, the behaviour oi this little “feeling piece/’ as Whitworth might which would fulfil the condition of being exact aliquot parts of ; call it. The variation may then be read in the ordinary way by the standard ya,rd, which they each should represent. We can the subdivisions upon this divided index circle. As an instrument imagine the difficulties to be overcome by any one attempting this | for originating a size, even with a screw of the utmost precision, work by the subdivision of a standard foot, using the method it could not be expected to bo infallible; but to copy or duplicate adopted by Whitworth in 1834. Without having a line measure to sizes it has been found to be very serviceable. A variation as which to refer, this standard foot providing it was standard at minute as one hundred-thousandth of an inch has been shown to the start would necessarily be subdivided into two parts, each be appreciable in a case which has come under my own observation, representing bin., equal to each other of course, and together equal ln order to make standard gauges within the limit of accuracy to the foot. Constant, reference would have to be made to the necessary for interchangeability, and to fulfil the requirements of standard foot piece, which would obviously result in more or less modern workshop practice, it may be unqualifiedly stated that lino wear of the end surfaces. Then the bin. would be halved, and so on measure, adapted for use as a practical reference, is the best standard until the inch was obtained. Then, in order to prove that the inch for this purpose. The strong reason for this statement is that the one-twelfth of the foot, it would be necessary to make twelve ever present element of wear from constant use is entirely eliminated. The standard line measure bar we now have before us is one which has certainly shown this to be not only a strong reason, but a valid one. The lines which represent aliquot subdivisions of the Imperial yard were ruled upon a dividing engine constructed by Professor Rogers, the work being done at the factory of the American Watch Company, at Waltham. The total length, represented by the defining lines, is exactly one-ninth of the length of the Imperial yard, or 4in., having no correction at b2 deg. Fall. In other words, it is within a limit of T7n?uinj of an inch. The subdivisions are inches, half inches, quarters, eighths, teentlis along one edge, and a band of lines, 2500 pe-ing 2in. from one end. Next is ruled a series of lim

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In the new sand blast a jet of steam is used to give the velocity to the sand, but by means of a counter current of air meeting the cone of mingled steam and sand the steam is separated and carried away, while the sand dried and cooled passes on, strikes the article under operation, and then falls into a suitable vessel ready to be used again. The new sand blast has thus all the advantages of the steam blast, without its objections. The force of the blast can be easily regulated, from the low blast required to engrave table glass to the strong blast required to perforate sheet glass, in a few seconds, or to cut granite and other stone with rapidity. The annexed illustration will be easily understood. Dry steam from the boiler is conducted to the apparatus by the pipe M. A small quantity of the steam passes through the regulating cock D into the steam jet exhausting apparatus I, and causes a current of air to enter the upper end of the cylinder E, as shown by the arrows. The remaining portion of the steam passes on and into the blast nozzle A, carrying with it sand from the reservoir H. The mingled sand and steam then enters the lower end of and passes through the conical pipe B, reaching to within a few inches of the upper end of the cylinder E. The steam, after passing through the oonical pipe B—expanding many times its former volume, thereby greatly reducing its density—is met by the oounter curreut of air, and carried down the pipe C through the

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of these inches, or six inches equal to the Gin. piece, and the sum of all to be equal to 12in. or the original foot. We can all of us realise what occurred to the standard foot in the course of this constant reference to it as the original standard. Hence a line measure is really the only means of preserving this constant and standard ujuality for size, and it is this principle which has been the means of producing results which so far seem to fulfil all the requirements for an accurate system of interchangeable gauges.

In order to help out the matter, recourse must be had, for further subdivisions, to the use of a screw and a divided micrometer index circle. Just here we introduce the use of what has long been considered one of the impossibilities to be obtained by mechanical skill—a perfect screw. It was this that Whitworth I

was obliged to depend upon in obtaining his subdivisions by six- j thread gauges from Rn. to 4in. inclusive. Along the edge teenths. We have before us upon the screen a perspective opposite the series of sixteenths, is ruled tenths and twentieths view of the celebrated Whitworth millionth measuring ma- ₀f an inch, covering a space also of 2in. This bar is made of chine, designed and used by Sir Joseph Whitworth to measure J steel, hardened and ground perfectly plane on its upper surface minute differences of inch standards. This machine, as you will and highly polished. The graduated lines were transferred to this see, combines the use of a screw for obtaining slight advances of surface, using a metric screw, the pitch of this screw being one-half the measuring faces of the instrument, a divided micrometer circle j a millimetre. The ruling was done with a diamond. So carefully and also a worm wheel to still further reduce the value of each was the relation between the pitch of this metric screw and the division upon this carefully constructed micrometer. We have length of the yard determined by Professor Rogers, that upon npw a section view of this machine, showing the method of pro- | investigation, using the method of the stops, mentioned in a viding against backlash of the nut and screw, which is secured previous lecture, the errors were found to be within ^J^-jin. for by a double nut as shown Fig. 3 in the drawing before us. , the particular subdivision of the Imperial yard which each repre-\ ou will notice that the machine is very massive, and the sents. When we realise that the transfer of each separate line, accuracy with which it was constructed is designed to indicate I except the band of 2500 per inch, was an actual computed setting with extreme delicacy differences between any two standard inch ₀f the diamond before the lines were traced, some idea may bo pieces so called. Between the movable end of the rectangular obtained of the wonderful precision of the mechanism of the

dividing engine, as well as the accuracy of the mathematical calculations involved. Being hardened steel, the measurement of hardened steel gauges by being referred to it, becomes entirely practicable at any convenient temperature, providing, of course, that an equal temperature for both standard bar and gauge is maintained. As the lines are less than ₂ Ditto of an inch in width, all comparisons must be made using a microscope. The practicability of calipering under a microscope has long been urged by Professor Rogers as being the only exact method of inspecting standard gauges. The result obtained by use of this method, combining, as it does, science and practice, has demonstrated beyond any question, the simplicity as well as the accuracy of the method. To give some idea of its value for the purposes of originating standard sizes, an instance in mind may be stated. A number of cylindrical size ton which advances by means of the screw and nut, and the gauges, external and internal, a representation of which is standard end measure piece, is a small polished piece of steel, shown in Fig. 5, commonly called plugs and rings, were made, having parallel. faces, called a feeling piece. The difference in They were finished to agree with the subdivisions upon this length of two pieces is detected, it is claimed, by the variation little hardened steel line measure standard. Nearly eighteen months in the reading of the divided wheel, and the uniformity of afterward a new lot of the same sizes were made, and upon trial it contact is indicated by means of this feeling piece. The tight- was shown that any ring of the first lot fitted perfectly any plug ness of an end measure inch only one millionth of an inch longer of the second. Both lots had been made without reference to any than one to which the machine had previously been adjusted, intermediate standard set of plugs, except to rough them out, as will, it is claimed, prevent this feeling piece from dropping when it is called, within about rRf^in., all finishing after this having placed between the caliper jaw and the standard. In order to make gauges for shop use, and to make them in such a shape be practical and not readily worn through constant reference, M Whitworth proposed a form of cylindrical gauges represented by /y plugs and rings. These standard jdugshe measures in his machine, IE duplicating his end measure sizes in this more practical form.    ;r

In using his measuring machine, he does not claim ittobeaninstru- 111 ment for originating sizes, but merely for comparison of minute differ- ! V ences. Hence in order to maintain a constant standard, reference c must be had to end measures which are certainly liable to sustain some    ^

slight change from wear or oxidation In the method used.fey the been done from data determined by calipering under the micro-1’ratt and Whitney Company, and which was proposed originally scope. A good gauge fit is not that the ring shall slide freely over

* A lecture delivered before the Franklin Institute February 29th, 1884.    shake> but °ne su®h f:kat, ^ rinS’

f Report of the Committee of the Master Car Builders’ Association, JS after hivingft    nTiZ iff, ^ 0ll’₊8ha 1

appointed “to investigate and report on the present construction of • {,    ,    ,.F . fairly on the plug, showing no tendency to

screws and nuts used in cars; and the amount of accuracy that is desire- ®nP the plug while the ring is kept moving. Let the ring, how-able to secure, and the best means of maintaining it, in the standard ever, stop moving even for a few seconds, and this condition of an adopted by the Association, in Richmond, Va., Juno 15th, 1871,” &c, j apparently easy fit is suddenly changed to a driving fit, often Submitted at the annual Convention, in Juno, 1882,    I causing serious damage to the gauge in separating them. In order

The and six-r inch extend-is ruled a series of lines representing the bottom diameters or tap sizes of all United States standard

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On the 27th ult. Messrs. Edward Finch and Co., Chepstow, ran a successful trial trip of the screw tug Royal Briton, built for Messrs. Gibbs and Lee, of Cardiff. Her principal dimensions are :— Length over all, 93ft. 6in.; breadth, 18ft. l£in.; depth, 9ft. 8Ain. She is fitted with compound surface-condensing engines having cylinders 18in. by 36in. by 24in. stroke, and a boiler 9ft. 6in. by lift. 6in., designed for a working pressure of 851b.; has accommodation aft for captain and forward for crew, together with one spare state room, large cross bunker between engines and boiler, and is fitted with all the most modern appliances. After steaming continuously for about nine hours, and giving, we are informed, every satisfaction, she entered Cardiff.

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to show this condition of perfect fit to best advantage, the temperature, of course, must be the same for both. The surfaces of the plug and ring must be as hard as steel can be made, and polished as carefully as the state of the art will admit. A good way of testing the accuracy of any set or pair of cylindrical gauges in reference to their being aliquot parts of any adopted standard is to place within a ring which fits a standard plug two smaller size gauges, tangent to each other, and if their sum is equal to the diameter of the larger single gauge, they will be tangent to the ring also; if exactly right they will be found to hold together tightly, as the elements of cylinders which are in contact must either occupy the same space or be compressed enough to allow this practical tangency to be made. Care must be taken not to force the second gauge in too far, as this would evidently tend to injure them.

In the gauges before us, which are 2jin., ljin,, and lin., we may see how nicely this test is met. If we use a gauge which is of inch smaller than lin. in diameter, the tangency is incomplete, for this gauge drops through, hardly touching. A thousandth of an inch, you may say, is almost not worth considering, but here have a standard plug and ring, the ring fitting perfectly, as you —- We now insert the plug, which is only    of an inch too

small; it can be literally thrown on or off, one might even say that it fairly rattles,” the difference seems so great as compared with the fit of the standard. We have here a jin. plug, it is only nritaff an inch smaller than the standard, the plug and ring representing which we also have. You will notice it is not so loose as was the inch plug small, but still one-third of this is perceptible, and shows plainly that it does not perfectly fit the ring.

In our experience in the manufacture of standard gauges, ___

this test is not a delicate nor a satisfactory one. It is not equal to that obtained by the use of a fixed caliper gauge having polished parallel jaws; a specimen gauge of this form we have before us— Fig. 6. For the purpose of testing the larger sizes, this form of

Fig. 6

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gauge is the best, as the friction between the two surfaces variable quantity, depending upon the degree of hardness and polish of the fitting surfaces of plug and ring. It is possible, also, that the cohesive force which we have mentioned may act in this close-fitting relation, explaining why the ring should suddenly be so tightly “ gripped.” With a 2in. gauge, a variation of mlmi of an inch is imperceptible, when a ring is used to determine this small difference ; while with a caliper made as just described, having polished parallel jaws, this minute difference may be readily detected, if the caliper be first carefully adjusted to a standard 2in. cylindrical gauge. To convey some idea of the minute variation which may thus be detected, I may state that a fragment of gold leaf, so thin that a mere touch of the finger caused its total disappearance, on being carefully measured under the microscope, showed that its average thickness was yxsim of an inch. This same gold leaf would actually float in the air like a spider’s web, and yet this extreme “thinness,” if it may be so termed, is actually twice the limit of error within which it is possible to duplicate standard plug gauges, referring them to a line measure under the microscope. The lines ruled upon this standard line measure bar in the space covered by the first 2in.—2500 per inch—if placed lin. apart, the lines being magnified in proportion, would be represented by furrows or marks one-tenth of an inch wide, and would extend over a length of 416ft. 8in., or nearly one-twelfth of a mile. The measurement of the diameter of drawn wire has long been a matter of confusion, owing to the use of numbers to designate arbitrary sizes which in many cases do not correspond with each other for the same numbers used in different standards or styles of fixed wire gauges. Even wire gauges of the same standard do not agree with each other—due perhaps to wear, if not from actual variation when new. To overcome this serious difficulty, the use of the micrometer, indicating thousandths of an inch for wire and sheet metal measurement, was adopted by the Association of Master-Mechanics, in Convention at Niagara Falls, June, 1882.

Since this date, in England, the Standards Department, Board of Trade, has issued a table of wire gauge sizes, which are to be the legal standard on and after March 1st, 1884. In the table just mentioned the numbers are retained, but each number shall represent exactly a certain diameter in thousandths of an inch. The table is also extended to include the metric system, by placing opposite each size in thousandths of an inch its value in millimetres, carried out decimally to tenths of a millimetre. This table, for instance, begins with No. I, which is ‘500 of an inch in diameter, or 12'7 millimetres. No. 1 is "300 of an inch, and No. 50, the smallest in the list of sizes, is ‘001 of an inch. The range, we notice, is from one-thousandth of an inch to one-half of an inch. The variations are irregular, not advancing by equal amounts for each succeeding larger size. This is no doubt due to the effort to retain as nearly as possible a general average of the old wire gauge sizes. In every case, however, the exact size is stated in thousandths of an inch. The feeling in regard to the great lack of uniformity in wire gauge sizes under the old notched gauge system may be best expressed by a remark recently made by the master mechanic of one of our best Eastern railroads. He said that anyone would be as likely to go to a lumber yard and order a plank 10ft. long 12in. wide, and as “thick as a notch cut in a fence post made by Tom Jones,” as to think of ordering sheet metal, specifying that it should be simply “ No. 13 wire gauge,” as has often been done, not even stating by what gauge it is so called.

The application of standards of length to ordinary workshop practice has so wide a range that it would be impossible, in the -'ime at our disposal this evening, to attempt an enumeration of the many forms of gauges and templates necessary to secure the three important elements we have already mentioned, cheapness, serviceableness, and quantitative accuracy, even in a single department of work requiring interchangeability of parts, as for instance the manufacture of sewing machines, or the results obtained by the use of standard gauges in the manufacture of fire-arms. It must not, however, be understood that all work produced is as perfectly in duplicate as are the gauges to which they are referred.. The gauges are the means provided for keeping within bounds in the production of thousands of nieces of the same size or shape, in which oftentimes a certain amount of variation is allowed, both plus and minus. Standard gauges prevent the gradual slipping away from the original size, and serve to bring back within the limit, variations of size, which would cause endless trouble and no small loss in the final assembling of these intended interchangeable parts.

This accurate fitting is only really necessary in gauge work, for if bearings or other parts of machinery were so closely made they would not move, or if by applying power enough they should be started, the absence of oil and the effect of the cohesion, if we may be allowed to say it, would quickly ruin the surface in contact. A certain amount of “ looseness ” must be allowed, and by making the journals and the bearings in which they run to certain definite sizes for each, the journal as many thousandths or ten thousandths of an inch smaller, as the size or length of bearing may require, referring each to some particular gauge as a standard. This being done, no fear may be entertained that other than a satisfactory fit may be the practicable result. Before concluding, brief mention should be made of the efforts to secure uniformity in gauge dimensions for steam and gas pipe thread fittings; a standard for which is now claiming the serious attention of manufacturers and users of pipe and pipe fittings. Pipe thread dimensions, when permanently established in the form of standard gauges, made so by the use of accurate subdivisions of the Imperial yard, though seeming to be an unnecessary refinement for so ordinary a class of work, really furnishes the means of extending the already well-developed and recognised principle of modern manufactures, and which is “cheapness, serviceableness, and quantitative accuracy.”

THE VIENNA STORM.

Although Vienna is somewhat celebrated for its sudden changes of temperature, dust, and heavy thunderstorms, nothing like the storm of the 15th and 16th May in the city itself has been recorded since the institution of the Meteorological Society. It is not at all an uncommon occurrence that a warm April is followed by a very cold May, indeed, according to the old tradition, St. Pankratius on the 12th, St. Servatius on the 13th, and Bonifacius on the 14th, commonly called the three icemen, almost invariably bring frosts with them; or, if not, Sophia on the 16th—the calendar does not say if she is a saint —generally makes up for the remissness of the others. This year each and all seem to have combined in verifying the tradition, and the old “ ice-woman ” in exhibiting her power of excelling the opposite sex.

The accompanying diagram illustrates, with shaded lines, the fall of rain in millimetres per hour during the twenty-four hours from 6 a.m. of the 15th May until 6 a.m. of the 16th, making a total of 151 *6 mm. or 5'95in. The full black line indicates the variations of temperature in degrees Celsius; the

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15aMoy heavy dotted line the variations of the barometer in millimetres ; and the fine dotted line the speed of the wind in kilometres per hour. It will be seen that the temperature fell nearly to freezing point, that the barometer reached its lowest reading at the beginning of the storm, and almost simultaneously with the lowest wind force. The greatest rainfall in any one hour was only 14 mm. = 0'355in., which is by no means excessive compared with the records of rainfall during the same period in former years. For instance, there fell 22 mm. = 0‘866in. in 1853, 21 mm. = 0'827in. in 1854, 19 mm. = 0'748in. in 1855, 29 mm. = lT42in. in 1881, and 22 mm. = 0’866in. in 1882, when the storms were all of comparatively short duration. During the heavy rains in Switzerland in 1875, 30 mm. = lT81in. were recorded in 30min. on the 23rd May, and 57mm. = 2‘244in. in three-quarters of an hour on the 4th June. On the 29th July, 1882, 104 mm. = 4,09in. were recorded in Vienna, while during the same storm at Hadersdorf, six miles distant, 195 mm. — 7'68in. fell; whereas during the storm of the 15-16th May, while 151*6 mm. or 5'95in. of rain fell in Vienna, only 97 mm. or 3'82in. fell in Hadersdorf.

These figures seem almost insignificant by the side of the accounts of the rains which produced the floods in America during the same autumn, when Newark recorded 221 mm. or 8'70in.; Patersen, 290 mm. cr ll'42in.; and New York, 296 mm. or ll*65in. in twenty-four hours ; but the penetrating effect of even so small a downpour, driven with a velocity of fifty miles an hour, against the stuccoed front of some of the houses, has left its mark, and the lamentable loss of life from the combined effects of wet, cold, and a hurricane ought to indicate that in a few years the ruthless devastation of the forests round Vienna will expose the city to the same storms which are the result of a like cause in America.

Society of Arts’ Medals.—The Council of the Society of Arts have awarded the Society’s silver medals to the following readers of papers during the session 1884-5:—To Anton Jurgens, for his paper on “ The Preparation of Butterineto P. L. Simmonds, for his paper on “ Present and Prospective Sources of the Timber Supplies of Great Britain;” to A. J. Ellis, B.A., F.R.S., for his paper on “The Musical Scales of Various Nations;” to Thomas Wardle, for his paper on “Researches on Silk Fibre;” to H. H. Johnston, for his paper on “British Interests in East Africa, especially in the Kdiman’jaro District j” to E. C. Buck, for his paper on “The Agricultural Resources of India;” to Mancherjee M. Bhownaggrec, for his paper on “ The Present Condition and Future Prospects of Female Education in India;”

Siemens, for his paper on “ Tempered Glass;” to Frederick J. Lloyd, for his paper on “ The Chemistry of Ensilage.

LAUNCHES AND TRIAL TRIPS.

The ceremony of launching and christening the new dredge Maryborough, which has been built at the shipyards of Messrs. John Walker and Co., was performed on the 18th April. The Brisbane Courier says :—“ The Maryborough dredge is 174ft. long, with a beam of 30ft. and depth in midships of lift. 6in., and her tonnage is 700. The steam is supplied by two cylindrical multitubular boilers, each Oft. 6in. in diameter, with 94in. tubes. Eacli of these boilers is large enough to supply the steam for working the dredge machinery, so that upon an emergency the repairs to the boiler may be effected without stopping the dredge. The engines are of the horizontal, low-pressure surface-condensing type, capable of developing about 200-horse power, and running 40 revolutions per minute. The power is transmitted through the boundary wheels and shafting to the ‘ upper tumbler,’ which is an immense square wrought iron apparatus plated with solid steel, used for drawing up the buckets full of spoil by means of a guide denominated a ladder, 30ft. long, and allowing it to be discharged into shoots. The ladder with its chain of buckets full of silt, weighing some 60 tons, is suspended at the lower end by a chain an inch and a-half in diameter, passing over large sheaves carried on a massive framing of iron, and a lofty head-gear beneath the decks. As this immense weight has to be continually lifted and lowered during the operations of the dredge, it must be perfectly in command, and it is wrought by hydraulic machinery to reduce the weight as much as possible. A pressure of 3000 lb. upon the square inch is adopted. This application of hydraulic power is quite unique, and was first introduced in the Saurian dredge, built by Messrs. John Walker and Co., and subsequent experience has induced the Harbours and Rivers Department to continue the use of the same principle. The contract price of the dredge Maryborough was something over £‘30,000.”

On Tuesday, the 2nd inst., the steam fishing cutter Flamingo, which has been built and engined by Earle’s Shipbuilding and Engineering Company, Hull, for the Great Grimsby Ice Company, was taken on her trial trip. The vessel is of the following dimensions:—Length, 137ft.; breadth of beam, 21ft. 6in.; depth of hold, lift. She is more completely fitted and arranged for the service for which she is intended than any other cutter built for or trading out of the Humber ports. The engines are of 80-horse power nominal, her cylinders being 15in., 24in., and 46in. diameter respectively, with a piston stroke of 24in. Steam for these is supplied at a pressure of 1401b. from a steel boiler fitted with Fox’s patent corrugated furnaces. She is also fitted with a powerful steam winch of Earle’s special make and design, and with side rollers, so that she will be in a position to trawl as well as to carry fish. On the measured mile off Withernsea a mean speed of 11| knots was attained, and the engines, which are Earle’s fourteenth set of triple compounds now in use, worked, we are informed, remarkably well. This is the seventeenth steamer which Messrs. Earle have built for fishing companies.

AN EPITAPH.

To the Memory of THE

SUAKIM-BERBER RAILWAY.

It was curt, costly, and inconvenient.

Remarkable Rather For the Uncertainty of its Receipts Than for the Punctuality of its Passenger Service, and

With a commendable fidelity to the instincts Of the Happy, Hale, and Hopeful Ministry,

Of which it was destined to be At one and the same time The transient joy and the everlasting incubus.

It started with solemn energy of purpose To arrive

Suddenly but light-heartedly At Nowhere in Particular.

Thus

Having adequately fulfilled The double and important Purpose

Comforting the Contractor and

Staggering the British Public,

It was,

To the silent Embarrassment of Mr. Gladstone, The reflective Surprise of the local Hyena,

And the inexpressible Delight of Lord Salisbury, Carted off bodily one Morning To the Quays of Cyprus,

Where,

Weather and Time kindly and assiduously assisting, It will,

With the Intervention of the Marine-Store Dealer, Sadly, quietly, but respectably Resolve itself by Natural Process Once more

Into those Original Elements From which

For the general Credit of the British Government, It would perhaps, have done better Never to have emerged.

AMERICAN NOTES.

(From our own Correspondent.)

New York, May 29th.

The iron trade is fiat in every branch. Brokers have been endeavouring to secure summer and fall contracts for crude iron at slight shadings over previous figures. The furnace companies throughout Pennsylvania report a slight accumulation of production, and some of the weaker concerns will probably shut down by the end of June, unless there are some indications of an increasing demand. . In refined iron there is scarcely any movement outside of immediate requirements. In sheet and plate iron small orders are arriving. The pipe iron mills are busy on summer and fall contracts, and manufacturers arc negotiating for additional business. In steel rails a good deal of business is being quietly done the basis of 26 dols. for large lots, and 28 dols. for small. In old rails there is an increase of inquiry, and 50 cents higher price is asked, because of the exhaustion of spot stocks. In Bessemer pig and spiegcleisen there is very little being done, because of the low offers, viz., 18 dols. for Bessemer, and 24.50 dols. for spie-geleisen. The only improvement in railway earnings takes place in the Southern States. The latest statistics are of an unfavourable nature. There is a decrease of earnings per mile on most of

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common round coal for steam and forge purposes shows no improvement, and these continue a drug in the market at about 5s. to 5s. 6d. per ton at the pit. Engine classes of fuel also still meet with only a very indifferent sale, and notwithstanding the lessened quantity of round coal now being screened, supplies are plentiful in the market, with prices extremely low. At the pit mouth burgy can be got at from 4s. and 4s. 3d. for common to 4s. 6d. and 4s. 9d. for the better sorts; inferior sorts of slack at 2s. 6d. to 3s., with the best qualities not averaging more than 3s. fid. to 4s. per ton.

In the shipping trade there has been a moderate business doing at about 6s. fid. to 7s. per ton for good ordinary qualities of steam coal delivered at the high level, Liverpool, or the Garston Docks.

The question of a reduction of miners’ wages has now been formally brought forward in the West Lancashire district, and in the present depressed state of trade such a step would seem almost inevitable, but as yet I do not hear of anything actually definite

having been decided upon.

Barrow.—No purchases of any moment have been made of hematite qualities of pig iron during the week, and the inquiry from all sources is indifferently maintained. The position of the market, though decidedly quiet, is steady, and there has not only been a regularity in the demand, but a general steadiness in prices during the past six months, which is, perhaps, a feature cedented for so long a period.

unpre-

The output of iron also remains about the same as it was six months ago, and the iron produced

nuvuu me same as it was six monins ago, ana tne iron prodi since then practically represents all that has changed hand, stocks now, though large, are about equivalent in weight to th held by makers and dealers at the close of last year. There is not quite so much activity in the steel trade, and this, to some extent, accounts for the limited consumption at present of Bessemer qualities of pig iron. Barcels of this quality are still quoted at 43s. 6d. per ton net for mixed consignments at works prompt delivery, while forge and foundry iron is quoted at 42s. to 42s. 6d. per ton. The fact that the range of quotations is comparatively small is the best possible proof that prices are at a very low point, and one from which it would be difficult to move except upward direction. The steel mills are this week more than usually idle, and when this fact is considered in connection with the further fact that during the Whitsuntide holidays tlier than an ordinary cessation of labour, it is an evidence of the extremely quiet condition of things. Shipbuilders and engineers are not better off for orders ; indeed, very few are offering. Sales

so far as

same

resumed.

over

the mileage. The hardware interests are busily engaged in a profitable distribution of season wares, the demand for which was postponed because of the unfavourable weather, and the declining tendency in prices. Our advices to-day from Western Pennsylvania are to the effect that there will be a general lock-out, and that the exceptions will not be sufficient to weaken the position of the manufacturers. The last conference exhibited a determined spirit upon the part of the manufacturers, and a stubbornness upon the part of the workmen, which points to a long contest, although the statement is made by high iron authorities that the workmen will have the best of the contest before it is over. Naturally this lock-out will stimulate the adoption of the Clapp-Griffiths process of steel making. It is in high favour here, and a great many manufacturers are preparing to introduce it.

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

{From our own Correspondent.)

Speculation as to the probable effect upon trade of a change of Government occupied much of the attention of ironmasters upon ’Change to-day—Thursday—in Birmingham, and yesterday in Wolverhampton. Some ironmasters ventured the opinion that foreign trade would be benefitted; but traders of longest experience held that the influence of any alteration would not be siderable upon business articles.

Much more substantial advantage to trade is likely to accrue from the improved condition of the cane sugar growers the world over, and from the better state of crop prospects in Australia. Already manufacturers doing business on account of the West Indies,_ South America, and other cane countries are able to report some little increased buying from those markets. Australian and New Zealand orders for galvanised sheets, black sheets, bars, and girder iron amount to a considerable aggregate.

The ironworkers’ strike in the United States should also tell somewhat in favour of our trade.

Brices in some directions are rather stronger this week. It is very gratifying that certain sheet makers are receiving instructions from customers to repeat orders “at last prices,” instead of customers enquiring for fresh quotations; and here and there, indeed, orders for good qualities have been booked within the last day or two at some slight advance upon former minimum prices. Some of the mills engaged upon this class of work thoroughly well employed. Merchants’ sheets of 20 gauge quoted £6 10s.; galvanisers’ sheets of 20 gauge, £6 17s. 6d. to £7 ; doubles, £7 5s. and upwards ; and lattens, £8 and on.

Manufacturers of hoops of good quality are receiving indented orders from Australia and New Zealand in large numbers. Certain producers have experienced a better colonial call the last fortnight than for a long time past. The happy position of being able to command one’s own price makes these indented orders peculiarly acceptable. Hoops are now being supplied from local works to the Admiralty dockyards at £6 2s. 6d. delivered. Strips vary from £5 10s. upwards at works. Superior hoops are quoted £6 5s. to £6 10b. at works, and steel hoops, £6 15s. Tee iron of £in. to 2jin. is quoted £7 to £7 10s., and sash iron, £7 15s. Hinge strip, which is a speciality, is quoted £6 10s.

Superior quality bars are £6 10s. to £7 10s. Unmarked bars have a wide range in prices. Starting from £6 5s., they are anything down to £5 5s. Angle bars are quoted £5 15s. to £6 5s.; plating bars, £6 5s.; and North Staffordshire bought at £5 15s., delivered London.

The local demand for tin-plates and best working-up and stamping sheets is improved by the considerable demands which the War-office are still making upon manufacturers who use up these classes of raw materials. This week a further large contract is offered by the Department, which includes a variety of manufactures in which block tin will have to be employed. Thin working-up sheets are quoted by the best makers at £10 10s., £11, £12, and on to £13, according to quality. East Worcestershire tin-plate makers quote best cokes 18s. 6d.; ordinary cokes, 16s.; and charcoal plates, 20s. to 22s. per box.

The Round Oak Ironworks of the Earl of Dudley, Brierley Hill, are about rolling a number of junction rails from steel ingots supplied by the Staffordshire Steel and Ingot Iron Company, which is probably the first lot of rails for practical purposes rolled from basic steel in this district. The works are constantly rolling steel to various other sections. The rolling down from ingots of steel sleepers is a branch into which the Earl of Dudley’s managers are at any time ready to enter.

An active call is still made for imported blooms, billets, and small rounds of steel. The prices vary from £4 10s. to £5 per ton delivered.

Bigs are moving off moderately. Native all-mines range from 55s. to 57s. 6d. and on to 60s. Hematites are quoted 54s. Bart-mines are 40s. to 42s. and on to 45s., according to mixture, and cinder pigs are 35s. to 36s. 3d. and on to 37s. 6d. per ton. Derbyshire pigs are to be had abundantly at 40s. per ton delivered to works, but a few agents demand 41s. Lincolnshire pigs are about 42s., and North Staffordshire sorts 41s. Gd. delivered, and Northampton 38s. to 39s.

Northampton iron ore agents report large sales to Derbyshire pig makers at 5s. 6d. to 6s. delivered. The demand from buyers in this district is fairly good on the basis quotations of 6s. 3d. to 6s. 6d. per ton.

The coal trade is without buoyancy, and prices stand at 8s. to 10s. for furnace sorts, 7s. to 7s. 6d. for best mill qualities, and 5s. 6d. to 6s. and on to 6s. 6d. for forge sorts.

The state of affairs in the chain trade throughout East Worcestershire and South Staffordshire is unsatisfactory. All the steam chain factories in the Cradley Heath and Old Hill districts are, with one exception, at present standing, as the operatives are trying to force an advance of 20 per cent. The strike, which has already lasted several weeks, is, however, hopeless, because a great portion of the work which it was customary to have made in these particular factories will now be manufactured in the outworkers’ shops and other factories. Large stocks of manufactured chain have accumulated in the warehouses. The advance which the cable chain makers are attempting to get from their employers is 6d. per cwt. This last dispute is of some importance to the shipping trade.

The operative spikemakers of the Handsworth and West Bromwich districts are desirous of getting an advance upon their present low wage. They have instructed the secretary of their association, Mr. R. Juggins, to ask the employers if they will consent to meet a deputation of workmen to attempt to agree upon a new list of prices for what are termed “ dog-head ” spikes.

The Council of the Wolverhampton Chamber of Commerce are interesting themselves in the proposed gigantic canal scheme between Birmingham and London, and which would materially benefit the traders in the districts lying between Wolverhampton and Birmingham. The Council has determined to invite subscriptions from the members of the Chamber towards the guarantee fund of £500 required for the preliminary survey.

Some of the Staffordshire hardware manufacturers believe that the benefit arising from the display by the Admiralty and War-office of sample goods in the actual centres of manufacture has been mutual, and that the departments have derived considerable advantage in the matter of price.

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

'Manchester.—There is not much variation to notice in the dition of the iron trade of this district, but any change that has taken place since my last report is, if anything, in the direction of a weaker tone in the market. Buying still goes on from hand-to-mouth, which in the bulk represents transactions to a moderate amount, but any inquiries beyond actual requirements are mostly at prices that are impracticable so far as makers are concerned, and the political crisis during the past week has introduced a disturbing element which has had an adverse effect upon business.

There was only a very dull iron market at Manchester on Tuesday, and business generally continues in a depressed condition. For pig iron there is very little inquiry stirring, and in some cases prices are easier. Lancashire makers still hold to 39s. for forge and 39s. 6d. for foundry, less 2£, delivered equal to Manchester, as their minimum quoted rates, but they can do comparatively very little business on the basis of these figures, as they are undersold by district brands. In Lincolnshire iron there are sellers at 38s. to 38s. 6d., less 2£, delivered here, and these figures represent the average basis of the actual market prices. There are, however, one or two makers who still quote fully 2s. per ton above these figures, but, on the other hand, prices as low as 37s. Gd., less 2£, delivered here, are in one or two instances reported in the market. Outside brands, such as Scotch and Middlesbrough, are rather easier.

In the manufactured iron trade orders still come forward only very indifferently, and prices average about £5 5s. to £5 7s. Gd. for bars, £5 15s. to £5 17s. Gd. for hoops, and £G 17s. 6d. to £7 per ton for sheets.

Trade in the engineering branches of industry is reported as about steadily maintained with work in hand, but there is no great weight of new orders coming forward.

In the returns issued this month by the Steam Engine Makers’ Society, the secretary reports that the substantial reduction in their unemployed list they were able to announce for the two previous months had been maintained, and it was with some satisfaction they were enabled to again submit a decline in this direction. At the present time they had little more than half the number of unemployed members they had in April last, and those in receipt of donation benefit did not now represent more than 2^ per cent, of the total membership. A perusal of the branch reports shows that a few more members have been started at Woolwich, Portsmouth, and Chatham; but the prospects of war not being so prominent, the probability is that no additional hands will be taken on at these establishments at present. Taking the branch returns as a whole, the report sets forth a better tone as to trade prospects, but this is rather qualified by the hesitating conclusion that if no unforeseen circumstances arise the present position might be maintained, whilst, if a more marked improvement showed itself, the society would be able to announce even better results than were now recorded.

The war scare has been productive of some good to engineers in this district. In a previous report I referred to the activity which had been induced in one or two branches, and I may now add that Messrs. Hulse and Co., of Salford, are very busy on tools for ordnance work. They have in hand two large lathes for turning steel ingots, which will remove about two tons of cuttings per hour. Also one of their patent lathes with 40in. centre to take GOft. in length between the centres on the double duplex system, carrying four tools, two back and two front, and adapted for rough turning heavy guns or other massive forgings that may have to be dealt with. Both of these lathes are constructed upon the principle of fixed guide screws on each side of the lathe, and rotating nuts on the sliding carriages, the advantage which is claimed for this arrangement being that the carriages can be worked independently of each other in any direction. Messrs. Hulse are also busy with orders for their patent vertical milling machines of the type shown at the Inventions Exhibition and illustrated in The Engineer of May 8th; these they are making both for Government, for Birmingham, and other private firms. Messrs. Sharp, Stewart, and Co., of Manchester, have also good orders in hand for Government work in connection with the recent war preparations.

The development of shipbuilding abroad is evidently not being confined to the European Bowers who have recently shown so much activity in providing the equipment of shipbuilding yards with tools largely supplied by the engineers in this district. Oriental Bowers are also laying out large shipbuilding yards for the construction of their own vessels, and as an illustration of what is going on in this district, I may mention that Messrs. Hulse and Co. have in hand a number of special tools for one of the Oriental Governments. These include one of their patent gap lathes, slotting and shaping machines, and a powerful cylinder boring machine for boring cylinders up to the largest size yet required. In this machine the boring tool is carried upon a massive cast iron box frame mounted on a heavy base plate which forms the table for the reception of the work. The boring bar is driven by worm and spur gearing of a power of over 300 to one, and it is provided with quick automatic motions for raising or lowering the cutter head in addition to the ordinary feed motion. A separate engine is bolted to the main frame for continuously driving the machine, so that during the operation of boring the cylinder it can be kept at work until the bore is finished. The machine will admit work inside the frame, 12ft. high by 10ft. wide, and complete it weighs from 45 to 50 tons.

The accumulation of orders following the stoppage of the pits for the Whitsuntide holidays has tended to give an appearance of some activity to the coal trade, but the actual demand shows a decided falling-off, and in some cases there is a slight giving way in prices. House-fire coals are now moving off only slowly, and the best sorts are to be got at 8s. to 8s. Gd., seconds, 6s. 9d. to 7s., and common 5s. Gd. to 5s. 9d. per ton at the pit mouth. The demand for

as ose e was more

of iron ore are very limited, and the business doingj'in ’foreign descriptions is practically nil. The unveiling of Lord F.¹ Cavendish’s statue at Barrow will likely take place this month.During this year or early in next the new Town Hall at Barrow and the High Level Bridge will be publicly opened, and in the meantime steam trams will be established. It is now currently reported that the mills for the manufacture of steel plates will soon bo put down at the Barrow Hematite Iron and Steel Works.

THE SHEFFIELD DISTRICT.

(From our ovm Correspondent.)

The Board of Trade returns for May last are again discouraging, regards nearly all classes of Sheffield productions. In hardware and cutlery the value exported last month was only £227,483, as compared with £275,830 in May, 1884, which was also a decrease on May of 1883, when the value taken by foreign markets was £334,242. The only increasing markets last month were British North America and British possessions in South Africa; to the former £11,640, and to the latter £5077, as compared with £11,140 and £4294 for May, 1884. The decreasing markets are Russia, from £5437 to £4632; Germany, from £14,803 to £13,171; Holland, from £8860 to £7469; France, from £13,962 to £11,338; Spain and Canaries, from £8010 to £7027; United States, from £27,014 to £16,733; Foreign West Indies, from £3788 to £3239; Brazil, from £14,987 to £11,292; Argentine Republic, from £8325 to £5846; British East Indies, from £23,110 to £18,989; and Australasia, from £50,698 to £48,524.

In pig iron the drop is immense. The value of £372,189 was exported in May, 1883; £338,391 in May, 1884; and last month the total amount of our exports in pig iron was only £185,871. The great decreasing markets are Russia, Germany, Holland, France, and the United States, the only increasing market being British North America. In bar, angle, and bolt iron there is a similar diminished trade, the values for May, 1883, 1884, and 1885, being respectively £214,024, £159,952, and £141,717. Similar results fall to be reported in hoops, sheets, and plates, the values for the periods being £394,546, £309,167, and £269,706.

In railroad material the value of steel rails exported in May, 1883, was £398,462; in May, 1884, £348,965; and in May, 1885, £293,562. Russia has dropped from £21,495 to £6340; Sweden and Norway, from £54,366 to £15,590; Brazil, from £19,183 to £6268; Argentine Republic, from £55,795 to £5825. Chili took nothing last month as compared with £23,916, in May, 1884 ; and Beru took a value of £5127, against £250 last month. British East Indies, on the other hand, have increased from £6927 to £90,826; British Bossessions in South Africa, from £6187 to £19,856; and British North America, from £49,139 to £93,166. Railroad of all sorts has decreased from £538,866 and £434,355 in May of 1883 and 1884 to £374,830 for the last month.

Unwrought steel continues at the same rate of diminishing value in business, the values for May of 1883-84-85 being £123,421, £109,148, and £84,867. In these three months France has taken values respectively of £12,955, £11,112, and £8516 ; United States, £45,985, £25,945, and £20,193. Other countries, £64,481, £72,091, and £56,158.

Our cutlery houses report a gratifying improvement in trade with Irish districts, and the largest house in Sheffield has done more business in the last six months with Ireland than for two years before. It seems that with the return of tranquillity confidence is being generally restored, and merchants are replenishing their stocks, which had been worked down to the bone during the Fenian disturbances. This improvement is particularly noticeable in agricultural districts as well as round the capital. The Indian trade is also better, and very fair advices have recently been received from Australia and the Cape, though both the latter markets have not yet recovered from the effect of the severe drought of last season. Canadian business, which showed signs of improvement, has been disturbed and interrupted by the rebellion, and as the revolt now appears to have collapsed, it is expected that activity will be Two Government orders, which usually come prior to Whitsuntide from Canada and America, have not yet been received. These are known as orders for the “ Congress knife.” America presents to each member of Congress and Senate a stag-handled four-bladed knife, while the Canadians present to each of their representatives a somewhat superior article in the form of a pearl-handled four-bladed knife. The quantity required is sufficient to keep the best hands in Messrs. Joseph Rogers and Sons’ establishment engaged for a month prior to Whitsuntide.

The Industrial Exhibition, promoted by the Cutlers’ Company, of Hallamshire, to illustrate Sheffield handicrafts, is to be opened by Brince Albert Victor of Wales. The date is not yet fixed, but i will probably be the 30th of June. There are already 1000 workmen entered for competition, and £750 will be distributed in prizes.

Messrs. John Brown and Co., Atlas Steel and Ironworks, in their annual report issued this week, announce that the depression that has existed so long in the iron and Bteel trades continued during the whole of the past financial year. The directors state that several of the departments were only partially employed, and in some departments the prices obtained were hardly remunerative. The attention of the directors has been given to an extension of plant for the manufacture of large forgings and castings, and suitable machinery is now being made to develope this trade. An interim dividend was paid in December of £2 per share, and a further dividend of £3 per share is now recommended, making £5 per share for the year, which is equal to £6 13s. 4d. per cent, on the paid up ordinary share capital.

THE NORTH OF ENGLAND.

{From our own Correspondent.)

The price of Cleveland pig iron is now as low as ever it has been during the entire history of the trade ; nevertheless, there are no signs of increased demand. Trade is, in fact, as stagnant as ever; stocks are increasing, and shipments are discouraging. At the market held at Middlesborough on Tuesday last but few sales were made, and the prices accepted by merchants were somewhat lower than were taken at the previous week’s market. For No. 3. g.m.b. the usual quotation by merchants was 32s. 6d. per ton for prompt, and 4^d. to 6d. per ton more for forward delivery. Isolated sales were, however, made at as low prices as 32s. 3d. and 32s. 4^d. per ton. Makers are not taking orders, and it is difficult to fix their price at all; it is scarcely likely that any of them would accept less than 33s. per ton for No. 3. Forge iron can be had at 32s. 3d. per ton.

The stock of Cleveland pig iron in Messrs. Connal and Co.’s store at Middlesbrough increased 490 tons last week.

Shipments of Cleveland pig iron are a little ahead of last month. Scotch merchants are laying in large stocks, but little is being taken by foreign consumers. The quantity sent from the Tees this month up to Monday last amounted to 23,684 tons. Last month the quantity was 16,532 tons.

In the manufactured iron trade everything continues very quiet, and prices are no better. Ship plates are offered at £4 17s. 6d. to £5 per ton; angles at £4 12s. 6d.; and common bars at £4 15s. to £4 17s. 6d.; all f.o.t. at makers’ works, less 2^ per cent, discount. For favourable specifications slightly less than the lowest of the above prices is taken.

According to the Cleveland ironmasters’ returns for May, the total make of pig iron for the whole district—including hematite, spiegel, and basic—amounted to 213,599 tons, which is an increase of 9008 tons in comparison with the April make. The quantity of iron in stock in the whole district on May 31st was 398,295 tons, being an increase of 9897 tons.

The total value of goods exported from the Tees during May, exclusive of coal and coke, was £236,936, being a decrease of £26,497 as compared with May, 1884. The value of exports from Newcastle last month was £177,512, being £113,809 less than in May last year.

Lanarkshire were working t> six o’clock in the evening, and after all they went home with their paltry 3s. a day. A miner named McClymont was appointed to “work up” the Hamilton district, and the men pledged themselves to contribute regularly to a fund for the establishment of a union.

The Scotch mineral oil companies have now all reported on the operations of the past year, and with few exceptions they have been able to present a satisfactory balance. Within a few years this industry has been extended to an enormous extent by the formation of new companies. The competition thus established is so great that, in all likelihood, it will take some of the companies long time to make a fair return, that are favourably situated are doing well. There may be some difference of opinion as to the wisdom of several companies lately established paying dividends so high as 10 per cent., at the same time that they are borrowing large sums of money, but in the main there can scarcely be any question that the oil business is a sound one. A large amount of speculation now takes place in oil shares, and these will probably be improved a in value by an advance just noted in the price of ammonia, which has recently been much below former quotations.

The Iron and Steel Institute is to hold its autumn session in Glasgow, in the end of August or the beginning of September, and this week a The inquest on the bodies of the colliers who meeting was held in Glasgow for the purpose of lost their lives in the Margaret Pit last week was ] initiating the arrangements. The secretary reopened on Monday last. Evidence was taken attended, and the nucleus of a local committee as to identity from the relatives of the thirteen was appointed. A large attendance is expected deceased men. The medical witnesses stated at the meetings, which are expected to be of a that drowning in carbonic acid was the cause of very interesting character, death in all cases except one, where drowning in water had the same effect. There were no wounds nor disfigurements of any kind. It was announced that the Home-office desired to send a representative and under these circumstances the inquest was adjourned until the 24th inst. Meanwhile arrangements have been made for a joint committee of employers and workmen to inspect the pit, with a view to decide whether it is yet safe to resume work.

put out, but as

ma-

mou

island, Leith, and Bo’ness.

It was reported at a conference of miners’ delegates held a few days ago at Hamilton, and attended by representatives from Ayrshire and the chief districts in Lanarkshire, that the applications for a rise of 6d. a day had met with a refusal from all the employers. Mr. James King, of Baillieston, in the course of an address, said that so far as the Lanarkshire miners were concerned there was no organisation, and there would be no improvement in their position until they were in union, and the present day system and long hours were abolished. At the present day there was more coal being sold than at any former time, but at prices so low that the miners ought to obtain about as much for producing them. The miners in the Hamilton district of

sea.

ence between it and Swansea in the quantity of work and shipment. Last week, for example, nearly fiOOO tons were sent away from Cardiff.

Iron remains quiet. Little is doing of any account. Last week a few cargoes of rails left Newport, principally 800 tons to Sundswall and 1150 tons to Aarhuus. Only 120 tons left Cardiff.

Thanks to the briskness of the coal trade, our ironmasters take the quietness of the iron and steel trade with more complacency than they would otherwise, and so long as a little trade comes in, keep from the enforcement of any reduction. The only form of reduction in operation is the restriction of turns.

I am glad to see that Cyfarthfa is kept steadily at work.

The iron, tin-plate, and steel works of Melin-crythan, near Neath, have been converted into a limited company. Formerly under the direction of Leech, Flower, and Co., they will have an influential proprietary, composing Leech of Devizes, Flower of Briton Ferry, and several Liverpool merchants and others. These works long been famed for their produce of speciali-

have

ties, and the whole shares have been taken up.

There is not much improvement in tin-plate. Excess of make continues to tell, and some of the works are to be carried on by arrangement only from day to day. The effort to bring about a systematic reduction of make has failed, as I thought it would, needy and small makers hampering the others in their operations.

The C. I. 20 x 14 coke sheets are already in great abundance in stock and pay little. Makers, however, hold special orders which still give a small margin of profit. Coke sheet wasters are a drug, and low prices do not offer sufficient temptation for a clearance.

A strike has taken place at Pontypool tin works, and 300 men are out.

The Sanitary Institute of Great Britain will hold an autumn congress at Leicester from September 22nd to September 26th, 1885. The Health Exhibition in connection with the congress will be held in the Floral Hall, Belgrave-gate, from September 22nd to October 10th.

Condensed from the Journal of the Commissioners of Patents.

*** It has come to our notice that some applicants of the Patent-office Sales Department, for Patent Specifications, have caused much unnecessary trouble and annoyance, both to themselves and to the Patent-office Officials, by giving the number off the page of The .Engineer at which the Specification they require is referred to, instead of giving the proper numoer of the Specification. The mistake has been made by looking at The Engineer Index, and giving the numbers there found, which only refer to the pages, in place of turning to those pages and finding the number of the Specification.

6657. Metallic

lam.

on,

6726.    Winches, D. W. Porteous, Paisley.

6727.    SAFErv Lamps, W. J. Clapp and W. Sandbrook, London.

6728.    Raising Sunken Ships, D. Young, Edinburgh.

6729.    Casting Ingots, W. P. Thompson.— (A. Kurz-wernhart and Ji. Bertrand, Austria.)

6780. Journal-boxes, W. P. Tnompson.—(S. Trenkel,

Germany.)

6731.    Permanent Way, &c., W. P. Thompson.—(IT. Heckrt, U.S.)

6732.    Supporting Cables, W. P. Thompson.—(If. Meeker t, U.S.)

6733.    Gripping Apparatus, W. P. Thompson.—(W. Meckert, U.S.)

6734.    Guidance of Visitors in Buildinos, &c., T. S. Howie, Loudon.

6735.    Tobacco Pipe Cleaner, J. L. Hinde, London.

6736.    Metallic Corner and ocher Plates, T. Parish,

London.    j

6737.    Driving Machinery by Steam, Gas, or Air, W. Walton, Bishopwoarmouth.

6738.    Hooks or Catches, A. J. Gauntlett, London.

6739.    Moulding Articles of Glass, J. G. Bowerby, London.

6740.    Couplings for Pipes and Hose, J. T. Titus, London.

6741.    Supporting and Adjusting Lawn Tennis Nets, J. H. Webb, Liverpool.

6742.    Photographic Cameras, F. W. Hart, London.

6743.    Orthoptics for Small-arm Shooting, H. Lattey, London.

674*. Ointment, E. Hale, London.

6745.    Reading Gas Meter Indices, C. W. Staples, London.

6746.    Grooving Rollers, A. F. Link.—(C. Jaquet, Germany.)

6747.    Roller Bearings for Velocipedes, <kc., J. K. Btariey, Loudon.

6748.    Preventing Waste of Water, V. Schneider, London.

6749 Oround Pegs for Poles, H. J. Iladdan.—(F. C. Trench,, Russia.)

6750.    Preventing the Noise causf.d by the Vibration of Telegraph Wires, H. J. Haddan.—(P. E. Bar-donnaut, France.)

6751.    Stoppering Bottles, W. A. Barlow, London.

6752.    Purifying Brown Grease, J. Drury, London.

6753.    Heating, Coolinu, and Ventilating, J. G. Lorrain, London.

6754.    Ornamentation of Straw Plait, S. P. Howard, London.

6755.    Hansom Cabs, &c., H. S. M. Bath and A. T. Poole, London.

6756.    Candlesticks, W. H. Hall, London.

6757.    Moulds for Casting Pipes, die., M. and J. Corn-thwaice, Loudon.

6758.    Wasiiinu Appahatus for the Treatment of Ores, P. M. Justice.—(The True Panning Machine Company, United mates.)

6759.    Purifying Metals, &c., J. Deby and H. B. Fulton, London.

6760.    Treating Copper Precipitate, &c., H. B. Fulton and J. Deby, London.

6761.    Cooling or Refrigerating Apparatus, J. Murphy, London.

6762.    bicycles, tl. Pipe, London.

6763.    Gas Motor Engines, R. McGhee and G. Magee, Glasgow.

6764.    Self-acting Catch for Boxes, &c., R. Hudson, London.

6766. Spraying Apparatus, W. R. Lake.—(/<’. Bernard,

France.)

6766.    Scaffold Fastener, W. Parry, London.

6767.    Umbrellas, Sunshades, and Walking Sticks,

G.    Pickett, London.

6768.    Fine Focussing Adjustment for Microscopes,

H.    Crouch and W. Rowland, London.

6769.    Pipe Union or Joint, J. Gilmore and W. R. Clark, London.

on.

The sliding scale arrangement which has hitherto been in operation between the Cleveland blast furnace men and their employers will terminate on or about the 1st of July. The employers have already had a meeting to consider what their position will be without a scale, and in view of the unremunerative condition of their branch of the iron trade, they have decided to give notice of a reduction ofwages.

The negotiations which have from time to time taken place between the finished iron makers and their workmen, as to the establishment of a new wages scale, have hitherto been invariably unsuccessful. The masters have always refused to grant more than eighteen pence above shillings for pounds, whilst the men have demanded two shillings.

There is also the question of making the present rates minimum ones. This the ironworkers make an essential condition, and the employers refuse to entertain, on any consideration. A new plan is now about to be tried. The standing committee is to discuss the matter in presence of Mr. Dale, who is to act as moderator, if not referee. Meanwhile statistics have been circulated showing that the actual rates over many years average figure about half way between those which are contended for by the respective parties. The dispute seems indeed likely to be settled after all by the time-honoured yet perhaps clumsy device of “splitting the difference.”

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The pig iron market was depressed early in the week, and warrants fell to 41s. l£d., from which there was a subsequent recovery. The shipments of the past week were small, amounting to 8780 tons, as compared with 11,413 in the preceding week, and 10,086 in the corresponding week of 1884. One furnace has been another has been placed upon hematite, the amount of the production is practically unchanged. The week’s addition to stocks in Messrs. Connal and Co.’s Glasgow stores is about 300 tons.

Business was done in the warrant market on Friday at 41s. 5d. cash. Monday’s market was depressed, at 41s. 4.^d. to 41s. l^d. cash, and on Tuesday there was a recovery to 41s. 2^d. Business was done on Wednesday at 41s. 2£d. to 41s. 3d. To-day—Thursday—the market was depressed, and prices fell from 41s. 34d. to 41s. Id. cash.

Makers’ iron is quoted at about Cd. less money. Gartsherrie, f.o.b. at Glasgow, No. 1, 498.; No. 3, 45s.; Coltness, 50s. and 48s. 9d.; Lang-loan, 50s. and 49s.; Summerlee, 49s. 6d. and45s.; Calder, 52s. and 45s.; Carnbroe, 47s. and 45s.; Clyde, 46s. 3d. and 42s. 3d.; Monkland, 41s. fid. and 39s. fid.; Quarter, 41s. and 39s.; Govan, at Broomielaw, 41s. 6d. and 39s. 6d.; Shotts, at Leith, 49s. and 48s. fid.; Carron, at Grangemouth, 52s. fid. and 47s.; Kinneil, at Bo’ness, 43s. and 42s. fid.; Glengarnock, at Ardrossan, 47s. and 41s. fid.; Eglinton, 42s. 3d. and 39s.; Dalmelling-ton, 44s. 6d. and 41s. fid. The arrivals of Middlesbrough pigs at Grangemouth in the past week were 10,530 tons, and the imports to date now show an increase of 54,442 tons.

The hematite market is active in Scotland, and the makers are endeavouring to meet all the wants of the manufacturers of steel. An additional furnace has been put on hematite, on which there are now seventeen employed, producing about 2600 tons a week. There is, however, very little foreign demand for this class of iron.

The personal estate of the late Hugh Neilson, ironmaster, Summerlee, has been recorded in the commissary books of Lanarkshire as worth £‘220,726.

In the past week iron and steel goods were shipped from Glasgow to the value of upwards of £80,000. They included locomotives worth £23,460 for Sydney and Calcutta, £3000 chinery, £1800 sewing machines, the hull of an iron steamer, valued at £11,000, for Rangoon; an iron yacht, £800, for Boston; £7200 steel goods, and £30,000 miscellaneous articles for different countries. There is a large amount of engineering work of various kinds on hand, the bulk of it being for export, chiefly to our own colonies and dependencies. The present time is opportune for business of this description, raw material and labour being very cheap.

The shipping trade in Scotch coals is good judging from the quantities despatched, although coalmasters were complaining this week on ’Change that inquiries were not quite so encouraging as they have been in recent weeks. The week’s shipments embraced 23,639 tons at Glasgow, 2378 at Greenock, 3716 at Irvine, 7606 at Troon, 7890 at Ayr, and 15,424 tons at Grange-th, besides considerable quantities at Burnt-

But all those

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

The coal trade is vigorously maintained in all directions, and a good summer’s run may be regarded as a certainty. The Tredegar Coal and Iron Company and the Ebbw Yale Company have just obtained an important contract with the Great Northern Railway of Ireland. Our leading coalowners have little to complain about with respect to important contracts, and, thanks to the peaceful attitude of the colliers generally, these have been well placed, and accepted with confidence. It rarely happens that steam and house coal are in strong request at the same time; but such is the case at present, and I have noticed in one or two valleys that even a secondary class of steam coal is being worked, and shipped expeditiously. The easy tone which has characterised small steam for some time continues; but even now the demand is large, and quotations tolerably firm. Coalowners who are turning out full quantities of large, and thus increasing their small, are not so fixed with their quotations, which vary from 4s. fid. to 5s. Small bituminous is not in so much request, and coke also is not in great demand. In fact we could make four times the quantity that is now made, especially if some of the old-fashioned ovens were replaced by the Evanes-Coppee.

The character of the coal trade may be seen from the exports of the week. Cardiff sent away close upon 148,000 tons ; Newport, Mon., 33,748 tons to foreign destinations, and 18,334 tons coastwise. Swansea, Llanelly, and Briton Ferry retain their average.

In connection with the South Wales coal-field, I note that a new map is in preparation by Messrs. Dalziel and D. Evans. The area of the great coal-field is from the Rhymney Valley in the east, to Swansea in the west, and from Merthyr in the north, to Barry in the south. It is drawn to a scale of 3in. to the mile. This great area, which may be taken as from thirty to thirty-five miles in width, will show, if I am not much mistaken, very little virgin ground of any marked extent, excluding some of the Rhymney Valleys and the country Barry-wards.

Patent fuel is brisk both at Cardiff and Swan-Cardiff seems steadily lessening the differ-

THE PATENT JOURNAL.

Applications for Letters Patent.

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

2nd June, 1885.

6645.    Receptacle for Smelling Salts, A. Scott, Birmingham.

6646.    Filters, C. E. Chamberland, Paris.

6647.    Malt Screen, W. H. Radford, Burton-on-Trent.

6648.    Road Sweeping Machines, R. W. Xayler, Bury St. Edmunds.

6649.    Stopper Bottle Openers, T. Singleton, Darwen.

6650.    Circle Screw Propellers, F'. Friedenthai, Preston.

6651.    Sockets and Last Stands for Shoemakers’ Use,

J. Buchanan, Bristol.

6652.    Fire Alarm, J. B. Adams, Liverpool.

6653.    Disinfecting Apparatus, T. Bradford, Manchester.

66a4. Automatic Instructors, W. L. Gates, London.

6655.    Roller Mangles, E. K. Dutton.—(F. W. Bernau, Germany.)

6656.    Alarm Ticket Punches, A. J. Gillespie, Glasgow. Brackets, P. E. Ayton, uirmingl

6658.    Wire Fence Winders, A. Wright, Glasgow.

6659.    Plough Carriage Frame or sulky, P. Hanl Dublin.

6660.    Padlocks, J. Harrower, Glasgow.

6661.    starch, <5ic., A. M. Clark.—(The Davenport Glucose Manufacturing Company, U.S.)

6662.    Ladies’ cuffs and Collars, A. J. Smith, Birmingham.

6663.    Ordnance, J. S. Williams, Riverton, U.S.

6664.    Moulding or Treating Metal, ac., J. S. Williams, Riverton, U.S.

6665.    Insulating Electrical Cables, J. S. Williams, Riverton, U.S.

6666.    Belting or Endless Band, J. W. White, Liverpool.

6667.    Treating or Utilising Soap Suds, J. H. Ashwoll, Liverpool.

6668.    Washing, &c., Woven or Felted Cloths, E. Kempe, Leeus.

6669.    cigarettes, F. Hipgrave and W. S. Rendle, London.

6670.    Packing for Stuffing-boxes, F. Hocking, Liverpool.

6671.    Exhausting, Blowing, and Pumping Apparatus, R. E. Dickinson, London.

6672.    Making Infusions in Small Quantities, J. Hobos, London.

6673.    Cases of Pianofortes, N. Berry, London.

6674.    Separating Metals, A. E. Scutt, Loudon.

6675.    Window Sashes, W. a. Todd and a. R. Spademan, Loudon.

6676.    Washing or Separating, W. S. Boult, London.

6677.    Air and Water-tight Military and Naval Cases, <fcc., W. B. Williamson, London.

6678.    fastenings of Metallic and otlier Boxes, &c., W. B. Williamson, London.

6679.    Car Wheels, J. P. Stevenson, London. u6s0. Spring Fastener, P. Scheider, London.

6681.    Whippletrees, W. H. Sleep, London.

6682.    Fire-plugs, Aic., for Water Mains, P. J. Davies, London.

6683.    Fire-plugs for Water Mains, P. J. Davies, London.

6684.    Closing, <fec., Bottles and Jars, C. Alfeld, London.

6685.    Road Vehicle, T. Bolas and W. K. Burton, London.

6686.    Tool Stock, G. E. Smart, Tunbridge Wells.

6687.    Change Gear, R. Allen and W. J. Wakefield, London.

6688.    Calipers and Dividers, H. J. Allison.—(C. P. Fay, U.S.)

6689.    Electric Telephones, C. E. Allen, London.

6690.    Decomposing sulphate of Iron, T. Terrell, London.

6691.    Conduits for Cable Railways, &c., H. J. Haddan.—(h\ D. Dougherty, U.S.)

6692.    Garden Shears, C. .Neve, London.

6693.    Adjustable Handle Bars for Bicycles, &c., W. Starley, London.

6694 Moulding Earthenware Pipes, H. L. Doulton, London.

6695.    Draw-bar Apparatus for Railway Vehicles, R. H. Hepburn, London.

6696.    Lasting Boots and Shoes, C. A. Day.—(S. W. Robinson and O. E. Lewis, United Slates.)

6697.    Clasps, J. ELson and H. B. Gross, London.

6698.    Rotary Machines for Cleaning Knives, die., R. Turnbull and M. Barclay, London

6699.    Blocking and Self-inking Presses, J. Lee, London.

6700.    Type-writers, J. W. Tasker, Balham.

67ul. Mounting Circular Saws, A. F'. Link.-(/. Kardsek, Austria.)

6702.    Cutting and Shaping Metals, G. Greenwood.— (J. Saget, France.)

6703.    Casks, <fcc., R. E. Warner, London.

6704.    Shutters or Guards for shop Windows, &c., E. Beech and T. Wrigley, London.

6705.    Joints for Metallic Window and other Frames, H. and W. Schooling, London.

6706.    Mowing and Reaping Machines, P. Pierce, London.

6707.    Preserving Fruits, A. W. M. Leicester, London. 67u8. F’ixing Rails on Metallic Sleepers or Plates,

A. J. Atkey, London.

6709.    Trees for Boots or Shoes, W. R. Lake.—(0. A. Miller, United States.)

6710.    Trees for Boots or Shoes, W. R. Lake.—(0. A. Miller, United States.)

6711.    Metal Ingots, W. R. Lake.—(II. A tha, United States.)

6712.    Ornamented Glass, J. Budd, London.

3rd June, 1885.

6713.    Saving Life from Fire, &c., J. R. Hawkins, Chatham.

6714.    Securing Rails in Railway Chairs, J. H. Lynde.—(F. G. Lynde, India.)

6715.    Extracting sulphur from Alkali Waste, <fcc., E. W. Parnell and J. Simpson, Liverpool.

6716.    Automatic Rat and Mouse Ikap, W. Eade, Fiove.

6717.    Legging or Gaiter, S. Shirley and J. W. Nettle-ton, Manchester.

6718.    Smelting Ores, B. D. Healey and B. H. Thwaite, Liverpool.

6719.    Detector or Indicator Apparatus, F. Harrison, Birmingham.

6720.    Folding Cot Frames, W. P. Hoskins, Birmingham.

672t. Ball Castor, J. E. Beanland and W. Sutcliffe, Halifax.

6722.    Boring, <fcc., the Flanges of Steam Engine and other Cylinders, T. Foster, Manchester.

6723.    Water-heating Apparatus, X. Furniss, Bradford.

6724.    Pressure Gauges, C. W. Folkard, Chiswick.

6725.    Necklets, Bracelets, &c., G. H. Court, Birmingham.

4th June, 1885.

6770.    Solitaires, <kc., H. Owen, Birmingham.

6771.    Guide Wiaes fur Flyer Twisting, hc., H. Firth, Bradford.

6772.    Shuttle Guard for Power Looms, R. Raper, Bradford.

6773.    Partitions between Caps or Flyers, W. T. Garnett, Bradford.

6774.    Miners’ Safety Lamps, W. Kneen, Barrow-in-Fumes8.

6775.    Adjustable Props for use in Mines, 8. Morgan, Birmingham.

6776.    Oil Cans and Lubricators, J. Harrison and T. H. Price, Birmingham.

6777.    Driving Gear of Wringing Machines, <fcc., H. L. Wilson and L. Clegg, Halifax.

6778.    Crank Shafts, P. Hodges, London.

6779.    Pressure Gauges, T. Horton, Birmingham.

6780.    Rotary Tine and Link Ch..in Harrow, T. Williams, Helston.

6781.    Chains for Bicycles, Tricycles, &c., J. Appleby, Perry Barr.

6782.    Head-rest and Lounge, 8. A. Rothschild, London.

67e3. Ventilating Public Offices, &c., R. Bateman, Lozells.

6784. Handholes of Metal Pipes, C. Marlow, Birmingham.

6786. Safety Lamps, W. P. Thompson.—(E. Cuvelier, France.)

6786.    Indicating at Sight the Direction of Electric Currents, W. F. Banett, Dublin.

6787.    Cooking Stove, E. Brennan, Liverpool.

6788.    Horse Hoes, W. Dewar, Strathmartine.

6789.    Bicycles, J. S. Edge, jun., Birmiugham.

6790.    Marking Courts lor Lawn Tennis, E. C. Mills, Altrincham.

6791.    Musical Box Mechanism, G. Mermod, London.

6792.    Parcel Carrier or Holder, 4ic , E. Phillips, London.

6793.    Cork-screws, H. A. Goodall, London.

6794.    Cigar and Cigarette Holders, C. J. Coventry, London.

6795.    Buckles and Fastenings, R. F. E. Hopkins, London.

6796.    Air-tight Boxes, Cans, or Canisters, L. Hamel, London.

6797.    metallic Permanent Way, &c., H. L. Smith, London.

6798.    Marking out Ground for Games, J. J. Guest, Birmingham.

6799.    Pocket Cutlery, A. H. Aizlewood and A. H. Leyland, Sheffield.

6800.    Lace, E. Frances, London.

6801.    Arithmetical and Reading Board, R. Cross, Crewe.

6802.    Taper Box, G. F. Andrews, London.

6803.    Alarm Till, A. Leitch, Glasgow.

6804.    Turning Malt on the Drying Floors of Kilns, R. C. Sinclair and J. Hodson, London.

6805.    Refrigerators, G. H. Lloyd, London.

6806.    Supports, H. Ehrhardt, Loud

6s07. Stay Busks, R. Hinrichsen, London.

t>808. Refrigerators, F. B. Hill and W. A. Gorman, London.

1809. Thermo-electric Batteries, G. Zanni, London.

6810.    Menu Holders, A. E. Prockter, Loudon.

6811.    Galvanic Batteries, P. Jensen.—(A. Follak and G. IV. von Rarer ocki, Germany.)

6812.    Holders of Pillars for Shoemakers' Lasts, J. FI. B. Armytage, London.

6813.    Dryino Apparatus for Cement, C. Kingsford, London.

6814.    fluid Meters, W. R. Lake —(A. Bonna, France )

6815.    Velocipedes, H. and A. BiockelLanK, Streut-ham.

6816.    Feed Water Heater, L. A. Groth.— (J. H. Lancaster, United States.)

6817.    Boilers, L. A. Groth.—(J. M. Lancaster, Uni ed States.)

6818.    Boilers, L. A. Groth.—(J. H. Lancaster, United States.)

6819.    Corn Sheller, L. A. Groth.— (F. B. Rolle, Germany.)

on.

(From the United States' Patent Office Official Gazette.)

middle thereof, in combination with a separate case open at the bottom and notched at one side and

j3l6|639l

surrounding the cock and float, and a removable cover for the case, substantially as set forth.

316,804. Ejector, William T. Messenger, Cambridge, Mass.—Filed July 28th, 1884.

Claim..—(1) In an'ejector, the combination of the steam nozzle, water inlet chamber, and combining tube with a vacuum chamber in the body of the ejector communicating with the said combining tube at its delivery end and an auxiliary vacuum chamber extended to the ejector, substantially as and for the purpose set forth. (2) In an ejector, the main casting threaded at both ends and comprising a water inlet chamber and combining tube, combined with a steam nozzle, a steam inlet piece coupled upon one end of the main casting, and an outlet piece having a liquid delivery tube in lino with the combining tube coupled to the other end of the main casting, with which it forms a vacuum chamber communicating with the

1316.804]

Hi

combining tube, substantially as described. (3) In an ejector, the main casting having a water inlet chamber and combining and delivery tube integral therewith, combined with a diverging steam nozzle connected with the said main casting at one side of the water inlet chamber, an auxiliary delivery tube arranged in lino with the delivery end of the combining tube, but separated therefrom by a small space, and a tight vacuum chamber surrounding tho delivery end of the combining tube and tho receiving end of tho auxiliary delivery tube, substantially as and for the purpose described.

316,995. Rolled or Forged Metal Chair for Railroads, Arthur J. Moxham, Johnstown, Pa.—Filed January 19th, 1885.

Claim.—As a now articlo of manufacture, a wrought or rolled metal box-chair for railroad rails formed of a single plate, shaped as described, and provided with

1316,3951

ill

JT1

V.-'

1316.9981

the

for Condensing

III

pivotted governor arms, of the bow spring K, to act at its ends upon the pivotted governor arms, and means for holding and adjusting tho bow spring, substantially set forth. (2) The combination, with tho governor arms F G, wheel, and main shaft, of an excontric surrounding the shaft and having an elongated open-

two lugs diagonally placed for securing the bottom flanges of tho rails, substantially as and for the purposes set forth.

316,998. Safety Steam and Water Gauge, John L.

Nelson a< d Andra F. Landirholm, Chicago, III.—

Filed April 4th, 1884.

Claim.—(1) In a steam or water gauge, a glass or tube connected to the boiler by suitable pipes having cylindrical chambers at the ends of the glass, in combination with two valves having their seating faces of larger area than the rear faces, and nearly filling the cylindrical chambers in which they move, and a valve stem upon each valve sliding freely through the stuffing-boxes to the outer air, substantially as and for the purpose herein set forth. (2) In a steam or water gauge, the pipes B B¹, constructed with cylindrical chambers in rear of their valve seats, valves D D,

PAGE

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452

452

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454

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.    .. 454

455

455

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457

453

459

401

461

462

462

462

462

BZ

.    .. 463

463

463

cL

10!

400

467

nearly filling the chambers, and having their stems sliding freely through the packing boxes, and the glass a, in combination with the blow-off t and valve/, constructed as herein described, whereby the gauge is readily cleaned or blown off in whole or part, substantially as set forth. (3) In a steam or water gauge, the valve D, provided with the periphery or flange h and stem d, whereby the impulse of the steam or water is received and the valve closed, substantially as shown and described. (4) In a steam or water gauge, the enlargement or chamber B”, located in the pipe B, between the boiler and gauge and projecting below pipe, in combination with casting/, having seat jk, valve /2, and stem d, substantially as shown and described, and for the purpose set forth.

407

467

.. 463

468

468

468

409

469

Ml

■101

6820.    Fixing Metallic Handles on China, &c., E. de . Pass.—(P. Naudot, France.)

6821.    Carbonic Acid Gas, C. R. Bonne, London.

6822.    Laying Wood, &c., F. Nell, London.

6823.    Couplings, H. B. Sleeman.—(W. II. Ray, South Australia.)

6824.    Veils, H. H. Leigh.—(C. Heavenrich, United States.)

6825.    Regulating Electrical Currents, R. O. Ritchie and J. H. Davies, London.

6826.    Leclanche Battery, C. A. Grant and T. Hall, London.

6827.    Valves, J. Cort and S. Stevenson, London.

6828.    Machinery for Knitted Warp Fabrics, H. B. Payne and W. Campion, London.

6829.    Siftino Semi-liquid Materials, J. F. Stewart and T. 8. Payne, London.

6830.    Steam Engines, J. C. Mewburn.—(I.% EocUti D. Bourse et Frelezeau frkres, France.)

6831.    Cameras, T. Samuels, London.

bth June, 1885.

6832.    Expanding Butter Firkins, J. Dundon, Limerick.

6833.    Window-sashes, W. H. Blackwell, Hooley Hill, Manchester.

6834.    Heat Economising Screen, J. Gilmore and W. E. Copping, Anerley.

6835.    Undulating Rocking Frame Cinder sifter, W. Hibbert, Cheetham.

6836.    Extinguishing Fire, J. Sturrock, G. Lowdon, and J. Gordon, jun., Maryfield.

6837.    Connecting together Lead, <Sic., Pipes, J. Corbett, Carlislo.

6838.    Ensilage Press, T. Bullock, Crow.

6839.    Preparing Paper Pulp from Straw, &c., R. C. Menzies, C. F. Cross, and E. J. Sevan, Liverpool.

6840.    Treating Fibrous Substances, R. C. Menzies, C. F. Cross, and E. J. Bevan, Liverpool.

6841.    Casting Saucepans, &c., F. Hyland, Birmingham.

6842.    Window Fasteners, C. F. Grimmet and J. Cook, Birmingham.

6843.    Buttons for Easy Attachment, I. Whiteliouse, Birmingham.

6844.    Metallic Paint, M. Schumann.—(H. Graf, Germany.)

6845.    Locomotive Engines, W. B. and J. A. Johnson, Wigan.

6846.    Wool-cleaning Preparation, S. W. Maquay.— (O. IV. Hamilton, Australia )

6847.    Butcher’s Hygienic and Labour-savino Machine, R. Barker, Caerphilly.

6848.    Lids or Covers for Drums, <Sic., L. Pilkington, Liverpool.

6849.    Making Bricks, &c., J. D, Denny, Newbridge.

6850.    Pianofortes, E. Hoflnghoff, Barmen.

6851.    Condensers for Steamships, A. W. Pearce, London.

6852.    Door-porter, H. B. Dry, Birmingham.

6853.    Vessel to contain Chemicals, H. Saundors, Wolverhampton.

6864.    Looms for Weaving. A. Flatlier and S. Butterfield, Bradford.

6865.    Drivino Gear, J. P. Binns, Halifax.

6856.    Punchino Blanks for Animal Shoenails, G. M. Cruikshank.— (J. 0. Kollin, Sweden.)

6857.    Steam Boiler Cleaners, A. B. Scarborough and J. A. Barnard, Bonham, U.S.

6858.    Oil Wells, &c., J. Walsh, London.

6859.    Heating, &c., J. G. Lorrain, London.

6860.    Air and Water-tight Despatch Box, S. Lampard, London.

6801. Travelling Bags, &c., C. Schlamp, London. 6862. Rotary Motors, R. J. Whito, London.

6803. Tobacco Pipes, W. Moore, Cowfold.

6864.    Locks for Railway Carriage Doors, &c., J. Johnson, Northumberland.

6865.    Steam Generator, A. Reis, London.

6806. Producing Soluble Phosphates of Alkalies in the Manufacture of Steel and Iron, T. Twynam, London.

6867.    Producing Alkaline Phosphates in the Manufacture of Iron or Stkkl, T. Twynam, London.

6868.    Wringing, Rolling, &c., Machines, J. H. Woodward, London.

6869.    Railway Platelayers’ Signal of Approaching Trains, J. Steele, Chelmsford.

6870.    Rudder Attachment, J. D. Hickman, London.

6871.    Gas Stoves, C. E. Hearson, London.

6872.    Cleat-i for Securing Tent Ropes, &c., W. H. Hearson, London.

6873.    Steel, J. Gjers, London.

0874. Braces or Trousers’ Suspenders, R. E. A. Dolman, London.

6875 Bins or Receptacles for Bottles, W. B. and J.

S. Burrow, and T. Smith, London.

6S76. Bins or Receptacles for Bottles, W. B. and J. 8. Burrow, and T. Smith, London.

6877.    Embroidering Machines, E. Comely, London.

6878.    Electrical Batteries, J. T. Armstrong, London.

6879.    Ball-cocks, D. Hancock, London.

6880.    Gas Engines, E. F. Macgeorgo, London.

6881.    Watches, R. F. Marples.— (Seth Thomas Clock: Company, United States.)

6882.    Flexible Tubing or Hose, W. R. Lake.— Miinden-Hildesheimer Gummi-Waaren Fabriken Gebr. Wetzell, Actien-Qesellschoft, Germany.)

6883.    Cores of Disc or Ring Armatures, F. Wynne, London.

6884.    Artificial Fuel, J. Y. Johnson.—(La SocilU Anonyme des Forges et Cho.nliers de la MMiterranee, France.)

6885.    Filters, <fec., W. R. Oswald and G. Brodrlck, London.

6886.    Ornamenting Mf.tal with Metals, R. W. Laws, London.

6887.    Integral Meter of Electric Energy, F. Saldana, London.

6888.    Fixino the Colours upon Printed Fabrics, W. R. Lake.—(The Prag Smichoicer Kattun Manvfactur and F. Storck, Austria.)

8th June, 1885.

6889.    Window Slide Ventilator, W. Paul, London.

6890.    Knife and Fork Cleaning Machine, C. God-bolt, London.

6891.    Hand Pin-combs, J. Aspinall, Barnsley.

6892.    Feeding Boilers, T. T. Clarke, Dublin.

6893.    Regenerators and Open-hearth Furnaces, T. Williamson, Wishaw.

6894.    Preparing Ores for Smelting, J. McCulloch, Glasgow.

6895.    Automatic Lubricator for Valves of Steam Engines, T. Hill, Fonton, and J. Hill, Longton.

6896.    Bolt-threading Machines, W. P. Thompson (J. W. Adams, U.S.)

6897.    Equilibrium Slide Valve for Steam Engines, R. Bentley, Dresden, and T. Ford, Longton.

6898.    Vertical Water Tube Steam Boilers, C. J. Jones, Ipswich.

6899.    Regulating the Healds of Weaving Looms, R. Eckroyd, London.

6900.    Combination Drip Board and Mangling Tables for Mangles, P. Burt, Glasgow.

6901.    Discharging Torpedoes, &c., P. P. 8. y Chico, London.

6902.    Pegs, <fcc., of Shuttles for Weaving Looms, W. B. White, Lond

6903.    Explosives for Fire-arms, T. G. Hart, Dartford.

6904.    Cooling the Bearings of Engines, W. Walton, Bisliopwearmouth.

6905.    Stopping Bottles, B. Smith, Leeds.

6906.    Fastenings of Brooches, R. Bateman, Lozells.

6907.    Bore Rods. R. Wilson, Bishop Auckland.

6908.    Markino Lawn Tennis Balls, J. Sturrock, Dundee.

6909.    Mineral Water Bottle and Stoppers, R. Parsell, Tenby.

6910.    Fans, Fire-screens, Splash-boards, H. Trot-man, London.

6911.    Making up Boards for Piece Goods, C. Priestley, London.

6912.    Hair Restoratives, I. Wilkinson, London.

6913.    Absorbing Shocks in Railway Trains during Collision, R. Hill and J. Darling, Glasgow.

6914.    Surfacing by the Abrasive Process, F. Mars-den, London.

6915.    Upright Pianoforte Actions, F. Stevens, London.

6916.    Patterns for Moulding Railway OHairs, &c., C. Jones, Leitchurch.

6917.    Core Barrels for Making Hollow Castings, C. Jones, Leitchurch.

6918.    Dynamo-electric Machinery, G. E. Cabanellas, Dalston.

6919.    Bustle or Crinolette, L. Vignes.—(/. M. E. Euros, France.)

6920.    Watches, G. Thommen, London.

6921.    Ascertaining at Sight the Amount of Play any Shaft may have in its Bearings, E. F. Ellioth and W. Shorey, London.

6922.    Treating Animal, &c., Fibres, W. W. Hamilton, New York, U.S.

6923.    Treating Animal, &c., Fibres, W. W. Hamilton, Now York, U.S.

6924.    Oars, Sculls, and Paddles, A. Adams and J. J. Miller, London.

6925.    Bow Stoppers for Anchor Cables, G. Adamson and J. T. Fenwick, London.

6926.    Explosive Compounds, H. S. Maxim, London.

6927.    Lubricators, G. A. Mower, London.

6928.    Indicating Door Fastenings, A. Ashwell and C. Cross, London.

6929.    Valves, B. G. Martin, London.

6930.    Draining Baths, A. T. Allom, London.

6931.    Purifying Air, A. Gontard, Leipzig.

6932.    Steps for Vehicles, A. W. Auster, Birmingham.

6933.    Chains, G. Thornton and J. Brittain, London. 6984. Sii.os, W. H. Howarth, Halifax.

6935. Lamps, C. Asbury, London.

69'6. Pickers for Looms, C. Swindells, Halifax.

6937.    Glass Moulds, J. G. Sowerby, London.

6938.    Generating Gases, T. S. Lindsay, London.

6939.    Smelting Iron, A. Greiner and T. Erpf, Halifax.

6940.    Metallic Dishes, J. E. Bingham, London.

6941.    Spinning Frames, II. Ashworth and E. Eaves, London.

6942.    Umbrellas, J. H. Barry, London.

6943.    Gun-locks, T. Stead.—(I), and F. S. Moore, U.S )

6944.    Loading Shells, T. Stead.—(D. Moore, U.S.)

6945.    Lamps, H. J. Haddan.—(0. W. McGill, U.S.)

6946.    Wind Organs, R. Hunter, London.

6947.    Chains for Transmitting Motive Power, G. Thornton and J. Brittain, London.

6948.    Taps and Vents, J. Burch and W. J. Hall, Stockport.

6949.    Securing Rubber Tires, J. T. Stephenson, London.

6950.    Marking Superficial Areas, H. Richardson, London.

6951.    Pulley Blocks, &c., J. C. Mewbum.—(T. A. Weston, U.S.)

6952.    Friction Hammer, C. D. Abel.—(W. Hasscl,

Germany.)

6953.    Material for Extinguishing Fires, F. Bolton, London.

6954.    Watch Balance Regulator, A. M. Clark.—(/. C. Lcvasseur, A Igeria )

6955.    Producing Repousse Work, 8. Groves, London.

6956.    Spinning and Twisting, A. M. Clark.—(L. Finns, U.S.)

6957.    Turbines, A. M. Clark.—(A. J. and H. Schlaadt and G. S. Barton, New Zealand.)

6958.    Valve for Hose and other Piping, E. Haines, London.

6959.    Permanent Way of Railways, J. Somerset, London.

6960.    Permanent Way of Railways, J. Somerset, London.

6961.    Plouohs J. Oliver.—(C. Anderson, U.S.)

6962.    Treatment of Granite, W. J. Chalk, London.

6963.    Rock Tunnelling, H. N. Ponrice, London.

6964.    Electric Batteries, G. F. Redfern.—(/. B. Neyraud, France.)

6965. ' Advertisements, Ac., R. H. Gould, London.

6966.    Washing Textile Fabrics, J. Nicholas, London.

6967.    English Crape, <fcc., B. J. B. Mills.—(MM. Camel frlrcs et Cie., France.)

6968.    Neckties, Cuffs, &c., W. R. Lake.—(G. Leclerc, France.)

6969.    Mechanical Movement, W. R. Lake.—(J. W. Dodge, U.S.)

6970.    White Lead, E. Fischer and J. Posnansky, London.

6971.    Heating by Electricity, N. Frfere.—(A. Elu and E. Courcelles, France.)

6972.    Confectionery Jewellery for Children, C. Wells. London.

6973.    Photographic Bird’s-eye Views, C. Wells, London.

6974.    Handles of Kettles, &c., W. Topham and E. Snushall, London.

6975.    Rollers for Pathways, Ac., C. E. Hearson, London.

SELECTED AMERICAN PATENTS.

310.210. Straw Burning Furnace, John Abell, Woodbridge, Ontario, Canada.—Filed August 2bth, 1884.

Claim.—(1) The perforated air chamber I J, located on tho bottom of the leg C between the furnaces A and E, substantially as and for the purpose specified.

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bit?

(2) A straw furnace C, provided with a damper L, and fingers l, in combination with a corrugated plate/, substantially as and for the purpose specified. 310,240. Electric Arc Lamp, Ledyard Colburn, Birmingham, Conn.—Filed March 13th, 1884.

Claim.—In an electric arc lamp, the combination of the two carbons A B with the tubes C D, applied to

\B

C,

direct, respectively, a gas and an air jet between the points of the carbons, substantially as described. 310,039. Drinking Trough for Animals, Jonathan Moore, Brooklyn, N.Y.—Filed December 10th, 1884. Claim.—The metallic basin forming a horse trough, and a supply water pipe, cock, and float near the

317,009. Safety Apparatus

Engines, C. C. Worthington, Irvington, N.Y.— Filed February 7th, 1885.

Claim.—(1) The combination, with a condenser, of the valves b d, tho former arranged to close the pipe or pipes through which the exhaust stoam enters the condenser, and the latter arranged to open outward or to the atmosphere to allow the escape of the water and destroy the vacuum, substantially as described. (2) The combination, with the condenser, and the pipe or pipes through which the exhaust steam is conducted thereto, of the casing C, forming the chamber D, for the collection of the condensing water, and the

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valves b d, the former arranged to close the pipe or pipes through which the steam enters the condenser, and the latter arranged to open outward or to the atmosphere to allow the escape of the water and destroy the vacuum, substantially as described. (3) The combination, with the condenser, and the pipe or pipes through which the exhaust steam is conducted thereto, of the casing or enlargement C, forming the chamber D for the collection of the condensing water, the valves b d, tho former arranged to close the pipe or pipes through which the steam enters the condenser, and the latter arranged to open outward or to the atmosphere to allow the escape of the water and destroy the vacuum, and a pipe for draining said chamber of the water of condensation, substantially as described.

317,098. Governor for Enoines, David P. Davis, Jersey City, N.Y.—Filed February 9th, 1885.

Claim.— (1) The combination, with tho excentric and

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JC

..l

Ha

ing for such shaft, a base to the excentric with flanges, and slides at the hub of the wheel for such flanges, the links q, arms P, shaft o, secondary excentrle, and connection to the main excentric, substantially as set forth. (3) The combination, with the main shaft and sliding excentric, of a secondary excontrio, a shaft for the same, a connection from the secondary excentric to the base' of the main excontric, governor arms and connections between tho same and the shaft of the secondary excentric for turning such secondary excentric, substantially as set forth.

CONTENTS.

The Engineer, Juno 12th, 1885.

Horology at the Inventions Exhibition. No. I. 451 Commercial Electrolysis. No. III. . Miscellaneous Exhibits at the Inventions

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

Telescopic Lift ................

The Hastie-Brotherhood Hydraulic Engine.

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

Self-fastening Coal Plate. (Illustrated.)

The Forms of Ships...........

Theory of the Indicator.........

Sanitary Institute of Great Britain

Railway Matters.............

Notes and Memoranda .........

Miscellanea...............

The Fazakerley Signal and Switch Apparatus.

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

Edwards’ Anemometer. (Illustrated.)......

Compound Winding Engine. (Illustrated.).......

The Barrow Machine Rock Drill. (Illustrated.) 457 Letters to the Editor—

Trevithick Monument and no Monument .. 458 Proposed Widening of Old Broad-street .. 458 Ratio of Contraction of Area to Extension. 458

The Laws of Motion ............

Power Needed in Opf.rating the Cable Road

on Brooklyn Bridge.......

Leading Articles—

Cost of Condensing Water.....

A Dock for Ceylon.........

Practical Steam Engine Economy’ .

Railway Rates and Charges ..    .

London’s Coal Supply.......

Effects of the Yorkshire Strike .

The Institution of Civil Engineers

Hammersmith Bridg^ .......

Literature .............

H.M.S. Benbow ...........

Metallic Permanent Way. (Illustrated.)..    .. 464

Detachable Boring Tools. (Illustrated.).. ..465 Mathewson’s Sand Blast Appabatus. (Illus.).. 466

Standards of Length. (Illustrated.)......

The Vienna Storm. (Illustrated.)........

Epitaph ....................

American Notes ................

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District

Notes from Lancashire.........

Notes from Sheffield .........

Notes from the North of England ..    .

Notes from Scotland...........

Notes from Wales and Adjoining Counties .. 469 The Patent Journal Abstracts of Patent American Specifications. 470 Paragraphs—

Society of Arts Prize Essays The Lower Thames VaUey Main Sewerage Bills. 403 River Bridge between Durham and Sunderland 404 Engineering Society, King’s College