THE INTERNATIONAL HEALTH EXHIBITION. No. I.

The near approach of the date fixed for the opening of the Health Exhibition at South Kensington renders it possible to gain some idea, from a walk through the buildings, of the nature and magnitude of the display, as also of its general scope and importance. The large demands for space have compelled the authorities greatly to extend the temporary wooden buildings erected for the Fisheries Exhibition of last year; and new annexes are springing up in every direction. Not only will the various sections monopolise the gardens of the Royal Horticultural Society and the arcades by which they are surrounded, but all the available galleries of the Royal Albert Hall will be filled, and the Council of the City Guilds Institute have consented to devote a large portion of their new Central Institution, in

of technical education, the special attention of the authorities will be directed, and it is anticipated that some most interesting examples of school work will he sent from abroad, where scientific and industrial instruction has been greatly developed in recent years.

In the first division, with which we are more particularly concerned, are seven includes food of Group 2, with eight classes, relates to dress. Group 3, having fourteen classes, is devoted to the dwelling-house. Group 3a, which is a later addition to the original programme, and a concession no doubt to the medical men on the Council, treats of ambulance, with two classes. Group 4, with seven classes, includes the school; and Group 5, with classes, the workshop. Group 5a, which is also an interpolation, has two added classes for meteorology. The second division has only one group, for educational works

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Group 1, with twelve classes, prepared and unprepared.

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branches of the subject; these will aid the Council with their advice and experience. There are fourteen of these subcommittees, some of which are again divided into two or more sections. The following are the titles of the different committees:—1, City of London; 2, Food; 3, Dress; 4, the Dwelling House; 5, Ambulance; 6, the Workshop; 7, School and Education; 8, Technical Education; 9, International Congress on Education ; 10, Meteorology ; 11, Library; 12, Laboratory; 13, London Water Suppiy; and 14, India.

A special sub-commission, under the presidency of Lord Reay, has been appointed to take charge of the jury work. The other members are Sir James Paget, Sir F. A. Abel, Sir P. Cunliffe-Owen, and Dr. G. Buchanan, with Messrs. H. Trueman Wood and Gilbert R. Redgrave as joint secretaries. It is proposed that, as far as possible, the jurors shall be nominated by the exhibitors themselves;

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THE HEALTH EXHIBITION — GENERAL PLAN.

the Exhibition-road, for the arrangement of the Education Section, all which will be understood from the accompanying plan. It may be as w ell at once to explain very briefly the character of the display, as set forth in the prospectus. The Exhibition includes two principal divisions—Health and Education.

The Health Section, in order to impose some limits upon a subject almost too vast for an international display, even with the large areas available at South Kensington, is confined to matters affecting the dwelling-house, the school, and the workshop, together with food and dress. All the larger questions of public sanitation, such as those which relate to the sewerage and water supply of towns, the health of communities, and the isolation of contagious diseases, are excluded. In the division of the Exhibition devoted to Education, only a very small branch of the subject is dealt with, namely, the instruction in primary and infant schools, and the teaching of science, art, and handicrafts. To this Latter class, com j trising the subjects and appliances, with eleven classes. We have thus a total of eight groups and fifty-seven classes.

The Prince of Wales, as president of the Exhibition, has selected, from a very numerous list of vice-presidents and members of the General Committee, an Executive Council consisting of the Duke of Buckingham and Chandos as chairman, Sir James Paget, Bart., F.R.S., as vice chairman, and Sir F. A. Abel, C.B., F.R.S., Mr. E. Birkbeck, M.P., Dr. G. Buchanan, F.R.S., Sir Philip Cunlifle-Owen, K.C.M.G., C.B., C.I.E., Sir Joseph Fayrer, K.C.S.I., F.R.S., the Lord Mayor, M.P., the Marquis of Hamilton, Captain Douglas Galton, C.B., F.R.S., Mr. Ernest Hart, Sir John Lubbock, Part., M.P., F.R.S., Mr. Sand. Morley, M.P., Dr. G. Y. Poore, Lord Reay and Sir John Rose, Bart., G.C.M.G., with Mr. E. Cunliffe-Owen as secretary. In addition to the Executive Council are numerous sub-committees, selected from among those members of the General Committee who have paid special attention to, and identified themselves with, various and for this purpose a form has been supplied to each exhibitor, asking him to furnish the committee with the names of three gentlemen qualified to act as jurors in his department. It is hoped that sufficient unanimity may be shown in the selection thus made by the individuals chiefly interested, to enable the Council to nominate jurors who will have the full confidence of the exhibitors in each class.

The awards will consist of gold, silver, and bronze medals, and some valuable prizes are specially offered by the Society of Arts. It is anticipated that some additional prizes will be presented by public bodies and by persons interested in the various departments of the Exhibition. The number of juries is still under consideration. It is not anticipated that a jury will be nominated for every class. In Group 1 it is proposed to appoint six juries; in Group 2, one jury; Group 3, eight; Group 3a, one; Group 4, one: Group 5, one; Group 5a, one; and Group 6, six juries; making, with a general jury for machinery and two juric.?

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a interesting section of the Exhibition will be that included under “ the workshop.” This term, as here used, implies “ the place of production of all articles

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for the literary section of the Exhibition, a total of twenty-eight juries in all.

The various sub-committees have drawn up very interesting memoranda for the guidance of exhibitors. These documents describe generally the chief subjects which it is considered desirable to have represented; the best methods of displaying the selected objects; the points to which special attention should be directed; cognate subjects which might well be illustrated, and in some cases suggestions for making the display useful and popular. In this latter direction a very important step has been taken in the preparation of hand-books to each of the chief divisions of the Exhibition. These works will be entrusted to competent authorities and specialists in the various departments; they will be fully illustrated, and "will be sold at a cheap rate. It is hoped that some permanently useful results may, by this means, be ensured in the direction of the diffusion of improved knowledge of sanitary laws and conditions among the public, as represented by the general visitors to the Exhibition.

Further, it is intended to hold an international congress on education during the month of August, and discussions on matters cognate to the Exhibition are being arranged. But it is not only contemplated to attract the attention of specialists to the subjects treated of in the Exhibition; it is hoped by means of popular conferences, simple explanatory lectures, numerous diagrams and tables, and the already mentioned guide-books, that a large measure of popular interest will be awakened in subjects which have such an important bearing on public welfare. In this same connection we should allude to the proposed laboratories, of which two have been projected. That for biological research, under the charge of Mr. Watson Cheyne, will exhibit all the instruments, materials, and methods—short of the .actual inoculation of animals— employed in the investigation of the bacteria and fungi associated with the zymotic diseases of man, animals, and plants. In this laboratory the method of testing the power of disinfectants will also be practically demonstrated. The second laboratory, under the charge of Professor Cor-field, will contain all the apparatus necessary for the physical, chemical, and microscopical examination of water, air, soils, foods, disinfectants, &c. Here, also, demonstrations will from time to time be given, and adulterations and imnurities and the methods employed for their detection will be practically exhibited.

In the meteorological section it is proposed, in addition to a very complete collection of instruments, such as barometers, thermometers, anemometers, rain-gauges, &c., to establish in the grounds a typical climatological station, provided with a complete equipment. Daily observations will be taken by duly qualified assistants, and a record published in the daily programme of the Exhibition.

A large room has been set aside in the Royal Albert Hall as a library and reading-room, to be used in connection with the Exhibition. Here all works bearing on health and education will be available for the visitors, as also the daily and weekly publications and the English and foreign periodicals devoted to the various branches of the display. A catalogue of all work sent in will be published, and it is anticipated that a very complete representation of the literature of these subjects will be brought together.

A feature of great interest in connection with the Exhibition will be the joint display of the eight London Water Companies, which is being organised by Col. Sir Francis Bolton. For the first time, and probably for this occasion only, the water supplied by the great companies will be brought into one building and will be seen side by side. A special octagonal pavilion has been erected close to the pavilion of the Prince of Wales, and here eight streams of water will flow continuously, brought together for comparison to one spot, with all the necessary facts for illustrating the sources of the supply, the mode of filtration— with full-sized sections of the filter beds—analyses, with microscopic diagrams and particulars respecting distribution, quantity, areas supplied, &c. It is hoped that by means of this Exhibition the public will obtain some idea of the magnitude and importance of the metropolitan supply, and some conception of the steps taken to provide pure and wholesome water for domestic purposes.

Close to the pavilion we have just mentioned will be the full-sized model of a street of Old London, contributed by the Corporation of the City of London and the chief City Livery Companies. The exact connection of this display with the subjects of health and education is at first somewhat difficult to comprehend, but we understand that no attempt will be made to compass the sanitary condition of the City, either in olden or in modern times ; the display will serve to show the manner in which these companies fulfilling the objects of their charters, and the way in which they influence the trades or industries to which they relate. The city of lath and plaster which is being erected from the designs of, and under the superintendence of, Mr. George II. Birch, will not, as has been incorrectly stated, represent Cheapside, or any other individual street in olden times. It is a cluster of old houses of various dates, previously existing in the City, which have been accurately reproduced of their full size and coloured in their natural colours. The street is entered through the ancient “ Bishopsgate,” which spanned the thoroughfare of that name, and the houses will not be mere skeletons or sham fronts, but will be fitted up and furnished in appropriate styles and arranged for public access, both on the ground and first floors. They will be allotted to the various City Livery Companies, and will contain copies of ancient charters, ancient plate and furniture, and many matters of great interest and value. In some cases trades will be seen in actual operation; thus the Armourers and Braziers Company have arranged with a member of their guild to execute here some suits of armour, for which an order has been obtained. It seems not at all improbable that many more points of contact between the guilds and the trades with which they are connected are in existence than is generally su A novel an used by man.” Thus a “ bakery ” would be a workshop and likewise the house of a “ lucifer match-box maker ” in Bethnal Green. The object will be to illustrate as fully as possible the relation of the industrial conditions and processes of manufacture to health. Thus apparatus used, or proposed to be used, to minimise danger to life and health in the factory, the shop, or the mine; models, drawings, and examples of harmful products; specimens and samples of noxious and injurious articles; drawings and diagrams of diseases, deformities, and injuries caused by unwholesome trades, and objects for protecting workpeople from such evils, will be here collected. The general classification of this group includes designs and models for improvements in the arrangement and construction of workshops, especially those in which dangerous or unwholesome processes are conducted; apparatus and fittings for preventing or minimising such injuries—as, for example, guards, screens, fans, air-jets, preservative solutions, washes, &c.; objects for personal use, as mouthpieces, spectacles, dresses, hoods, masks; illustrations of diseases and deformities, and methods of combating them, together with new inventions and improvements tending to ameliorate the condition of life of those engaged in unhealthy occupations. We can fully believe that this part of the Exhibition will be carefully examined by those who are engaged in occupations which come under the foregoing, category. None, however, but those who have had opportunities for personal observation of these matters will be able to appreciate how careless and callous the workers, under conditions injurious and even dangerous to life and health, become in questions relating to their personal safety; and how difficult it is, when safeguards are provided, to cause the workpeople to make proper use of them. To fully illustrate ana bring home to the operatives the true nature of the risks and evils to which they are subjecting themselves, is a wise and prudent endeavour, and we trust it may be possible to do so thoroughly and effectively. Whether those most concerned will regard their own safety or not, is perhaps rather beside the question.

Health, in so far as it is affected by food and dress, will not have the same special interest for our readers as some of the other matters of which we have spoken; but in the preparation of food and the processes connected therewith a vast amount of mechanical ingenuity has in recent years been brought to bear, and a large number of machines will be shown in action at the Exhibition relating to this branch of the subject. We shall have the process of grinding flour and seeds, of mustard-making, of ice manufacture, the distillation of sea-water, the preparation of various aerated waters, the somewhat complicated contrivances for bread-making and biscuit baking by machinery, the plant used for brewing, the mechanical filtration of water, the preparation of soap, and many other processes involving the use of machinery.

Again, the machinery in the section relating to dress, though the plant used in spinning and weaving will be excluded, may present points of interest. We believe that laundry apparatus will form a prominent feature here, also the methods of disinfecting and cleaning clothing on a large scale. We trust in all these matters to secure for our readers full and reliable information.

One great department of the Exhibition, of which everyone will have to judge for himself, is that relating to preparation of food for the table. In a preliminary stroll through the buildings, it appeared to us that ample facilities for testing the cuisines of some half-a-dozen different countries will be presented to the bewildered visitor.

dairies, and bake-houses will surround him on all sides, and the man who escapes with less than three meals will be a phenomenon. The cooking apparatus, stoves, ranges, kitcheners, .and domestic fireplaces, many of which will be shown in action, occupy the same eastern arcade as they did in the “Smoke” Exhibition in 1882. In the smail gallery, parallel with the arcade, will be collected the baths, closets, and sanitary fittings of the dwelling-house and the school. This, though not the most attractive section of the display for the general public, is one of paramount interest and importance to the sanitarian; and we shall carefully examine the various inventions, most of which, we understand, will be supplied with water and be capable of being practically tested.

In one of the principal cross galleries the furniture of the dwelling-house will be shown, and series of elegantly furnished rooms by various firms of upholsterers are being prepared. It is, we believe, a condition that this furniture shall present some points of novelty, or some peculiar fitness with respect to sanitary conditions, to render it suitable for exhibition. Thus the walls will be coated with w;ushable papers, and the floors with impervi-damp-proof composition. The furniture will be capable of being scrubbed and readily cleansed, and the ordinary every-day stock of the furniture dealer will be banished. We look forward with considerable interest to these sanitary structures, which are not yet sufficiently advanced to give promise of their future excellence.

A temporary passage is being constructed across the Indian Galleries on the East side of the gardens, to give access to the rooms in the new buildings of the City and Guilds of London Institute, which have been lent to the Council for the display of the Technical Education Section of the Exhibition. Here it is intended to place the contributions of workshop teaching from foreign countries and the technical work of our own schools. It is proposed to set apart rooms for the trade teaching of the blind, the instruction of the deaf and dumb, and for the practical teaching of handicrafts, cookery, &c. In this building will be the laboratories of which we have already spoken, together with some portions of the primary school work. The bulk of the school fittings and apparatus will be arranged in the gallery of the Royal Albert Hall, which on this occasion will, as we have stated, form a part of the Exhibition. We have still to notice a very prominent and important department of the display, namely, the collection of works showing the influence of art teaching, under the Science and Art Department, on the artistic industries of the country. Some 700 exhibitors have replied to the invitation of the South Kensington Museum authorities and will contribute examples of furniture, textiles, pottery, carving, metal work, and every branch of art manufacture carried out from designs by students in our various Schools of Art. This interesting exhibition will be arranged in the promenade or central gallery of the Exhibition, together with a number of original designs for art manufactures.

The entrance to this gallery is being transformed by Messrs. Doulton and Co., of Lambeth. Where last year was a fountain, we now find a temple devoted to a collective display of terra-cotta, Lambeth ware, and all the various sanitary appliances of their manufacture. Some excellent painted tiles and Doulton ware columns are being fixed, and the general outlines of the pavilion can already be made out.

The whole of the Exhibition will be illuminated with the electric light, and the different companies are busy arranging their wires and cables. We shall devote minute attention to any novelties to be found in the lighting; particularly as under the classification there is likely to be some attempt at a fair competition between the advocates of gas and electricity. One of the classes in Group 3 is devoted to “lighting apparatus;” and illuminants of all kinds, even including oil and wax, will be suitably displayed, and it is hoped carefully and accurately tested. The improvements in gas lighting since the introduction of electricity for illuminating purposes have been most important, and the public should be made fully acquainted with the most advantageous system of using gas. N could be more wasteful and reckless than much of the apparatus now employed for this purpose in private houses.

There are many features of the Exhibition which we have been compelled to pass over in this introductory notice. Much has still to be done to complete work by the 8th of next month; but from our experience of previous exhibitions, we have every reason to think that the English portion of the display will by that time be fairly in order. Foreign countries will, as usual, be sadly behind-hand. We ought to state that the Education Section of the Exhibition will not be opened until early in June, as the building in Exhibition-road will not be completed by the earlier date fixed for the opening of the Health Section. As soon as the condition of the display warrants a more detailed account of the different portions of the Exhibition we shall resume our description, which will be as comprehensive and complete as possible, and will, we trust, present a fair picture of the state of sanitary knowledge and intellectual progress as represented by the forthcoming Exhibition.

ON THE APPLICATION OF HYDRAULIC MACHI

NERY TO THE LOADING, DISCHARGING, STEERING, AND WORKING OF STEAMSHIPS. By Mr. A. Betts Brown.

(Concluded from page 299.)

Hydraulic winch.—The rotary kind of hoist is shown in Figs. 8 to 12. Two winding barrels A A, with their brakes mounted in the frame B B, the outer ends of their shafts having warping ends 0 C keyed on. The winch is driven by the rams of three oscillating hydraulic cylinders D, which act upon the same crank pin, Fig. 8; and they receive and exhaust their water through the trunnions, by means of partially balanced cylindrical slide valves E, shown in section in Figs. 9 to 11, the casing of which remains stationary, whilst the cylindrical valve or plug E moves with the oscillation of the cylinder. When this hoist is required to discharge light cargo, such as tea, grain, &c., four ropes can be worked out of one hold, the engines constantly running at thirty revolutions per minute ; and with barrels and warping ends of 2ft. diameter, a discharging speed of 187ft. per minute is obtained. For the purpose of adapting the power of the winch to suit great differences of load, an arrangement is made for readily changing the throw of the crank whilst at work. The crank pin is fixed in two discs F, which are placed excentrically to the axis of the winch; and each of these discs revolves within a recessed face plate fixed upon the winch shaft, and is connected to it by a sliding bolt I, Fig. 8. A series of corresponding holes for the bolts are provided in these two discs F, for securing them by the bolts in different positions; the two bolts are withdrawn together by a lever, and then pushed in again by spiral springs. For the lightest load the hydraulic engine is set at Gin. stroke; and when the full 2-ton load is to be raised the sliding bolts are withdrawn and the excentric discs allowed to revolve into the position giving the greatest throw of the crank-pin, and the bolts are then allowed to drop into the holes. The engine is then at a stroke of 18in., and there are three other intermediate positions of 9in. to 12in. and 15in. stroke for proportionate loads. In this way the quantity of water used is made approximate to the work done; and as the stroke can be altered whilst the engine is running, no time is lost. When raising the heavy loads the engine does not exceed a speed of twenty revolutions per minute, which certainly does not involvo any material wear and tear. Gearing is entirely dispensed with in this hydraulic winch in consequence of the pressure of water used, which gives a moving force of three tons upon each of the three rams acting on a crank of 9in. radius, and this gives sufficient driving power when attached directly to the winding barrel. Also the entire absence of the noise and vibration so usual where gearing and quick-running steam engines are employed is not the least of the advantages in the hydraulic winch.

Hydraulic steering gear.—The provisions in gear that are most essential are as follows:—(1) That the power applied to the steering gear should increase in proportion to the angle at which the rudder is moved over; (2) that under any excessive strain the machinery should give way, allowing the rudder then to fly amidships, but immediately causing it to return when the strain is removed; and (3) that whilst the hydraulic steering rams and cylinders are placed aft for direct connection to the rudder, the valve for controlling them should be placed on the bridge, and worked there under the eye of the officers of the ship. In Figs. 21 to 24 is shown such an arrangement of hydraulic steering gear, connected to the rudder post A by the main tiller B, which is keyed upon it. The end of the tiller is turned cylindrical to allow the sliding block C to slide radially upon it; and this block is connected by trunnions to the hydraulic rams I) D working in the cylinders E E, Fig. 21, from which separate pipes are carried to the admission ports of the slide valve F that is placed at the bridge. When the main tiller is moved in either direction towards its extreme position, the sliding block runs out upon it, and the proportionate extent of motion or the effective leverage of the rams is increased, until the power over the rudder becomes doubled, when the rudder is hard over at 45 deg. on either side of the midshii position. This is an exceedingly useful property of the steering gear, because in steering with the rudder amidships on long voyages the quantity of water used is proportionately reduced. A wire cord is carried in each direction from the hydraulic rams to a quadrant G, so that any motion taking place in the rudder post communicates a similar motion to the quadrant. The object of

this quadrant is to effect an automatic cut-off by the slide valve F, about 700 lb. per square inch acting on the area of the rams; but and also to show by means of an indicator on deck the exact posi- the moment any strain on the rudder exceeds this pressure by tion of the rudder at all times. The steering valve F is shown in about 80 lb. per inch, the valves open internally, and allow the section to a larger scale in Fig. 24; it is three-ported, the water to flow back into the accumulator, driving the accumulator two end ports J J leading through the pipes to the hydraulic piston up against a steam cushion. In this way, through the rams cylinders astern, while the centre port is the exhaust; the of the steering gear, the rudder is practically held in posi tion at all

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lever I, Fig. 22, the other end of which is attached by a similar connecting link to a crank pin in the quadrant G, and to the middle of this lever I is joined the slide valve spindle. If the valve is opened by moving the steering tiller L and the lever I, water is at once admitted to one of the steering cylinders and exhausted from the other, causing the ram to move the rudder. But as the quadrant G receives motion from the rams by the wire cord, and therefore moves through precisely the same angles as the rudder, its crank pin is carried in the opposite direction to the crank on the shaft N, and the slide valve is by that means shut again; and any further movement of the steering tiller L will produce further motion in the rams, with a corresponding counteracting motion of the quadrant. The slide valve is also opened immediately by the quadrant whenever the rudder is driven amidships by the excessive strain of a heavy sea, and it thus gives a double relief to the water at that moment; but the quadrant closes the valve again on the rudder returning to the position from which it was disturbed. The shaft N of the steering tiller has a tubular casing, which is fixed to the quadrant below and is carried up to the top of the steering pedestal, and a pointer P is keyed upon it, which travels over a graduated arc and indicates the position of the rudder, as shown in the plan, Fig. 23. In this way any angle at which the steering tiller L is placed will be followed by a corresponding angular position of the rudder, and this is shown at once by the small pointer P. The working of this apparatus is perfectly smooth and noiseless. In a larger-sized steering gear, such as for ships like the Quetta, large relief valves are placed on each cylinder at K K, Fig. 21, with their exit pipes crossing over to each other, so that when a sea strikes the rudder the water is forced out of that cylinder, acting against it into the opposite one. These valves are set to blow off when the rudder is subjected to over one-fifth of its breaking strain.

LETTERS TO THE EDITOR.

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

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SIR,—Though I had no intention of adding a word to my letter of last week, it seems necessary after being honoured with so much editorial type in your last issue in further criticism of my paper, that I should make a few more remarks, more especially in view of the nature of your criticism. I have, in the first place, to thank you for the courtesy of inserting my letter. It would have been preferable had there been no occasion for hard expressions in my reference to your criticism; but those used in my letter had a justification in the unrelieved acrimony of the remarks in your journal of 11th inst. It is scarcely in human nature to choose the mildest forms of expression when, after long and patient working to obtain well attested facts to build upon, one is told with contemptuous allusions that their statements are not worth attention and their conclusions baseless. This last criticism with which I am favoured also contains much to provoke a style of reply which it will be my endeavour to avoid.

It is difficult to discover the bearing of the greater part of the remarks in your last issue on the principal facts and deductions given in my paper. It seems somehow to have been read upside down, as it is made to support conclusions which it condemns, and lings are extracted from it the reverse of what it is intended

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water from the accumulator enters the valve chest by the times by an elastic pressure of steam. The self-closing action of port H. Relief valves K K are provided in connection with each the slide valve is very similar to that in the hydraulic reversing hydraulic steering cylinder, for tne purpose of relieving the ruddei gear hereinafter described. The steering tiller L, Fig. 22, is fixed from any excessive strain in the event of a heavy sea striking it. upon the shaft N, which passes down from the bridge to the valve These relief valves remain shut so long as the strain on the rudder F on the main deck, terminating in a crank at the bottom. This and the hydraulic rams is less than that due to the pressure of crank, by a pin and connecting link, works one end of a “ floating”

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to convey, and even plain statements are made to do battle against themselves. It would be too heavy a task to go over the whole ground, my time will only allow of some condensed references to the chief points in your remarks.

(1)    I am represented as stating that the admission to the furnace of twice the theoretical quantity of air required for combustion represents a loss of 12J per cent, in fuel. What I do say is that 11 tons of superfluous air per ton of coal consumed with the products of combustion escaping at (100 deg. above the entering temperature carries off fully 12£ per cent, of the total heat of combustion of the ton of coal. This represents a very different percentage of the utilised effect of the coal.

(2)    I neither state nor imply in my paper that in natural draught boilers “ the products of combustion are purposely discharged from the flues of a marine boiler at a high temperature in order to obtain a good draught.” It is, however, impossible to avoid having a high temperature in the chimney in p marine boiler of ordinary proportions with a high rate of combustion on the usual largo grate.

(3)    My paper does not first attribute economy to slow combustion and then say “ that slow combustion is the thing to be avoided when we desire economy.” It states that economy has and can be got by slow combustion under certain conditions, these conditions being opposed to rapid combustion.

(4)    The statement in your remarks that it is perfectly well known that the consumption of 2 lb. of coal per horse-power per hour is rather over than under the average of good steamships is correct in the case of well-proportioned marine engines working at moderate ratios of power and using good coal, but not in the case of those steamers that maintain 17 knots across the Atlantic. It is just in cargo boats indicating about 750-H.P. and working at 75 lb. that one could easily find an economy somewhat under 2 lb. per horse-power per hour, and where a horse-power per hour can be obtained from an evaporation of 15^ lb. of water. There is, in fact, considerable misapprehension amongst engineers who lack sea experience as to the actual performances of steamships at sea when worked at their highest power. Those who have carefully and fairly tested results in such circumstances know I have not overstated the consumption in such cases at 2'G lb. A day or two spent in the stokehole of an Atlantic racer on her run would dispel a good many illusions regarding economy. Trial trips are of little value in this respect. I may refer here to the case of the Riachuelo, which you adduce to controvert my figures. Having heard the explanations, at the discussion of Mr. Samuda's paper, how the trial was conducted, I have no hesitation in saying that an error of 30 per cent, could easily have been made under the circumstances. I do not know what amount of error may have occurred, but assuredly, without the slightest reflection on the good faith of the shipbuilder and engineer, I believe there is It is impossible to test consumption on a three hours’ trial, especially with engines and boilers of the size. If the weight of coal required to cover the fire-grates be compared with the weight burned during the trial, it will not be difficult to understand how easily large error may occur.

(5)    As to the weight of coal burnt per square foot of grate per hour in an express locomotive, which I am rebuked for stating at 100 lb., I refer you to the following quotation from “Colburn on the Locomotive,’’page 226:—“Mr. Clark has found that in well-managed boilers good coke may be properly consumed at a rate of 100 lb. to 112 lb. at least per hour per foot of grate, without involving any objectionable consequences to the boiler. As a general rule, for practice he recommends a consumption of 112 lb. of coke per hour per foot of grate to be the maximum at which locomotive boilers should be designed to work.”

(6)    I do not speak in favourable terms of the system in which the boilers of torpedo boats are worked. On the contrary, I distinctly say it is a wasteful system, and injurious to the boilers; but that waste of coal is not a matter of much consequence in a torpedo boat.

(7)    Your remarks as to the admission of air arc not applicable to the statements in my paper. I have already explained 15 lb. of air per lb. of coal assumed in one case was merely for the purpose of comparison, and was put so low to prevent the results from appearing still more against the natural-draught boilers. I make no statement in my paper what weight of air per lb. of coal I propose to work on in my system. I state that it is difficult to obtain a high rate of combustion with a small admission of air. I am, however, encouraged by what I have already attained, and I

that the

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James Howden.

wrote

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R. F. Mushet.

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my formula, H.P. —

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done.

8, Buckingham-street, Adelphi, London, April 22nd.

D. K. Clark.

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Revolutions. Cubic ft. of air Nov. 1st 601

Nov. 3rd 699 .. .. 13,377 Feb. 6th 611 .. .. 10,330

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at the particular draught, d the assumed draught, and c a coefficient for value of form. This is all that is required for the actual curve of metacentres, as giving a limiting height that the centre of gravity may not be carried above without reducing the stability of the vessel; and this curve being obtained, it will be possible to calculate the position, or to approximate to the position, or probable centre of holds, or centre of internal capacity for cargo. And by placing this point or centre on the diagram, the relative position of the metacentric point may be seen, and the centre of internal capacity or lading at any draught of water. If this point of centre of lading or internal capacity comes below the position or

do not think it impossible to improve, so far as to burn 1 lb. of coal perfectly at a good high rate of combustion with an admission of 151b. of air.

(8)    You criticise the boiler I am working with, but if you read my paper you will find it is not put forward for criticism. It is not intended for use on board a ship, nor is it intended for a pattern boiler. It is merely a convenient boiler for making comparative trials. If the information can be of any service, I may explain it was made to be carried by rail, and as 9ft. is the extreme width allowed by the railways, it was made 9ft. in length. As this length was rather short to have the combustion chamber inside, it was put in a portable form outside. Such were the considerations which determined the particular form of the boiler. As to evaporation attained in this boiler, I stated at the discussion of my paper that since the paper was written I had risen to an evaporation of 11T7 lb. of water from lib. of Scotch coal with a combustion of 27 lb. per hour per square foot of grate. As I have still a considerable margin to work upon, I have no doubt of obtaining easily 12 lb. of evaporation with 30 lb. per square foot rate of bustion. This evaporation can be obtained at sea just as easily as on land. With mechanical supply of air and an exact knowledge of what is going on in regard to air admission as I have in my system, any result once obtained can always be exactly repeated. It is in this feature that the value of the system largely lies.

(9)    You say I admit the first experimental boiler was a failure. I do nothing of the kind. On the contrary, I say “ the results— of trial—were satisfactory.” They were, in truth, so satisfactory that I immediately set about the construction of the larger boiler, the first being too small, and otherwise not suitable for carrying out accurate experiments.

(10)    I have given the matters of water surface, steam space, and high furnace temperature very special consideration, and am quite prepared to give ample guarantees in regard to all these points being satisfactory in actual practice.

Finally, I am satisfied to leave the merits or demerits of my paper to the judgment of all impartial and intelligent readers, and what is of more importance, experts, or anyone sufficiently interested in this not unimportant subject will shortly have opportunities of comparing the statements in my paper with performances on a sufficiently large scale at sea.

Glasgow, April 22nd.    _

TIIE CREATORS OF THE AGE OF STEEL.

Sir,—In your impression of tho 11th inst., there appears a letter from Mr. W. T. Jeans, and I trust you will kindly afford space for a reply from me in your next week’s number. I will first settle the forro-manganeso question. At page 773 of my father’s papers “ On Iron and Steel,” is recorded an experiment made by my father, David Mushet. In this experiment ho fusod in a clay crucible a mixture of powdered iron ore, oxide of manganese, and charcoal. The result was a triplo metallic compound of iron, carbon, and manganese, in which there wero 71'6 parts of iron to 28"4 parts of metallic manganese. In other words, it was ferro-manganese, though that name had not then been invented. This experiment and others similar to it wero published in tho “Philosophical Magazine ” before I was born, and re-published in my father’s book in 1840.

It was eminently creditable to Mr. Bessemer—now Sir Henry— that ho should have succeeded, also in a clay crucible, in producing forro-manganose—seo page 60 of Mr. Jeans’ book—but he had been anticipated by my father fully forty years, so that tho question of priority in producing that substance, “ ferro-manganese,” otherwise rich spiegel, is finally set at rest. My father also —see pages 774-5 of his book—that he was pleased at having discovered that these rich alloys of manganese and iron were perfectly inert under magnetism; also that they might be prepared in a blast furnace on the scale of manufacture, as, indeed, they have boen for many years past. Mr. Bessemer, says Mr. Jeans, at pago 60 of his book, suspected that manganese might help him in his process. This was very natural; but it is very strange that nowhere in any of his patents has he claimed, or even made any allusion, to the triple compound, which alone has made his process My claim of 22nd September, 1856, did not prevent him, for his patents are of earlier date. I suppose I must say it was “Kismet,” and that I, and not he, was to make the discovery.

At page 60 of Mr. Jeans’ book, Mr. Jeans has these remarkable words:—“Seeing that he—Mr. Bessemer—could not introduce manganese and carbon separately into his converter, he began some experiments on tho reduction of ordinary manganeso to the metallic state.” But see Mr. Bessemer’s patents of 15th March and 31st May, 1856, in which he actually proposes carbon and oxide of manganeso separately into his converter. Now, if he saw he could not do this, why propose to do it? With the confidence of an expert, Mr. Jeans, in his letter of 7th inst., says:—“ I don’t think that the deoxidising action of manganese [metallic, I presume] is the essential effect of that substance.” No one ever said that it was. The essential effect of metallic ganese upon Bessemer metal is to deprive the latter metal of its occluded oxygen, which oxygen was the fatal obstacle to Mr. Bessemer’s success. In my process I had no intention of deoxidising Bessemer metal; my intention was to deoxygenate it, and I ceeded. Mr. Jeans has blundered between deoxidising and deoxy-genating, and his respectable authority is demolished thereby. I do not know what opinions Mr. Siemens expressed ten years ago, but he would scarcely have said that metallic manganese will not separate oxygen from Bessemer metal.

Mr. Jeans now passes on to state that a question of reducing the oxides in the Bessemer converter has been raised. Possibly it has, but certainly not by me. In the acid Bessemer converter there are always oxides of iron, and most certainly no one has proposed to reduce them in a furious oxidising atmosphere. Into the basic Bessemer converter large quantities of iron oxides are introduced, but are not, as far as I have heard, reduced to metal.

Mr. Jeans further states that towards the close of the blow Mr. Bessemer proposed to put in suitable carbonaceous matters, such as carbonate of iron, which is rich in carbon, &c.; and to render his fiasco complete, Mr. Jeans next asserts that carbonate of iron with manganese are the very substances which Mr. Mushet patented as his triple compound. Thus, in the school of Mr. Jeans, the carbonates of protoxide of iron and manganese—that is to say, carbonic acid, oxide of iron, and oxide of manganese—are a triple metallic compound of iron, carbon, and manganese, which triple compound I claimed to add to Bessemer metal.

Surely the force of absurdity can no further go. Why does not he get some chemists lad to revise his MS. ere it falls into the printer’s hands? Mr. Jeans justly remarks that I did not claim the method by which my triple compound was to be produced. No, I did not. It had been in operation at Siegen for about 200 years. Then, as regards rich spiegel, called ferro-manganese, my father discovered that substance, and the method of obtaining it, about the year 1801. Mr. Bessemer discovered another method of obtaining it; I do not exactly know when, as Mr. Jeans is not exact about dates.

Five months before Mr. Mushet ever heard of the Bessemer process, Mr. Jeans affirms that Mr. Bessemer knew that it “ partly by the use of these substances [What substances, Mr. Jeans?] that English iron could be converted into steel in the converter. ’ Very likely, but as it happened I knew, and not only partly, but wholly, that English hematite pig irons could be converted into good steel by adding a triple metallic compound of iron, carbon and manganese to these irons when blown into the dition of Bessemer metal in the converter. Mr. Jeans winds up with a mysterious allusion to some theory which was propounded, and which in later years found general acceptance, as one of the most important functions performed by those substances. Well, in his letter, Mr. Jeans gives the substances as carbonates of iron with manganese ; but at page 60 of his book the substances small pieces of iron ore, oxide of manganese, and charcoal. Who shall decide which were which, or whether the one was the other? Perhaps in his new edition the enigma will be solved.

Cheltenham, April 18th.

THE EFFICIENCY OF FANS.

Silt,—Imprimis, in framing my report, it was not my business to compare the merits of different fans; second, it was not my business to define the merits of the Capell fan; and, third, it is not my business to vindicate the laws of nature; and when Mr. Steavenson, as in your last issue, writes with levity of the compensatory action of a fluid travelling in a constricted conduit, he reminds me of that other gentleman who spoke disrespectfully of the equator. If he does not understand this “ occult influence,” as he calls it, he should sit down quietly and dispassionately, and study the results of Peclet’s experiments, to which I directed attention in my last letter. He is surprised at the liberty I have taken with the engine-power in dividing it into two. But I stated first the indicator power in its integrity. All this is clear enough. He forgets, when “ Iflewoff at atangent,” thatlmade the divergence for the information of your Bilston correspondent. His assertion, in the second paragraph of his letter, that it is utterly impossible to measure the velocity of air at 5000ft. per minute, with his other assertions, being unsupported by evidence, go for nothing. So I pass on.

I shall now state what my business was in reporting on the Capell fans. The fans were to be tested on the lines of, and under the same conditions as those of, the tests of the 3ft. exhausting fan, that were made in November, 1883, certified by the South Staffordshire and East Worcestershire Mining Institute, with a view to the verification or the modification of the results of these tests, as the case might be. The preparations were made, and I attended and conducted tests of two exhausting fans, and, in addition, two blast fans; the results of which have been duly reported, and have been published in your issue of March 28th. The fans were tested in open air; under conditions, consequently, different from those of a fan placed at the mouth of a coal pit; and I decided to base my calculations of work and horse-power on the observed velocities of the currents and the sectional areas of the thoroughfares—inflow for the exhausting fans, and outflow for the blast fans. That the inflow and outflow thoroughfares, respectively, should have been selected for this purpose, followed naturally from their regular form—adjutages, as it were—admitting of precise observations of velocity being taken, and precise and direct calculations of quantity and horse-power being made. The calculated horse-powers are placed on record in column 10 of my Table A. blast fans show the respective horse-powers finally expended. Those for the exhausting fans are good so far as they go. They are intermediate values in terms of which engineers may, at their leisure, estimate the net horse-power expended. I have already indicated in my report what direction such calculations should take. “ The net work,” I have said, “ expended in moving the air through it—the exhausting fan—provided by the engine, irrespective of the resistances of friction, eddies, and changes of direction, is that which is due to the final or departing velocity of the air discharged at the periphery.”

But Mr. Hearson questions the correctness of the method I have adopted of calculating the horse-power expended in the blast fans. His argument appears to be directed to the case of a fan delivering air into a conduit under pressure. Such was not the condition in my observations. The air was discharged direct from the delivery orifice of the fan case into the atmosphere, and the pressure consequent upon the compression in the fan case was expended in expanding the outflowing air, and in accelerating the velocity of discharge at the orifice, wliero the pressure of the current was equal to that of the surrounding atmosphere, and where the anemomotrical observations were taken. And, since the inflowing current at the centre of the fan was also under atmospheric pressure, tho pressures of influx and efflux were equal to each other, and in equilibrium; and the employment of A v3 465,300’

I made some observations of water gauge pressures independently of indicator horse-power; but I considered that water gauge observations made under tho circumstances of tho tests, were not, and could not be, so trustworthy as direct nncmometrical observations; and so, without making any use of them, I recorded them in my Tablo A, for behoof of those who might be interested by them.

The Bilston correspondent compliments me on my ingenuity. I beg leave to return the compliment, and to refer him back to my last letter in your issue of the 11th inst. When he either accepts tho first and second paragraphs of that letter, or upsets the arguments therein laid down, I shall give him the explanations he seeks in your last issue. But he should not hedge himself behind “his clumsy way of expressing himself,” as in point of fact helms

Sir,—Your correspondent Mr. A. L. Steavenson is entirely wrong in saying the little 5ft. portable ventilator tested by Mr. D. K. Clark was hastily removed from Homer Hill. It is “there, and remains there,” and 1ms been run in several very instructive experiments, some of which would have given Mr. Steavenson a sleepless night, when he saw the 16ft. Guibal fan on the same fan drift taking '50 more water gauge to pass the same volume of air as its miniature rival. As ho has stated “ that a small fan on a large drift is a mistake,” and I quite endorse his views, I do not wish to pin my reputation as a fan designer, either of open ventilators or close Guibal type of fans, on the performance of a little fan which put 4^-horso power of energy into 20,000 cubic feet of air drawn through its inlets. This applies to “ R. T. M.’s” questions; but I ask, suppose his mine took 3in. water gauge to pass 26,000 cubic feet of air? Then the 5ft. ventilator would run away from his 20ft. fan at 26'46 revolutions, which would be as powerless to get the air through the mine as a | lb. weight to draw up 15'6 lb. over a pulley. Each fan must be designed for the work it has to do, and to place a high velocity fan to draw low water gauge air from a pit is much like putting a racehorse to draw a loaded wagon. A 20ft. fan of my type will have an lift, inlet, and at 50 revolutions will pass at low water gauge 150,000 cubic feet of air per minute on a mine.

Mr. A. L. Steavenson has evidently no experience with highspeed air. I find the anemometers made by L. Casella, London, quite reliable up to 10,000ft. per minute—shielded above 6000ft. 1 havo repeatedly tested them by the wind gauge use of the water gauge, and Dr. Hutton’s velocity tables—which may be found in

Box’s Treatise on Heat ”—and the anemometer and wind gauge agree in a manner which is very singular.

I may here remark that my statements are founded on actual experiments; Mr. Steavenson’s on theory, or experiments with old type ventilators. To follow up his own simile, this is very much like arguing the “impossible" from the standpoint of the old 64-pounder smooth-bore gun with Messrs. Armstrong or Krupp. think air is the shot with which I load my “ gun;” the engine is the powder to discharge it.

I may remind him that the best gun is the one which gets the most expansion out of its powder, and delivers its shot with the highest initial velocity. Why should not a like rule apply to the air shot from a fan?    G. M. Cabell.

April 22nd.

Sir,—I have been waiting in full expectation to sec if Mr. D. K. Clark intended to explain the inconsistencies in the table which appeared in your impression of the 28th March, which was intended to represent the superiority of the Capell fan. Your spondent, “C. T. G.” asked him to do so, and the reply he received was a reference to several books and a reference to water, which was quite a different thing to the question. He then asks how would he of Bilston like to account for this. Your correspondent,

T. A. Hearson, also inquired for information referring to tests 8 and 10, but he received no satisfactory reply to either test. I understand the table, and as neither of the gentlemen—Mr. D. K. Clark or the Rev. G. M. Capell—will give an explanation of it, in justice to the public I will do it for them. For just as England is in the leading van of nations among scientific and mechanical engineering, so is your journal among scientific literature. Tens of thousands may read the letters and not the tables; the same may be said in reference to the tables and not the letters.

Mr. G. M. Capell, in his letter to you of December 3rd, 1883, quotes Dr. Hutton and Lind’s wind velocity tables. He says that they are singularly correct, so he cannot object my quoting the same, and which is to be found in T. Box’s “Treatise on Heat.” Test 8, D. K. Clark gives 8in. water gauge; Hutton’s wind velocity tables give 3£in. only. In column 8 Mr. Clark gives 100'83ft. per second; let him or any of your readers compare it with Hutton’s tables, and he will see he has more than doubled it. Test 9 is closed and dumb from the fifth to the eighteenth column. It is not the way to test a fan, either blast or exhaust, to close up either suction or discharge. Tests 2, 14, and 15 are tested with a restricted volume less than an Sin. round pipe; the water gauge is carefully given. Some idea may be formed in reference to these three tests by referring to a letter from Mr. Steavenson in this week’s impression of April 18th; also by my statement as follows: —One of my open harvest fans, 18in. diameter, will pass a greater pressure and a greater volume of air by hand power than either of the three tests named above, and neither of the water gauges compares with Hutton’s tables. Tests 16, 17, and 18 gives the area of suction 5*585; the water gauge is totally obscured. Each test, compared with Hutton’s tables, is less than 2in. water gauge, while the water gauge to test one, same size area is gin. Some idea may be formed of these four tests when I tell you that my 3ft. fan will overreach either of the above tests in the quantity of air delivered at the same blade tip speed.

I think I have stated quite sufficient to show that no reliance can be placed in this table. This clergyman, the Rev. G. M. Capell, has endeavoured his best to do me a great injury by referring to my new patent mining fan as a veritable pneumatic castle in the air. I will now compare his Table D for his 3ft. exhaust fan with my 3ft. exhaust fan, and may I ask you and your readers to pay attention to each table, and judge which of us, the rev. gentleman or myself, can claim the distinguished honour of such a mansion in the skies.

Tho Aland 3ft. fan 12in. wide.

Cubic ft. of air .. 88,678 .. 88,240 .. 84,200

106,118

It will thus be seen that with my fan one revolution, shown above, gives more than the three combined of the Capell fan. Tho reason I got these great results is because I have no restricted cylinder in my fan to shut in tho suction as in the Capell fan, but I open my suction to the diameter, or near tho diameter, of tho revolving disc. If my new fan should prove superior to others, I shall not denounce every other fan and their makers, for I consider the Guibal fan and many others have great merits and are good fans. Sinco his letter in reference to my fans appeared, his paper read at the Society of Mining Engineers at Dudley has fallen into my hands. I see in that paper, if he is correct, perpetual motion may yet havo a chance; but tho quick perception of the gentlemen who discussed tho paper refused to believe that more power could bo given out of the fan than was put in. At tho great International Health Exhibition shortly to be opened at Kensington several varieties of my—so called by Mr. Capell—castles in the air will be

Henry Aland,

Sir,—If Mr. Hearson will reflect a little he will see that he is using resistance twice over. Tho work stored in tho air,

2p

Shipments of pig iron have fallen off lately. This

4351. Syringes, he., J. Thompson, London.—11 tA Se

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the net result of the power expended in overcoming the resistance of the air, which resistance is duo to its inertia, overcome by tho fan, and resulting in tho v of tho above formula. Tho power actually thus expended may be or may not be 11'8-horse power, but it cannot be 11'8 and 3'8-horse power, as stated by Mr. Hearson. I may add that 3'8-horse power seems to be a very poor return to get for the expenditure of 11'8-horse power, and 1 suspect that Mr. Hearson’s figures must be wrong somewhere.    Fan.

Bermondsey, April 23rd.    _

THE STABILITY CURVES OF CARGO STEAMERS.

SlR,—Much importance and much complication has been given to the question of the stability of ordinary cargo-carrying steamers, and many systems have been explained for calculating the measures of stability, but, so far as can be ascertained, no practical result, or issue, or suggestion for future guidance has been evolved from the long and exhaustive discussions and papers recently read at the Institution of Naval Architects on the various methods of calculation adopted for ascertaining the measures of vessels’ stability, ns offering any suggestion to the present problems affecting the loss of so many cargo steamers and vessels; and more especially the latter, for from the Wreck Register of the Board of Trade it would that the greater loss is in this class of vessel.

As pointed out in my letter of the 29th March, on the remarks by Admiral Fishbourne in his “Stability the Seaman's Safeguard,” wherein he suggests “ some rule that would be safe and efficient,” as affecting the stability of this class of vessel under any condition of loading. And it would seem that some such rule for future guidance is absolutely required at the present moment, instead of calculating and entering into a long and detailed system of induction in the construction of stability curves, and so forth, as deduced from varying centres of gravity, which stability curves can only be obtained under the supposition of the vessel becoming inclined to certain angles, or being forced over by any force or power acting upon them in still water, and can only be of an approximate nature, and not taking into consideration the circumstances of a vessel becoming inclined on a wave face, or rolling in a sea-way.

The metacentre and position of the metacentre relative to the other, centres entering into a detailed estimate of the ship’s stability is entirely—by this system—ignored; but as the metacentre is the most important and valuable point to be ascertained as affecting the measure of stability, both in the initial state and under the condition of a vessel becoming inclined on a wave face or rolling in a sea-way; and ns a curve of metacentres is not a very difficult thing to construct, or involving very intricate calculation, or much time or labour, it seems to place itself to some advantage for more important consideration. The system is to construct a curve of height of metacentres above the centres of buoyancy at the corresponding draught or assumed plane of the floatation of the vessel, the height of metacentre or in

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ENGINEERS FOR AFRICA.

street and Cheapside, branching off along King William-street, Queen Victoria-street, Prince’s-street, Ac., flights of steps being placed at suitable distances for people to ascend or descend. This would prevent some of the accidents, and, above all, a very great deal of inconvenience in crossing the crowded thoroughfares. It would certainly not be so dear as widening the present cramped streets. Access could also be had from the elevated footpaths to the business premises along the route.

London, April 14th.    -

Sir,—I have been advised to appeal to you to lay before the public the need felt by our mission—the Universities Mission to Central Africa—of a practical engineer. Our object is to bring Christianity in contact with the vast population of Central Africa, and to use the seaboard of Lake Nyassa, the southernmost and the nearest East coast of the great African lakes, for this purpose. Our system is not to give salaries, but to share with one another such board and lodging as tbe country affords. Twenty pounds a year is allowed to such as require it for clothes, Ac. Laymen have joined our mission in various capacities on these conditions. The one apparent exception may suggest a noble way for men of various professions to answer our appeal. A society of doctors sends us a medical man and pays bis salary, so a society of engineers might send us an engineer. We now first need an engineer who could take charge of the engines and repair them in case of accident, Ac,, in a steamer that Messrs. Yarrow, Isle of Dogs, have now in hand for our work. I believe I may say that the passage of such an engineer would be paid out, and home again if he stopped three years. We make this appeal in the belief that devotion to such work as ours is not confined to any one calling. For further particulars apply to the Secretary of the Central African Mission,    The Rev. W, Penney.

14, Detebay-street, S.W,

THEATRICAL MACHINERY.

In our impression for February 29th we gave particulars and illustrations of some remarkable and ingenious theatrical machinery in the Paris Opera House. We now give an engraving of the movable stage in the Madison-square Theatre, New York. Our illustration affords a view of two theatrical stages, one above another, to be moved up and down as an elevator car is operated in a high building, and so that either one of them can easily and quickly at any time be brought to the proper level for acting thereon in front of the auditorium. The shaft through which this huge elevator moves up and down measures 114ft. from the roof to the bottom of the cellar below, and the stages so moved are built up into a compact, two-floored structure of timber, strapped with iron, knitted together by truss beams above and below, and substantially bound by tie and tension rods. The whole makes a structure 55ft. high, 22ft. wide, and 31ft. deep, weighing, as stated by the management, forty-eight tons, and having a vertical movement of 25ft. 2in. at each change. This immense contrivance is suspended at each corner by two steel cables, each of which would be capable of sustaining far more than the whole load, and these cables pass upward over sheaves or pulleys set at different angles, thence downward to a saddle, to which all are connected. Connected to this saddle is a hoisting cable, attached to a hoisting drum, by the rotation of which the stages are raised and lowered. Practically, only forty seconds are required to raise or lower a stage into position, and four men at the winch are as many as are ever required. The movement is thus easily effected, without sound, jar, or vibration, from the nice balancing of the stage and its weight with counterpoises, which are suspended from the saddle to which

the cables supporting the weight of the stages are attached.

In combination w ith each of these movable stages are borders, and border lights arranged to throw light down upon the stage, and so connected with flexible gas tubes as to be readily turned on and off; each stage has its trap floor, with traps and guides and windlasses for raising the traps—the space for this, and for operating the windlasses under the top stage, being about 6ft. Our illustration shows that while the play is proceeding before the audience, another scene is being arranged by the assistants on the upper stage, to be followed, when this is lowered, by similar preparations for the succeeding scene, should this be necessary, on the stage that will then be 25ft. below’. Thus it will be understood that of the two stages, one is always above or below, the other open for the time to the audience, and no time in setting scenery is lost, the setting proceeding on the hidden stage while the other is being acted upon.

Not a little fun, says the Scientific American, from which our engraving is copied, was made of Mr. Steele Mackaye in 1879, when he obtained his patent for and proposed to build the first movable stage, as here represented. The details of Mr, Mackaye’s patent were not as completely worked out, although the idea was there, as they subsequently were by Mr. Nelson Waldron, the stage machinist, who elaborated the system and obtained a subsequent patent thepefw, under which these movable stages have since been so successfully and satisfactorily operated at the Madison-square Theatre.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty“ Francis Ford, chief engineer, to the Indus, additional, for the Racer; Robert Macartliy, chiqf engineer, to the Indus, Additional,

een

1882-3.

1881-2. 1880-1.

1883-4. .. 35

59

14

62

The Guion mail steamer Oregon, which left Queenstown on the 13th inst., arrived at New York at five p.m. on Monday all well, making the extraordinary passage of six days nine hours twenty-two minutes, or twelve hours less than the fastest passage on record, which was made by her sister vessel the Alaska.

The following is given as an accurate analysis of the substances contained in a wine pint of the Tunbridge Wells chalybeate waters: —Nitrogen, 0'59 cubic inch; carbonic acid, 1 cubic inch, oxygen, trace; carbonate of lime, 0'03 grain; sulphate of lime, 0T7 grain; chloride of sodium, 0'30 grain; hydrochlorate of magnesia, 0'03 grain; hydrochlorate of lime, 0‘05; protoxide of iron0'28, grain.

For the week ending March 22nd, 1884, in 31 cities of the United States having an aggregate population of 7,283,500, there died 29G2 persons, which is equivalent to an annual death-rate of 21'1 per 1000 against 21'8 for the preceding week. For the North Atlantic cities the rate was 19'2; for the Eastern cities, 22'9; for the Lake cities, 1G'G; for the River cities, 18'9; and in the Southern cities, for the whites, 20'7, and for the coloured 36 G per 1000. Of all the deaths 37'3 per cent, were under five years of age, the proportion of this class in the Lake cities being 41'0 per cent., and rising to 53'1 per cent., in Milwaukee. Consumption caused 15'7, while it caused 18'2 per cent, of all the deaths among the Southern coloured, and 16’6 per cent in the Eastern cities. It is observable that while tho deaths from consumption in tho United States average about 16 per cent of all tho deaths, at the same period in England it was about 11 per cent., which is lower than usual; in Scotland it was 12 per cent.; in Dublin and Belfast 14 per cent.; in Rheims 9 per cent.; Havre 19 to 20 per cent.; and Brussels 23.

carbonic acid

This

or aqueous vapour, the intrinsic reduced. In mixtures of ethylene lene remains the mixture.

intrinsic luminosity of etliy forms about 50 per cent, of Mixtures of ethyline with oxygen in insufficient quantity to form an explosive mixture possess a greater illuminating power than pure ethylene, the intrinsic luminosity of the ethylene being greatly increased. The disilluminating effects of carbonic anhydride, nitrogen and water vapour are due partly to dilution and partly to refrigeration, i.e., the cooling occasioned by the introduction-of inert gas into the flame ; this refrigeration is proportioned to the specific heats of the gases, but in the case of carbonic anhydride and aqueous vapour it is augmented by the absorption of heat which takes place in the dissociation of the aqueous vapour and in the reduction of the carbonic anhydride to carbonic oxide. Of the

four diluents carbonic anhydride, nitrogen, aqueous vapour, and atmospheric air, the first is the most and the last is the least prejudicial to the illuminating power; nitrogen and atmospheric air, however, become more equalised in their effects as the proportion in which they are present increases, complete disillumination of the ethylene being effected by the same proportion of each.

con-

the

575,201'8 gals. The town of Spalding, several miles distant, has been supplied from the same source, the water being conveyed by pipes laid under the turnpike road.”

RAILWAY MATTERS.

On the 16th inst. the Transvaal delegates concluded at Amsterdam a loan of 15,000,000 fl. for the construction of railways.

The Government is satisfied, upon the assurance of Sir J. Hawk-shaw, that no difficulty will be experienced in ventilating the Parks’ Railway without intermediate shafts.

The Northern of France Railway has just increased its express communication between Paris and Brussels to eight express trains daily, carrying first and second-class passengers—that is to say, four each way.

The Grand Trunk Railway authorities have given the Dominion Government a pledge that they will expend a sum of £1,000,000, at an early date, for the purpose of doubling their line betw Montreal and Toronto.

The South Staffordshire Railway Freighters’ Association is steadily continuing its efforts to obtain, if possible, some substantial reduction in the excessive railway rates from the carrying companies. The Association, our Birmingham correspondent understands, is determined to do its very best to get by pacific means the relief which the industries require, and failing the carriers agreeing to any peaceful concession, the Railway Commisioner, or the House of Commons, will be called upon to interfere.

It is a well-known fact that in the United States most passenger trains are provided with the Westinghouse automatic brake. The long-continued efficiency of its working, as given during the past ten years, has now led many companies to equip their freight trains with the same invaluable safety appliance. During the last three months of the previous year orders for about 1700 freight car brakes were given, and in the first three months of the present year the Westinghouso Company received orders for more than 10,000 of these sets of fittings, whilst other important contracts for similar apparatus are being made.

Speaking of the cost of transport, our Birmingham correspondent writes:—“With respect to some heavy hardware manufacturers in this district who are removing their works to more convenient sites, so as to get the railway and the canal close up to their gates, I am told that the economy which the change will effect will be Is. Gd. upon every ton of iron entering the works, and Is. Gd upon every ton of iron which leaves the works. That this economy in times of severe competition like the present is of a not inconsiderable value may bo inferred from the fact that the saving in the case of one firm is estimated at £3000 a year.”

Speaking of locomotivo building in Russia, the American Machinist says:—“A report has been passing around our technical journals that an American locomotive building establishment had received a large order to build locomotives for Russia. We contradicted this report two months ago, but it still continues to go round. So far from requiring to purchase locomotives from other countries, Russia is now in a position to sell engines made in its own factories. Twenty years ago Russia had not the means of Wilding any locomotives; to-day the supply is in excess of the country’s needs. This notable change illustrates what protection And encouragement of native industries can do in a few years. In 18G8 the Russian Government decided that all locomotives needed for the railroads for the country should be made at home, and it arranged to pay a bonus to native makers for each engine turned out. This stimulated the progress of native mechanical industry so much that several factories are able to build locomotives for private buyers. The type of locomotive used in Russia has a close resemblance to the American engine, which was the favourite there before the nativo builders began to supply the demand.”

Preparations are being made on a largo scale for the active prosecution of tho work of construction on those portions of the Canadian Pacific Railway still incomplete. The Colonics and India says one of these portions is 300 miles from the summit of tho Kicking Horse Pass in tho Rocky Mountains westward to Kamloops, in British Columbia, to connect with the 200 miles now being built by the Canadian Government, from Port Moody, on tho Pacific Ocean inland. Tho other incomplete section is about 400 miles along the north shoro of Lake Superior. Work has been continued in this district throughout the whole winter, and as much as 40 per cent, of a section of 95 miles, which is more difficult and more costly than any other part of the lino, has been completed. There are now some 7000 men employed in this part. In the Rocky Mountains work is to be commenced almost immediately, and there will, it is reported, be fifty contractors engaged in the control of some 10,000 men. Everything now points to tho fulfilment of the prediction that kthis through allrail connection between the Atlantic and Pacific shores of the Dominion will be open for traffic by tho summer of 188G.

There were ten accidents—one of them the most serious of tho month—resulting from broken rails in America during last February. To illustrate the effect of the weather, the Railroad Gazette compares tho number of accidents resulting from broken rails in the three winter months—December, January, and February— with those in the three summer months-—June, July, and August —for four years past

Winter months Summer months ..    ..    3

The difference is sufficiently marked, even in the mild and open winter of 1881-82. In the four years the winter months thus show a total of 170 accidents resulting from broken rails, against 22 in the summer months, or over 7^ times the number. And it may be added that a comparison of the different winters will show a close correspondence between the severity of the season and the number of broken rails. In the winter just closed, for instance, the decrease as compared with the previous year was chiefly in December, and December was not a severe month, the winter storms and extremo cold not coming until late.

A tramway is being laid by tho London Southern Tramways Company from Herne-hill to Norwood Cemetery. The residents along the side of the Norwood-road opposite Brockwell Hall Park have petitioned the company to pave this part of tho road with wood instead of granite, so that the noise might be as little as possible. This, however, the company is not doing. Quietness is not good for the suburban residents. They want waking up. If the company has made up its mind to spend its money on granite, granite it 'will, and tho residents must, have. By no possibility can the company’s officers arrange with the contractor fora difference in the concrete surface and the sets of wood blocks. The residents not being tramway owners, cannot know what is best for them. They must be taught. They must be taught other things too. For instance, they have to learn that if a tramway company wants to get from a station to a cemetery, it must do so at the greatest possible inconvenience to those who dwell along its route. The road must be so cut up and stopped, that there is for weeks at a time only just room for one carriage, and residents must acquire patience and resignation to enable them to sit still at one end of this single way, while vehicles entering from the other end cover the distance. If they want to catch a train half-an-hour must be allowed for this stoppage, and thankfully must they put up with this and other inconveniences for the boon or ban of a tramway which they do not want. They must be content to see the side walk broken up by the pressure of heavy granite-laden carts pressing along under one curb, and they must wait for subsequent repairs and look pleasant. They must admit that good comes through evil when they see the heaps of granite setts thrown upon and destroying the undergrowth which had prettily filled up gaps between the trees yards apart. Tramways are proposed as extensions round different parts of London, but the residents along roads where tramway construction has been experienced will be so favourable to new lines that they will advise everyone to hail suburban lines along roads not very wide as they would the plague.

NOTES AND MEMORANDA.

It is stated that Messrs. Dankworth and Sanders, of St. Petersburg, have made a composition which is tough, flexible, impermeable by liquids, and as good an insulator as india-rubber, and which will form a substitute for this natural product in all its applications. In this, it may be remarked, it is like a great many of the artificial materials which have been put forward for the purpose. It is said to be a mixture of vegetable and mineral tar, linseed oil, ozokerit, spermaceti, and sulphur. These are mixed, and submitted to the prolonged action of superheated steam.

In a review recently published by the International Bureau of Weights and Measures, M. Marelc gives the particulars of experiments made by him in redetermining the density of mercury of the kind actually used in barometer tubes, taking the mean density of mercury as being comprised between that of perfectly dry mercury and of mercury exposed to moist air. The density of four samples of mercury A B 0 D, as determined by weighing in water, was found after many experiments to be as follows :—A = 13'595G31 ± 0¹000029; B = 13'595033 ± 0'000024; C = 13'595458 ± O'OOOOSG ; D = 13 595930 ± 0-000055.

At a recent meeting of the Chemical Society a paper was read on “ The Synthesis of Galena by means of Thiocarbamide,” by Mr. J. Emerson Reynolds. Some time sinco the author noticed that when sulphur urea was heated with an alkaline solution of lead hydrate the lead sulphide was thrown down in a specular layer. In the present paper ho gives the test method of obtaining this specular coating on glass, brass, &c. Two solutions are used ; one contains 1)0 grms. of sodium hydrate and 75 grins, of lead tartrate in a litre of water, tho other contains 17 grms. of sulphur urea in a litre; equal volumes of the two solutions aro mixed and heated in a clear beaker at about 50deg., a specular layer forms on the vessel which is at first silvery and translucent, it thickens as tho temperature rises and becomes opaque, resembling a brilliant face of a crystal of nativo galena. The excess of the sulphide separates out after boiling a short time as a very dense easily-washed pre-cipitato having the appearance of vory finely-powdered galena. Tho author hopes to be able to utilise this separation for analytical purposes. The coating adheres with considerable tenacity to glass, brass, &c., and when the patent rights which control the production of ammonium sulphocyanide lapse, this galena plating may be advantageously applied to many useful purposes. Two glass vases, ono coated externally tho other internally, and a piece of brass tube plated with galena were exhibited.

Herr S. von Wroblewski and K. Olszewski say, the result which M.M. Cailletet and Raoul Pictet obtained in the liquefaction of the gases, lead to tho hope that tho time is not far distant when it will be possible to examine liquid oxygen in a glass tube as easily as it is at present to look at a tube filled with in the liquid state. The one condition which must of necessity be arrived at is a sufficiently low temperature. In a paper published by Cailletet, he directs attention to fluid ethylene as a means of reaching an exceedingly low temperature. This gas, in a fluid stato, boils under the atmospheric pressure at —103 degrees, as measured by a thermometer of carbon disulphide. S. von Wroblcwski has constructed an apparatus for higher pressures, in which considerably largo quantities of gas can be subjected to a pressure of 200 atmospheres, and with this apparatus it is proposed to study the temperatures at the moment of expansion. The experiments soon led them to the discovery of a temperature at which carbon disulphide and alcohol became solid, and oxygen was rendered completely liquid with the greatest ease, temperature is reached by letting liquid ethylene boil in a vacuum. The critical temperature of oxygen is lower than that at which the liquefied ethylene boils under the pressure of one atmosphere. From a number of determinations it was found that with a temperature of —131'6 deg. oxygen begins to liquefy at a pressure of 26'5atmospheres; at—133'4deg. it began to liquefy at a pressure of 24'8 atmospheres; and at—135'8deg. it began to liquefy at 22'5 atmospheres. Liquid oxygen is colourless and as transparent as fluid carbonic acid; it is very mobile and exhibits a very beautiful meniscus. Carbon disulphide freezes at about—116 deg., and again becomes liquid at about —110 deg. Absolute alcohol at about—129 deg. is thick and viscous like oil, and at about —130'5 deg. solifidies to a firm mass.

Before the Chemical Society on tho 17th April, Dr. P. F. Frankland read a paper on the influence of incombustible diluents on the illuminating power of ethylene. The present communication forms a sequel to a paper read by the author on the illuminating power of ethylene when burnt with combustible lion-luminous diluents (Chem. Soc. Jour., Jan., 1884). In all cases the gases were consumed from a Referee’s burner. Great care was taken to ensure tho purity of the ethylene and the diluents—carbonic anhydride, nitrogen, oxygen, and atmospheric air—employed. The author records his observations in a series of tables and curves. He sums up the principal results as follows :—Mixtures of ethylene with the incombustible diluents carbonic anhydride, nitrogen, aqueous vapour, and atmospheric air, possess a lower illuminating power than pure ethylene. In all mixtures of ethylene with either carbonic anhydride, nitrogen, luminosity of the ethylene is with atmospheric air, the unimpaired until the air

MISCELLANEA.

It is said that a rich gold mine has been discovered n the Canadian Bocky Mountains.

Thebe is a very fine set of bells in the Clock Tower of the Royal Courts of Justice, but they are so completely boxed in that only a muffled ghost of their fine tones can riggle its way through the nearly closed louvres.

The Crystal Palace International Exhibition was opened with much ceremony by the Lord Mayor of London on Wednesday, The exhibition is of a general character, and appeals chiefly to popular audience rather than to any special class.

The Birmingham Small-arms Company has just secured from the War Department a contract for 3900 Martini-Henry rifles, to be completed by December next. The contract derives a certain interest from the fact that it is probably the last which will be given out for the old pattern Martini-Henry, as the new and improved pattern is now practically determined.

On Monday, April 21st, the iron screw steamer Vigilant, built by Messrs. T. W. Toward and Co., Low Benwels, Newcastle-online, proceeded to sea on her trial trip. Her dimensions are Length, 100ft. overall; breadth, 23ft. Gin.; depth of hold, 12ft. She is fitted with a pair of inverted compound surface-condensing engines, having cylinders of 21in. and 38in. diameter, and 24in. stroke.

The largest make hitherto recorded from any blast furnaces in South Wales and Monmouthshire district is that recently obtained from the Ebbw Vale Company’s new furnaces at Victoria, No. 1 making 760 tons one week, and Nos. 1 and 2 together making 1505 tons the following week. This from GOft, furnaces must bo sidered a great improvement upon production of furnaoes of tho old type.

The French are much occupied in discussing the proposal for tho reduction of the hours of labour to ten. La JUpubliquc Indus-triclle attacks the question vigorously. Tho same journal is occupied in discussing proposals for the benefit of workmen by a law similar to our Employers’ Liability Act, whioh, however, in this country is looked upon by workmen’s association representatives as practically a dead letter.

Messrs. Dewrance and Co. have just published a new catalogue of their manufactures, consisting of stop valves, boiler fittings, pressure gauges, engine and machinery lubricators, injectors and force pumps, pressure and reducing valves, alarms, and other fittings, which is so well got up, and of what seems to us to be the size most convenient to everyone, that just so much reference must be made to it. The name ought to be printed on the back.

Recent German journals tell of a fly-wheel accident in an iron rolling mill. The wheel was 7 metres in diameter, weighed 24,000 kilogrammes, and was on the crank shaft of an engine of 100-horso power. The engine was running at about 100 revolutions per minute when the wheel flew to pieces, heavy portions being thrown considerable distances ; ono weighing about a ton was, it is said, thrown 150 metres distant. At tho speed given tho circumferential velocity was about 7200ft. per minute, or 120ft. per second.

It is said that all doubts as to the success of the experiment of placing high-class steamers in the New Zealand trade are now at an end. The net profits of the company from 1870 to 1883 aro put down at £243,318, equal to an average of £28,623 per annum, or 22\ per cent, per annum on tho called-up capital. There has been carried to reserve or depreciation account a sum of £120,000. During the past six years a uniform dividend of 10 per cent, per annum has been paid to tho shareholders. In order to meet the growing demands of tho trade, two new steamers of 4750 tons each, of tho highest class finish and equipment, are now being built in Glasgow.

A Board of Trade report has been issued on the explosion of a vertical steam boiler in a printing oflice at Great Yarmouth, Norfolk. The boiler was reduced to from 0'094in. to 0'125in. in thickness, and burst at some pressure between 401b. to 501b. In his evidence the foreman said:—“I did not know whether it was fit for that pressure or not. About six or seven months ago I held tho safety valve down by hand, and raised the pressure to 70 lb. by gauge. After that I was satisfied that the boiler was safe.” This foreman would probably look for a gas escape with a lighted candle, put himself on ice to see if it were strong enough to carry considerable weight, and put a match on a keg of gunpowder to see whether it was wet or dry.

Commander H. C. Taylor, U.S. Navy, in a recent letter to Mayor Edison, New York City, in regard to the shoaling of the water in New York harbour, says:—“The immediate fact is unquestioned that there is not enough water on the bar. Whether present shoaling, from 25ft. to 23ft., be temporary or permanent, 25ft. is tho most that can be even hoped for at low water, and though the rise of the tide be added to this, yet such swells as roll on the bar for days at a time will often make the harbour entrance dangerous or impassable for the larger class of transatlantic steamships and other vessels of equal draught. In order, therefore, that the city of New York may continue to hold its high importance in the world’s commerce, immediate steps should be taken to deepen the principal channel across the bar to a minimum depth of 27ft. at low water, and to preserve it at that depth at all times. I believe that the prosperity of the port in the immediate future is closely dependent upon prompt action in this regard.”

The report of the Chief Inspector of Factories for the past year states that though the total number of reported accidents for the year exceeded that for the year previous, the number of fatalities was less. Of accidents of all kinds there were 8996, as against 8501 in 1882; but the total number of fatal accidents declined from 444 in 1882 to 401 last year. The most remarkable of the fatalities for the year consisted of .a series of “run over” accidents which happened in the autumn and winter in one of the largest ironworks in the United Kingdom. Though the fatal shaft accidents—the most dreadful, perhaps, of all to which factory hands are liable-fell short of what might have been feared, they were sufficiently numerous to justify the continued enforcement of strict regulations for safeguarding shafting gear. Mr. Whymper remarks that the mere casing of a shaft does not always prevent its being a source of danger any more than does the fact of its being out of ordinary reach.

In a paper in the “ Proceedings” of the Institution of Civil Engineers, giving particulars of an artesian well through the oolitic rocks at Bourn, Lincolnshire, in 185G, Mr. James Pilbrow says r^-“Tho boring, 4in. in diameter, passed through several oolitic strata to a depth of 92ft. Below the alluvial soil and gravel, a hard shelly limestone, 32ft. in thickness, was encountered. The boring was then continued through various beds, till it reached a stratum 6ft. thick of compact and hard rock, in passing through which, at 92ft. below the surface, the tool fell suddenly about 2ft., evidently into a chasm or hollow, striking upon the hard surface of the underlying rock. The water immediately rushed up with great force, and drove the men from their work, and it was not without difficulty that the joints for attaching the curved pipe and sluice valve at the surface could be accomplished. The site of the town of Bourn is flat; the highest part, where the well is situated, being only about 6ft. above the general level. An air chamber was fixed at the well to regulate the pressure, and to equalise the supply of water to the town. The water rose at the Town Hall exactly 39ft. 9in. above the ground. The yield at the bore and surface level, ascertained by filling a tank capable of containing 5000 gals., was at the rate of 567,000 gals, per day, and there was no diminution on letting the whole run continuously to waste. The yield was also tested by a ‘ notch-board,’ which, by using the co-efficient 0'563, and measuring at still water and not at the ‘ crest,’ gave

FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

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

THE ENGINEER.

APRIL 25, 1884.

PUBLISHER’S NOTICE.

*** With this week's number is issued as a Supplement a Two-page Engraving of Her Majesty's Telegraph Ship Monarch. Every copy as issued by the Publisher contains this Supplement, and subscribers are requested to notify the fact should they not receive it.

TO CORRESPONDENTS.

*** In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed to the public, and intended for insertion in this column, must, in all es, be accompanied by a large envelope legibly directed by the ivriter to himself, and bearing a Id. postage stamp, in order that answers received by us may be forwarded to their destination. No notice will be taken of communications which do not comply with these instructions.

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

J. R.—Chambers' Logarithms will probably best meet your requirements.

An Old Subscriber.—See the paper “ On the Mersey llailway and Tunnel " in The Engineer, 1th December, 1883.

J. B. C. (Hull).—There is no special book on marine laws affecting the interests of marine engineers. We can only refer you to the Merchant Shipping Acts.

W. B.—Your reversing gear is of extreme antiquity. We saw it fitted to a vertical engine twenty-five years ago, and it was then regarded as a fossil. The objection to it is that the lead is all wrong for going backwards, as you will see if you give the matter a little thought.

Draughtsman.—There is no good book on prime cost. From time to time small works, prime cost sheets, and such like, are advertised, but we are not aware of the existence of any comprehensive treatise on the subject. Indeed, wide diversities of opinion and method exist, and in no two establishments, 'perhaps, is the same system adopted. The art of estimating never seems to be taught. It has to be picked up somehow, and this is no doubt the reason why so many firms find their way into bankruptcy.

TIE-IRON RAFTERS.

(To the Editor of The Engineer.)

Sir,—Permit mo to ask through your columns the following question:—

What weight would a Sin. by Sin. by Ain. T-iron rafter sustain ? Span,

42ft. betweon supports—distributed load—area of section, 2} square

THE EARTHQUAKE.

Our eastern counties have experienced a rude reminder that there are some terrestrial facts to which it is not pleasant to have attention drawn by practical illustration. Earthquake within short ranges is not a cheerful subject for contemplation, and on the principle that other folks’ aches are not so bad as our own, earthquakes are to us much more interesting if less exciting at, say, (Jasa-micciola or Cachar than in Essex or Suffolk.

On Tuesday morning, at about twenty minutes past nine, what was evidently a severe earthquake occurred along our eastern coast, extending considerable distances inland, and was most felt at Colchester, Laugenhoe, and Wyvenhoe, many buildings being wrecked at the latter place, while part of the tower of a Congregational church was thrown down in Colchester, and numerous chimneys overthrown. Some evidence of the shock having been felt in London has been published; and generally there is no doubt that England has again experienced an came very near in intensity or in

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MEETINGS NEXT WEEK.

The Institution of Civil Engineers.—Tuesday, April 29tli, at 8 p. Paper to be discussed, “ On the Comparative Merits of Vertical and II zontal Engines, and on Rotative Beam Engines for Pumping,” by Mr. Wm. E. Rich, M. Inst. C.E.

Iron and Steel Institute.—Annual meeting at 25, Great George-street, London, S.W., Wednesday, the 30th of April, Thursday, the 1st, and Friday, the 2nd of May, commencing each day at 10.30

Institution of Mechanical Engineers.—Thursday, May 1st, at 7.30 p.m.: The following papers will be read and discussed as far as ti will admit:—“On the Consumption of Fuel in Locomotives,” by M. Georges Mari6, of Paris. “ On Portable Railways,” by M. Paul Decau-ville, of Petit-Bourg, Paris. “ On tho Moscrop Engine Recorder, and the Knowles Supplementary Governor,” by Mr. Michael Longridge, of Manchester. Friday, May 2nd, at 7.30 p.m.: “Description of the Automatic and Exhaust Steam Injector,” by Mr. A. Slater Savill, of Manchester. “Description of the Apparatus used for Testing Current Meters at the Admiralty Works at Torquay for Experimenting on Models of Ships," by Mr. Robert Gordon, of Burmah. “ Description of the Francke ‘Tina’ or Vat Process for the Amalgamation of Silver Ores,” by 51 r. Edgar P. Rath-bone, of London.

Chemical Society.—Thursday, May 1st, at 8 p.m.: “On Benzozlactic Acid and some of its Derivatives,” Part I., by Mr. W. H. Perkin, jun., Ph.D. “ On Fluorene,” by Mr. W. R. E. Hodgkinson.

Society of Arts.—Monday, April 28th, at 8 p.m.: Cantor Lectures.— “ Some New Optical Instruments and Arrangements,” Lecture I., by Mr. J. Norman Lockyer, F.R.S., F.R.A.S. Tuesday, April 29th, at 8 p.m.: Foreign and Colonial Section.—"The Transvaal Gold Fields ; their Past, Present, and Future,” by Mr. W. Henry Penning. Mr. F. W. Rudler, F.G.S., Curator of the Museum of Practical Geology, will preside. Wednesday, April 30th, at 8 p.m.: Nineteenth ordinary meeting.—“ New Legislation as to Freshwater Fisheries,” by Mr. J. W. Willis-Bund. Mr. Edward Birkbeck, M.P., will preside.

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MARRIAGE.

On tho 17th April, at All Saints’ Church, Blackheath, by the Rev. E. J. Willcocks, M.A., Head Master of the Grammar School, Warrington brother of the bridegroom, assisted by the Rov. C. A. Stevens, Vicar oi Portslade, near Brighton, and the Rev. E. Foyle Randolph, Vicar of the parish, George Waller Willcocks, M. Inst. C.E., second son of the late Roger Willcocks, of Teignmouth, to Mary, eldest daughter of Rowland Escombf,, of Lindsay House, Blackheath.

while badly-built bouses have suffered much damage, and the Abberton Church was also much damaged.

Against earthquakes we are powerless; we can but build so that these earth pulsations shall, in spite of their great velocity, have no material effect on the stability of structures. This the late Robert Mallet, to whom seismology owes its' existence as a science, has shown us how to do. He gave the world the knowledge it now possesses on the true nature of earthquakes, although he only offered suggestions as to their cause. It is not likely, however, that buildings in England will be designed with any reference to seismic disturbances, which have hitherto been so few. Neither is it likely that we shall take any heed of the probable dates of earthquake recurrence; although, from the statistics which Mallet collected and systematised, it is possible to arrive approximately at such dates. Seismic energy may he considered as constant during historic time, though viewed with reference to much larger periods, it is probably a decaying energy. It does not seem to be of the nature of a distinctly periodic force, and while the minimum paroxysmal interval may be a year or two, the average interval is from five to ten years, the shorter intervals being usually attended with shocks of lesser intensity. During the last three centuries two marked periods of extreme paroxysm are observable in each century, Due greater than the other, that of the greater number and intensity occurring about the middle of each century and the other towards the end of each. There appear to be distinct indications of a maximum about the winter solstice, and minimum rather before the autumnal equinox. Speaking still of the earthquake-attended countries generally, it seems that one earthquake of some severity may be expected about every eight months. Respecting the laws to be observed in building so as to be unaffected by earthquakes, we may refer to our impression of the 24th August, 1883, when dealt with this subject in connection with the Ischia disaster. But unless we in England are unfortunate enough to have our knowledge of earthquakes extended by frequent actual demonstration, we are not likely to look upon them as in any way entering into our architectural considerations.

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earthquake which velocity and amplitude of wave particle to being disastrously destructive. People were startled in many localities where the shock was insufficient to cause any damage; and at those places where bricks and mortar fell about freely and entered rooms through the roofs, alarm was naturally very great, and the accounts of the earthquake are as usual accompanied by the exaggerations which describe what people thought took place, or what they thought they felt rather than what actually took place—such, for instance, as in the story of a woman being thrown out of bed, and a man shaken off a standing locomotive owing to the violence with which it was supposed to rock about. The shock, however, was very severe, and very few have any idea of how narrow a margin during that momentary throb divided their fates between that safety at which many no doubt felt some surprise, and one of the most dreaded forms of death by burial, or burning alive, or by suffocation or slow death, half-crushed under masses of masonry. Comparatively speaking, slight as shock when we think of those which destroyed Casamicciola, Caracas, and many towns of South America, it needed hut slightly greater velocity of wave particle not only to have laid low the town's in the Eastern Counties, but to have made mountainous heaps of brickbats and rubbish of London and many towns far away from it. rThe shock felt in those places where no appreciable damage has been done was, to give a familiar illustration, probably due to a velocity of earth wave particle not greater than the velocity which imparts the shock one may feel by dropping on the heels from and to a stone step Gin. in height; hut had the velocity been as great as that acquired by dropping from the height of a chair seat, the ruin would have been as complete as that of Chios. A shock of no greater violence than those which frequently occur within the Mediterranean seismic hands—one, for instance, the velocity of whose wave particle is not more than 12ft. to 15ft. per second—would do all this, and we should be far worse off under such a visit than those in towns which have in earthquake countries been so destroyed, for our waterworks, sewers, and gas mains would add to the destroying agents, and produce a scene beyond imagination terrible.

Even within historic times there have been many earthquakes in Great Britain, some very destructive; and at the present time there are some proofs that about two earthquakes per week shake the soil of England, Scotland, or Ireland, and this not including the minute and continually repeated vibratory jars which have been long remarked at Comrie in Scotland, or the slower pulsations continually experienced by those using the very delicate instruments at Greenwich, and Cambridge, and Oxford. Now and thensomeof these British shocks are not quite to bedespised; for example, on the 13th of August, 1816, an earthquake, that extended with violence over more than 100 square miles of Scotland, shook down part, and twisted upon its base the whole of the spire of the church of Aberdeen. On March 17th, 1843, an earthquake, great enough to damage buildings, occurred in the North of England, and reached from Northumberland down to Flintshire, and from the Isle of Man to beyond Cheshire; and no longer ago than on the 9th November, 1852, a shock which threw down strong walls at Shrewsbury, extended over the British Islandsfrom Dumbarton nearly to Dartmoor,in Devon—and from Enniskillen in Ireland, to Gainsborough in Lincolnshire. The last shock which swept over a large part of England was in 1863, hut it is an illustration of the happy side of forgetfulness, that because anything like a tangible shock is infrequent in this country, we forget that England has been much visited by the earthquake evidences that our world is still experiencing the effects of the mechanical equivalent of thermal decadence. We experience a shock and forget it, and do not find any necessity for following the example of the Chilian in keeping an earthquake coat. This, however, would soon be wanted if we had to pass much time without preparation in the sti’eets; and the panic on Tuesday in Colchester and other parts of Essex reminds us that amongst the many natural gifts referable to geographical position and geological structure, none have been so important in permitting our natural development as our immunity from frequent or severe earthquakes.

At present we are not in possession of full particulars of the extent to which buildings have really been destroyed or shattered; but it seems clear that more destruction has been wrought than by any earthquake in this country since the latter end of the thirteenth century, even if the fall of the Glastonbury Church is rightly ascribed to earthquake in 1175, or since 1580, when part of the Temple Church was said to be thrown down by the same agency. It is said that on Tuesday the Langenhoe Church was destroyed; and there seems to be no doubt that over a large part of Essex structures such as chimneys, with high centres of gravity and small base, have been thrown down;

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MARINE BOILERS.

It is not to be assumed that the existing type of cylindrical marine boiler finds favour with all engineers, or that no attempts have been made to supersede it. We have reason, however, to know that some persons hold that the retention of the existing type is due to nothing but dogged obstinacy on the part of those who make it. We are told that the cylindrical many-furnaced boiler is merely a development or modification of the old box boiler; that it has nothing specially to recommend it, and that its use is a direct bar to progress in marine engineering. Now, it is quite true that the cylindrical boiler is a species of survival of the box boiler modified to suit new conditions of pressure; but engineers as a rule are by no means blind to its defects. It would not be used if there was anything better available. The only substitute that can be suggested for it is the locomotive type of boiler. Accordingly, this boiler, modified in various ways to suit the conditions under which alone it can be used at sea, has been tried. Messrs. Holt have used one modification. Turner’s boiler very closely conforms to that of a locomotive; so do those of the Polyphemus. The results hitherto obtained, however, have been, to say the least, not eminently satisfactory; and so the cylindrical return tube boiler represents about 95 per cent, of the generators found on board ship. The great objections to it are its great weight; the enormous quantity of water which it holds; the irregularity with which it is heated—cold water often being found under the flues until a ship has been rolling at sea for some time—its enormous thickness renders it difficult to rivet, and to make or keep tight. On the other hand, it fits its place in a ship very conveniently; it is not given to priming; is economical, and causes less trouble than any other type. Such advantages as these not only go a long way, but far enough to justify the favour which has been accorded to it.

It is not to be denied that there is something very’ tempting about the locomotive boiler—its small size and great power are powerful arguments in its favour. It is, too, at least, as economical as any other boiler in use on sea or land when properly worked. But it is to be feared that all the good it can confer is overbalanced by the objections which can he truthfully urged against it. Every boiler is a composite affair ; it must be regarded not only as a steam generator but as a furnace ; it is not only a vessel in which water may he boiled, but an apparatus in which fuel has to be burned to the best advantage. For the moment we may neglect the former question and confine our attention to the latter. The locomotive boiler is smaller and lighter than the marine boiler, because its capacity for holding either coal or water is less than that of its rival; but its heating surface is not necessarily less. Yet a heavy price has to he paid for equivalence in this matter. Tubes about half the size, and more than double the number of those found in cylindrical hoi lei's must be used. There is no objection to their employment in the locomotive, which never steams continually for many hours ; there is a great objection to their use at sea, because they have to he frequently swept unless the draught is to suffer. But the great objection to the locomotive boiler is the small size of grate that can be got in ; thus a boiler with a shell 5ft. in diameter cannot well ha ve more than 25 square feet of grate, unless the fire-box is splayed, which entails obvious disadvantages. Such a boiler would be expected to make as much steam as a tliree-furnaced marine boiler 13ft. in diameter— say enough to supply an engine of 600indicated horse-power. The three furnaces of the cylindrical boiler would have a grate area of 54ft., or more than twice that of the locomotive boiler. The result is, that combustion must take place at twice the rate in the latter, with a proportionate augmentation in furnace temperature. At first sight there may apparently be no objection to this; nor is there, provided the period during which the boiler is continually worked is moderate. But at sea steam must be kept up for weeks

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proved liable to prime heavily, and this, perhaps, more than anything else has been fatal to their adoption. Theoretically the locomotive boiler has everything to recommend it; practically it does not succeed. To put such a boiler on ship-board is very much like putting a racehorse to draw a cart. The racer and the carthorse are both admirable, but they are only so because of their adaptation to the conditions which surround them when doing their work. There is no such thing as abstract merit in any steam generator. Its advantages and dis<odvantages can only be estimated in terms of the circumstances under which it has to be used.

Although, however, the locomotive boiler cannot be used with success on board ships, we are

by no means disposed to regarding the existing type of boiler as representing finality. It is possible, we think, to produce something which may have the good points of both, the bad points of neither. The use of oval boilers, for example, may be attended with a considerable saving in space, if not in weight, for the same power. It must also be admitted that in such a case as that of the Polyphemus, the locomotive boiler had not a fair trial. We seldom see the locomotive fire-box with its brick arch used at sea; on the contrary, shallow fire-boxes are preferred. In torpedo boat

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on the other there will be an attempt to foster on use of basic steel, now being increasingly made. The building of steel vessels lias been hitherto at a disadvantage in the North, because steel has been brought for that purpose from Scotland and from Wales, and the cost has been disproportionately great as compared with that of iron plates. Tliis will now be remedied by the means indicated, and thus an increased use is probable. Moreover, the enlarged production of steel will cheapen the cost of that article in the end, and thus the margin of difference between steel plates and iron plates will be lessened, so that it is quite probable that the next few years may witness in the North a revolution in the plate trade.

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instead of hours, and troubles arise which are not fully realised by those who have not had to contend with them. It is extremely difficult, for example, to get grate-bars to stand. Even in the existing boiler, it is known that when fires are forced by putting on the steam jet, the bars will sometimes come down in half-a-dozen furnaces one after the other. A very deep and

the locomotive type of boiler, and to tl re are practical objections connected with their stowage on board and handling. Water ash-pans are unavoidable and objectionable. Again, if there is any iron in the coal—and it is very difficult to get coal which does not contain iron—a peculiar kind of clinker ring is formed round the fire-box end of each tube, gradually contracting its area, until the draught is ruined. The type of boiler is quite unsuited for the combustion of north-country or bituminous coal. Such coal can be used on railway locomotives, but only with trouble, and the best railway work is always done with Welsh or smokeless coal. It is more than questionable, too, if any furnace could be got to withstand, day after day for weeks, the intense furnace temperature on which the locomotive boiler depends for its advantages. All these points, and many others, have to be taken into consideration when we deal with the locomotive boiler as an apparatus for burning coal.

When we turn to its consideration as a vessel in which to boil water, we find that strong objections may be urged against it. The depth of water over the fire-box crown is so small that the boiler must in any case stand fore and aft in the ship. Even when thus placed there is risk run when the ship pitches, the water, by its momentum, being driven from one end of the boiler to the other at frequent intervals. The utmost vigilance is required to prevent the water from getting either too high or too low. It is a question, indeed, of not much over an inch either way, while a cylindrical marine boiler is not particular to Gin. either way. In it the only parts to suffer are the crowns of the back uptakes or combustion chambers, and the heat to which these are exposed is nothing like so intense as that which the crown plates of the locomotive furnace have to sustain. At sea, again, all locomotive boilers have practice the locomotive type of But a run of four or five hours at full speed seems to be about the limit. After that clinkering renders it impossible to keep steam. That any saving in fuel would be effected by the employment of locomotive boilers we altogether doubt; a great saving in space and weight could be secured, and this is all, perhaps, that can be said in their favour. The hope of the future lies, however, in the introduction of such a modification of the two types—locomotive and cylindrical—as will secure some of the advantages of both. As we have said, we do not believe that this task is impossible of accomplishment. Possibly now that engineers are, unfortunately, short of orders, they may find time to turn a little attention in this direction.

dr. watson’s award.

Dr. R. S. Watson, the arbitrator appointed by the North of England Board of Arbitration to settle the wages dispute, issued his award on the 18th inst. The employers claimed a reduction of one shilling per ton on puddling and 10 per cent, on other forge and mill wages. Dr. Watson awards, “ That for the period beginning April 12th and ending June 28th, 1884, there shall be a reduction of 3d. per ton on puddling and 2£ per cent, all other forge and mill wages.” This award has taken both parties by surprise. A 5 per cent, reduction, or half the amount claimed, was alike expected by employers, operatives, and consumers of finished iron ; and the equivalent of that percentage has already been claimed and conceded as between buyers and sellers in most recent transactions. From certain observations attached to his award, and made in justification thereof, it appears that Dr. Watson is determined never to authorise reductions of wages greater than would become due under “ Dale’s scale ” applied to “Waterhouses ascertainments.” In other words, so long as Dr. Watson regulates wages for the North of England finished iron trade, it is clear that they will vary precisely the same as they would under the scale. They will be no lower, as the employers think they should be in lieu of the advantages of a time bargain ; and they will be no higher, for there is no time bargain for the men to plead as a consideration. Though no time bargain exists theoretically, the practical effect will be the same as if it did. Dr. Watson is not likely to be disturbed from his position or to lose the confidence of either side. For he has twice apparently decided rather for the operatives than for their employers. He therefore must be popular with the former; and he is so well known to and respected by the latter that they will certainly not withhold from him their support. Looking upon Dr. Watson, therefore, as the sole arbitrator for the immediate future, and upon the principles by which he is guided as those which must now regulate ironworkers’ wages, the following is the probable effect, viz.: (1) Wages will still continue to be Is. 6d. above shillings for pounds, of ascertained selling prices ; (2) There will be no acknowledged scale, because employers will not pay extra for one in name when they have one in substance; (3) There will no longer be any need for frequently recurring arbitrations, as the result of all such can certainly be foreseen, and may as well be accepted beforehand. Dr. Watson deserves the credit of having solved a most difficult problem He has established a principle for regulating wages intelligible to all concerned, and acceptable to the disputants, and without either trampling upon or endorsing the ex parte crotchets of either.

FOREIGN SHIPS AND BRITISH TRADE.

The short article in The Engineer a few weeks ago on the foreign ships employed in the exjjort coal trade from British ports seems bearing fruit. The question has been prominently referred to by a peer, who is one of the authorities in shipping matters, and it has been brought forward in the columns of the leading paper of the North. The question is one that is of interest. We find that during the month of March there were 248 British vessels and 101 foreign vessels which took coal cargoes at Newcastle for foreign ports, and in some other ports the proportion of foreign vessels in that trade was greater. At some of the Scotch ports, for instance, the greater part of the coal trade was done in foreign vessels; and the fact is well known that an advertisement has appeared asking for tenders from foreign shipowners for the conveyance of coal in our own coasting trade. It becomes of interest to learn the cause of the employment of foreign vessels to the extent that it is. It would appear that it is partly due to the decay of our fleet of small sailing vessels, which have not been replaced, either by steamers or by wooden ships of similar size. It is probable that there would be a trade for small British steamers in the export coal trade, if they could be cheaply navigated, and it is to this that the thoughts of the owners will have to be turned. Our fleet of little sailing vessels is dying oft', and will not be replaced. The trade to some small foreign ports now done in them cannot always be transferred to large steamers, and thus there is a need for small steamers that could be cheaply worked to carry on the trade. It is in this direction that shipbuilders must look to keep the coal carrying trade in British vessels.

PLATE PRODUCTION IN THE NORTH.

There are indications that in the period of dulness that the manufactured iron trade of the North has entered into, there may be changes which will especially affect the plate trade. At the present time the production of plates gives 67 per cent, of the whole of the iron sold by the associated finished iron makers in the Durham and northern districts. Most of the plate iron is used in the shipbuilding industry, and it is therefore of interest to learn that vessels are now being built in the North, and boilers constructed, with soft steel for their material instead of iron. This use of the substitutory metal must increase. On the one hand, the Consett Iron Company has decided to treble its production of Siemens steel, and has commenced the erection of the needful works, and

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LAID-UP STEAMERS.

Already about one-fifth of the total number of merchant steamers registered at north-eastern ports has been laid up by the owners in consequence of their inability to obtain remunerative freights. The shipping trade is actually becoming worse instead of better, and the question of a remedy is beginning to strongly exercise the minds of the underwriters. Notices convening special meetings of the Mutual Insurance clubs in the Hartlepools, clubs which have an aggregate capital of over four millions sterling, have been issued, and it is the intention of the clubs to consider the advisability of increasing the return premiums for steamers detained in port by 50 per cent, during the period from April to September. This is done with the intention of offering a premium to owners to lay up their ships, so as to produce a strengthening effect upon the freight market. The remedy seems a curious one, though at the same time it is no more out of place than the resolution of ironmasters to subsidise those who agree to put their furnaces out of blast in order to increase pig iron prices.

LITERATURE.

Ausa Dynamica, Concerning Force, Impulsion, and Energy. By John O’Toole. Dublin: Hodges, Figgis and Co. 1884. [First Notice.]

Those who watch the signs of the times can hardly have failed to perceive that the modern student of physical science is not quite like his immediate predecessors. The spirit of the age is one of inquiry; and it is not wonderful that men who have been taught to take nothing for granted, and to drag secrets from unwilling nature, should begin to question the authority of their teachers, specially true concerning questions relating to those problems which border on the metaphysical. It is not, as we have often pointed out, that any hesitation is manifested concerning the superstructure of physical science. Doubt is felt concerning its foundations. No one ques-

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tions the soundness of such an equation as E = ~2g~ ’

where E represents capacity for performing work measured in units of foot-tons, pounds, or ounces; no one asserts that energy expended in an electric lamp cannot be calculated. So long as numbers can be brought into play with a practical purpose, so long is the student, be he old

does the student on the way to become unbelief. Once it was not so. When a recognised authority defined a word, that definition was accepted as somewhat sacred. Students did not dive below the surface so much then as they do now; their habits of thought were different. Incessant training has begun to tell, and old scientific superstitions are ruthlessly dragged from their dens into the light of day and compelled to give an account of themselves. Nor is this spirit of scepticism confined to students. The most eminent of our science teachers believe now only in themselves, not at all in each other; and we find very wide diversities of definition, if not of teaching, among them. The spectacle is not quite edifying, but the disagreement is unavoidable. It arises from the fact that we know very very little of the operation of what it is the custom to call nature’s laws—a phrase, we may add here, which may be regarded as already doomed. Nor could any serious evil arise from all this if only care was taken to teach the student that the various explanations put forward to account for the existence of apparent physical facts are really incapable of that comprehensive proof which can alone carry certainty with it. They constitute useful working hypotheses, and as such they would be willingly passed by even the most captious and discriminating student. If we take the atomic theory, for example, we find that in its crudest form it is useless to the chemist. The physical atom and the chemical atom are totally different and irreconcileable; the atom of the crystallographer is different from both. Can we be surprised that the student of chemistry and the student of physical science in its purest form, when they compare notes, begin to find that their teachers are not only not unanimous, but that they flatly contradict each other? What result can the discovery have but one—the setting up of grave doubts, first, as to whether there is really such a thing as an atom at all; and, secondly, another chain of doubts as to whether their teachers quite understand what they talk about on the lecture platform.

Some time since we reviewed in these pages Dr. Stallo’s remar kable book, a work noteworthy for the fact that in all England only one man, Mr. W. R. Browne, set himself seriously to refute its arguments. Irr the thick pamphlet before us, we see a development of Dr. Stallo’s line of thought. The title is almost untranslatable. It implies more than any translation can give. We may freely render it by “Audacious Dynamics.” We do not know whether Mr. O’Toole has read Dr. Stallo or not, but he goes everr further than Stallo in some respects; arrd though he deals with words, he has achieved, we think, something more tharr a nrere dialectical triumph. Mr. O’Toole tells the world that he is a student, —and we have no reasorr to doubt him, save one, namely, his intimate knowledge of the subjects with which he deals —and that he cannot understand what is taught him. lie breaks rrew ground, and boldly asks how such and such things can be. Let us take, for example, the word Force, and see what he has to say concerning it.

If we open any text book written a few years ago, we shall find that Force is defined as the cause of motion. Thus, for example, Wiesbach says, “ Force is the cause of the motion, or of the change in the motion, of material bodies.” This so-called truth was universally taught for many years. Recently, however, students have been taught that Force is merely the time-rate change of momentum, or the space-rate change of kinetic energy. It requires some familiarity with mathematical inodes of thought to grasp the meaning of this statement. We may point out that the proposition involves a complete change of base. The momentum of a body is represented by Mo; to say, the mass of it multiplied by the velocity of it. Its mass may be assumed as unalterable, while its velocity can be altered by some influence external to itself. So altered, its momentum will be filtered, varying with the variations in v. But these changes cannot be brought about without the lapse of some time; for an infinitely powerful external influence is a metaphysical abstraction, with which we need not concern ourselves here. But it is evident that the rate at which the change of velocity is effected will depend on the power of the external influence, just as a train will be stopped quicker or slower according to the efficiency of the brake. Hitherto the external influence has been called a force. Now, however, the rate at which the change in velocity is effected is called the force. To the ordinary mind this is simply transferring a name from the cause to the effect, and seems to be based on a syllogi like this: We have a cause, termed Force; we have an effect—namely, a change in the amount of momentum of a moving body — which is precisely equivalent to the cause. If they are equal, they are alike. Therefore the name previously applied with propriety be attached to the effect, be done. Mr. O’Toole not unnaturally assumes that some doubt may be said to exist in the minds of the great teachers of science, if one of them can be found to teach that Force is the cause of motion, and another that it is the rate at which velocity changes. He ventures, therefore, boldly to assert that Force is not the cause of motion, and that it cannot be a cause of it. In this we are quite at one with Mr. O’Toole, always assuming that we use the word in the way he does. To assert that a locomotive is the cause of the motion of a train, is accurate only in a sense. It is more accurate to say that heat is the cause of the motion, and the statements are not synonymous, although they are in accord with each other. We have hinted that Mr. O’Toole is a very advanced student, to say the least; and we are not surprised to find that he seems to know all that can be said to be known concerning the sixth sense possessed by man at all events, and which has been termed the muscular sense. As has been already pointed out in this journal, the idea of Force is inseparably connected in the mind with the idea of effort or push. No ordinary mind can conceive of a Force which does nothing—never exerts itself. Possibly Herbert Spencer or Tait might; we cannot say. “ It is generally agreed,” says our author, “ and it seems to be undeniable, that we get the idea of Force or pressure from the muscular sense.    Of

course, the sensation in our muscles of effort or of resistance is not to be regarded as itself the force; it is but a sign or indication thereof. Some metaphysicians believe that the muscular or sixth sense is the only one that really communicates to us evidence of an external world.” If, then, Force were defined as effort or push, the definition would coincide at once with our daily experience, and we should find a general concensus of opinion in favour of the explanation. Unfortunately tliis definition would not cover all the ground desirable according to the teachings of science, and, therefore, we are

April 25, 1884.

THE ENGINEER.

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

(From our own Correspondent.)

The markets this week have been attended by more sellers than buyers, and it is not, therefore, matter for surprise that makers are unable to report the receipt of much new business; but more sales would have been recorded were the prices offered by would-be purchasers satisfactory. As they are not, a considerable amount of business has to be still refused.

The mills and forges are all in operation again, the ironworkers, who last week declined to resume when the furnaces had been got ready for them, having, on Monday, gone on without further ado.

The sheetmakers reported to-day—Thursday—in Birmingham that there were plenty of inquiries about alike from merchants for export and also from home consumers. The difficulty which lies in the way of the acceptance of the contracts offered is the low price attached. Makers cannot accept these and get profit. Numbers of them are still therefore allowing inquiries to pass on elsewhere. But the mills keep pretty steadily engaged. Rapid execution is the order of the day, since purchasers will not consent to wait for deliveries when they give out specifications. Considering that South Staffordshire has almost a monopoly of the sheet trade, there should be more firmness in prices than now appears. Singles are £7 5s. to £7; doubles, £7 15s. to £7 10s.; and lattens, £8 10s.

Woodford sheets, single gauge, were quoted to-day £810s.; doubles, £10; 25 and 26 b.g., £11 10s.; and 28 b.g., Crown qualities are £1 additional to the above, and “ descriptions £2 10s. additional. Mild steel sheets were quoted £13 10s. for singles, £14 10s. for doubles, £16 for 25 and 26 g., and £16 10s. for 28 g. Woodford charcoal sheets were quoted £16 for singles, £17 10s. for doubles, £19 for 25 and 26 g., and £19 10s. for 28 g.

There was no giving way in the excellent reports which for several weeks the makers of working-up and stamping sheets have brought on to ’Change. The works keep busy on the basis of £10 to £11 for working-up doubles, and £13 for stamping lattens.

Tin-plates are in good outturn and prices are improving. Messrs. E. I\ and W. Baldwin report this week an advance of Is. per box. American orders have been booked by cable at this advance, and the firm inform me that they have refused offers to double these contracts except at a further Is. rise.

The demand

In connection with the continental trade, it is not a satisfactory feature that the tube makers have just received notice that the through railway and shipping rates from this district to Amsterdam, Hamburg, Rotterdam, and Antwerp are increased from 16s. Gd. to 19s. lOd. per ton. The shipowners, it is believed, take the bulk of the increase, not the carriers by land.

NOTES FROM LANCASHIRE.

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r ^ for bars, hoops, and strips does not show improvement. The amount of new business for these classes of iron which the quarterly meetings have brought out has been much below the average. Merchants are still “bearing” the market, but makers oppose as bold a front as is possible.

The majority of the merchant mills are only employed from hand to mouth. Those can see farthest ahead who have shipping orders upon the books. Excellent bars are to be had at £7, and second-class qualities at £6 15s. to £6 10s. Some common bar makers refuse to go below £6, and they stated this afternoon that would not consent to accept less than this even for hurdle iron. Other firms would here and there have taken £5 17s. 6d. Hoops were again £6 7s. Gd. to £6 10s. for export sorts.

Neither native nor foreign pigs are in average demand. Buyers decline to speculate, and will only satisfy early necessities. A endors, in the absence of much business, do not care to make current prices public; but they may be taken as about 43s. for Northampton pigs and 44s. for Derbyshire. Hematites are 57s. to 58s. Gd. nominal Staffordshire all-mines are 62s. Gd. to 60s. for hot-blast, 50s. for best part-mines, and 40s. to 37s. 6<1. for cinder iron.

By the mail delivered this week from Melbourne, it is learnt that galvanised iron in that market is in fair demand, and that 200 cases of Gospel Oak and AYalker’s brand had been disposed of. Quotations ranged from £20 to £21, according to brand. Bar and rod iron were moving off quietly at £9 to £9 10s. Blnck sheets were sold at £1110s. for Nos. 8 to 18, and hoops at from £9 10s. to £10. Pig iron had had moderate attention at £4 5s. per ton. lor fencing wire a slightly better demand had arisen, and quotations ranged from £11 10s. to £12 10s., according to brand and number.

The leaders of the ironworkers note with satisfaction the smallness of the reduction which the arbitrator to the North of England AA’ages Board has decreed. The wish is probably father to the thought; nevertheless, the leaders do not believe that Alderman Avery, of Birmingham, will award the full reduction of Gd. per ton in puddlers’ wages, and 5 per cent, in millmen’s, asked for by the Staffordshire masters. Yet it is to be borne in mind that, even after the reduction just declared in the North, w'ages in this district remain 3d. per ton above the northerners, and the competition of the Middlesbrough ironmasters with those of South Staffordshire is becoming so keen-—the Middlesbrough people underselling this district by 10s. per ton on plates, angles, &c.— that our ironmasters declare that it is absolutely necessary that they should have some substantial relief. Alderman Avery has fixed Monday next, in Birmingham, for hearing the masters’ claim.

The puddlers, shinglers, and other ironworkers employed by the Patent Shaft and Axletree Company, AYednesbury, instead of being guided in their wages arrangements by the decisions, from time to time, of the A\rages Board, have, it is reported, mutually agreed with their employers to fall back upon the old lines of giving and taking fourteen days’ notice before submitting to any alteration in wages.

An important meeting of the Coal Trade AA’ages Board came off in Wolverhampton on AArednesday. Mr. J. B. Cochrane, the chairman, announced that several gentlemen hail been selected to accept the office of president in the room of Mr. Haden Corser, resigned. All, however, had refused, on the ground of other engagements; but he had reason to believe that the real cause was that these gentlemen did not believe that the operative section of the board were loyal, and would not consent to abide by any award which the president might from time to time make. 1 masters accused the men of having broken up the last arbitration proceedings by refusing to agree to anything which told in the slightest against their side. If this continued, the Arbitration Board would be a farce. The operatives’ representatives declared that the great body of the men were loyal to the Board; but that they wished for an abandonment of the proposition which had been made that a sliding scale should be established to regulate wages in the future. The Board sat in private to select the names of other gentlemen who should be asked to fill the joint office of permanent president and arbitrator to the Board.

₍ The contract for 200 tons of wrought iron girders, which the Great AA’estern Railway Company intimates that it is willing to place, should fall to this district, since the metal is required for the construction of a bridge near AA'olverhampton.

Makers of railway wagon ironwork and the like note with satisfaction that the Indian lines are again in the market. The State Railways of the Empire are inquiring for a supply of carriage ironwork and fittings. The Scinde, Punjaub, and Delhi Railway need wagons, iron frames, sheets for goods wagons, bolts and nuts, fish, plates, washers and spikes, galvanised roofing sheets, and copper and brass boiler tubes; while the East India Railway is prepared to contract for the delivery of wrought iron, steel, &c.

The railway carriage fastenings’ trade is very dull just now, sequent upon a lack of railway extensions. The demand for coach and carriage and for engineers’ bright bolts and nuts is also tame.

The wrought iron tube makers are in receipt of good orders for gas, water, and steam purposes from India, Australia, New Zealand, some parts of South America, and the nearer countries upon the continent of Europe. Makers still loudly complain of the Scotch and German competition. In boiler tubes especially, the Scotchmen appear to be carrying everything before them, and the Germans are selling in London at prices under those quoted bv English firms.    1    3

Other

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(From our own Correspondent.)

Manchester.—The condition of the iron trade in this district continues without improvement. In fact, since the quarterly meetings there has been little or no business doing in either pig or manufactured iron, and no one seems to look forward to the future with any degree of confidence. Finished iron makers, indeed, complain that probably there was never a time when they were less able to see ahead than at present, and on all sides there is an evident indisposition to buy more than from hand to mouth. It is not that prices are high that stands in the way of business; but as there is no prospect of any upward movement, buyers prefer to take what chance there may be of their being lower, and only purchase as actual requirements compel them to come into the market. Quoted rates show no material change; naturally, makers do not care to come down in their prices unless there is some prospect of doing business, and practically there are no offers in the market either to test what makers would be willing to take or to indicate that buyers would be prepared to give out orders at lower prices. There is, however, little doubt that if bond fide business were offered makers in most cases would be open to meet buyers with reduction upon the present nominal current rates.

The Manchester iron market on Tuesday was fairly well attended, but little or no business was reported. For Lancashire pig iron quotations remained on the basis of 43s. 6d. to 44s. less 2^ for forge and foundry qualities delivered equal to Manchester, but no orders are being booked at these figures. Offers, but of no great weight, are reported at a little less money, and these there is now more disposition to accept. In districts brands of pig iron prices, if anything, are rather easier, 43s. 4d. to 44s. 4d. less 2^ being now about the average price for forge and foundry Lincolnshire delivered equal to Manchester. Outside brands such as Scotch and Middlesbrough are also offered at under the nominal current rates, and g.m.b. Middlesbrough can be bought readily at about 45s. 4d. net casli delivered equal to Manchester.

The business doing in hematites continues very small. In quarters an improvement is looked forward to which is based on the prospects of a large demand for steel rails for India, but buyers do not appear to be at all influenced by this to give out orders beyond small parcels for present requirements, and prices continue low, 56s. less 2h being about an average figure for good foundry brands delivered into this district.

In the finished iron trade the business doing is extremely limited. The average price at which good Lancashire and North Staffordshire bars could now be brought is about £5 15s. per ton, but this does not bring forward buyers. North-country ’ tinues to compete here at very low prices, and this is seriously interfering with the business of the local and North Staffordshire makers.

Brassfounders report trade as only quiet, with the demand for all descriptions of engineers’ fittings falling off, and very low prices having to be quoted to secure orders.

Engineers generally throughout this district are being kept fairly employed. Tool-makers have still a considerable weight of work in hand, and most of the leading firms are busy on orders both for home and abroad. At one of the local works—those of Messrs. AY. Hulsc and Co., Salford—that I have visited during the past week, the addition of a large new erecting shop, about 110ft. long and 37ft. high, has been necessary to meet the requirements of orders recently received, some of which present special features that may be noticed briefly. Amongst the heavy tools the firm have in hand is a massive railway wheel-turning lathe, weighing complete upwards of 40 tons. This machine is fitted with four compound slide rests, and each headstock has its own independent single, double, and treble-geared driving. The bed shaft is in two pieces, which can be coupled or uncoupled in the middle, so that when uncoupled the machine be used as two distinct lathes for tire turning, wheel boring, &c., and when coupled, as one lathe for turning both wheels simultaneously on their axle. This lathe is being specially structed for one of the leading Scotch railway companies, for whom Messrs. Hulse are also making several of their 5ft. patent broad traverse planing machines of which some time back I gave a short description. Several other large tools are also being constructed for arsenal work, including a steel ingot boring machine about 80ft. long over all, and several 40in. centre sliding, surfacing, screw-cutting and tapering lathes about 55ft. to 56ft. long. Amongst lighter class of tools Messrs. Hulse are making a number of gap lathes, in which the guide screw is placed inside the bed to avoid the cross strain to the saddle arising in lathes where the is placed outside. By a patented arrangement the screw may be withdrawn clear or partially clear of the gap when open as required, or projected across the gap when closed, and yet retain all the functions of an ordinary screw-cutting lathe in either position. The gap plates are taken out sideways so as to avoid taking a chuck or face plate off the spindle when the use of the gap is required. The firm have also a number of Government orders in hand for milling machines of various types, some of which are provided with overhanging arms for supporting the outer end of the cutter mandrels.

The leading cotton machine making firms in the district are also well employed, but in this branch of trade business is gradually drifting into special grooves, and is almost entirely in the hands of some half dozen large firms who lay themselves out for specialties, and have the advantage of the most modern plant. Outside such firms as these there is very little doing, and one of the oldest established firms L\ the district is, I understand, on the point of being closed.

AY ith regard to the prospects of the engineering trades generally, nothing has yet arisen to alter what I have pointed out in previous reports. AA here activity is still maintained it is to a very large extent on old orders; the weight of new work coming forward continues only moderate, and is only got at the very lowest possible prices.

In the coal trade there has been, if anything, rather more doing, the recent cold weather having tended to give a little more animation to the demand for house fire purposes. General trade requirements, however, do not show any improvement, and there are very few of the Lancashire collieries that are working more than about four days a week, three days being about the average in a great many cases. I notice rates are unchanged, and at the pit mouth remain at about 9s. to 9s. 6d. for best coals, 7s. to 7s. 6d. for seconds, 5s. 6d. to 6s. for common round coals, 4s. Gd. to 5s. for burgy, and 4s. to 4s. 3d. for best slack, and 3s. to 3s. 6d. for ordinary qualities. In round coals, however, actual selling prices are very irregular, special quotations being made for quantities; and where anything like orders of weight arc involved, it can scarcely be said that there are any really fixed prices.

In the shipping trade orders have been coming forward rather more freely, but there is so much common coal offering in the market that very low prices are taken to secure cargoes, Lancashire steam coal, delivered at the high level, Liverpool, or the Garston Docks, ranging from 7s. to 7s. fid. per ton.

The question of reducing miners’ wages continues to be talked about in the AA est Lancashire districts; but it is becoming very doubtful whether any definite action in this direction will really be taken, at least for the present.

Barrow.—The general condition of the pig iron market of the Ijancashire and Cumberland districts is one of great quietude, and is causing makers great anxiety. I hear that the transactions of the past week on the whole show a very slight improvement, but

unless this is backed up by orders of some extent the spurt will soon die out. Prices are a little firmer, sales of mixed Bessemer qualities having been made at 47s. 6d. per ton net at works. This I undertand is not the case all over the district, sales being effected at lower quotations. Makers, however, are not anxious to do business at the present existing unprofitable rates, and any attempt to force down prices is firmly met. There is a great want of confidence on the part of consumers, and little speculation is noticeable in the market. The weight of metal warehoused at makers has become considerable. The output of the district has been well maintained, and, as the shipments have fallen off, stocks are growing and have become very extensive. Altogether, for the time of the year, the trade is in anything but a satisfactory state, and I am afraid that unless better business comes to hand, we shall hear of makers further reducing the output. The steel trade is in equally bad condition, and very few orders are coming to hand. Rails are in limited demand at from 90s. and upwards per ton net at works, prompt delivery. Steel shipbuilders are almost at a standstill, and no inquiries are being made. Some of the local yards are partially closed, and large numbers of men are unemployed. Iron ore is in better request, and prices have somewhat improved. Sales are being made at from 8s. Gd. to 9s. per ton net at mines. Large stocks are held. Coal and coke quiet. Shipping dull.

THE SHEFFIELD DISTRICT.

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(From, our own Correspondent.)

Business continues very dull in the iron markets, chiefly on account of the reluctance of buyers to speculate until there is an end of agitation in regard to wages in the coal and iron trades. Any reduction in the remuneration of the men would, of course, send prices lower still; and the tendency in the North seems to be to a reduction. The number of blast furnaces at work in the county is only 483, being 70 less than in the corresponding month of last year. Since April, 1880, iron has fallen 30 per cent, in value.

House coal continues very quiet, the tonnage sent to the metropolitan and southern markets generally being scarcely up to the average, while the demand for the eastern counties and Lincolnshire is extremely languid. A fair amount of steam coal is being sent to Hull and Grimsby. Several of the principal South Yorkshire pits are supplying large quantities of the best South Yorkshire steam coal for exportation. The South Yorkshire Steam Coal owners’ Association are particularly well off for orders. Lancashire there is rather an indifferent demand for engine fuel.

Coke is in good demand for North Lincolnshire, where the furnaces are. still kept in blast to an unusually large proportion, compared with other districts. The coke ovens appear to be generally well employed, and a pretty fair business is doing all round.

Is is not often one can get to know the cost of an abortive agitation, even in direct expenditure of union officials. Mr. AV. Parrott, one of the officials of the Yorkshire Miners’ Association, admits that the last effort to secure 15 per cent., which collapsed on the coalowners’ stubborn resistance, cost the Union £2000. But this does not represent all the loss incurred by the men. To my own knowledge there are collieries idle, and others affording diminished employment, which, but for that agitation, would have given at least a decent livelihood for the workmen. The owners, apprehensive of inability to complete contracts, were unable to continue certain large orders whioh kept them fairly occupied during the spring months. These orders went to the North, and they continue to go there, as the customers found the North-country coal, which they could get at a much lower figure, answered their purpose. The loss to the coalowners, of course, was still more serious.

The Chesterfield and Derbyshire Institute of Mining, Civil, and Mechanical Engineers contemplate amalgamation with the Midland Institute, whose head-quarters are at Barnsley. A joint committee of the two institutes has drawn up an agreement of union, and it is recommended that the enlarged institute should be called “ The Midland Institution of Engineers,” and that its head-quarters be in Sheffield. The chairman of the Chesterfield body, on Saturday, gave notice that at the annual meeting of the Institute he would move that the amalgamation be proceeded with.

An interesting gathering took place at the Cutlers’ Hall, Sheffield, on Tuesday. Mr. Samuel Osborn, head of the firm of Samuel Osborn and Co., Clyde Steel Works, had the misfortune to file his petition in 1874. He set himself to repay his creditors in ten years, and succeeded, the sum required being £28,000. The principal creditors, considering that this act of commercial integrity should not pass unrecognised, presented him on the 22nd instant with a testimonial of the value of £250. The presentation was made by Mr. S. H. Burrows, of the firm of Messrs. S. H. Burrows and Son, South Yorkshire Ironworks, the largest creditors. Mr. Osborn replied in very suitable terms, and the whole proceedings were of the happiest possible description.

The Congo Treaty has no friends here in any school of politics. The Chamber of Commerce, after a long discussion, passed the following resolution:—“That the Council of this Chamber much regrets that her Majesty’s Government have entered into a treaty with the Government of Portugal on the subject of the district of the Congo, which now lies upon the tables of the Houses of Parliament for ratification, as they consider that the treaty, handing over as it does an important outlet for British commerce, in which Free-trade at present reigns supreme, to the mercy of the Portuguese Government, with its hostile tariffs, against English goods, is a retrograde step which ought never to have been taken, and that the secretary be directed to prepare and forward petitions to both Houses of Parliament, praying that such treaty may not be ratified.”

The Cutlers’ Company, a still more powerful body, has petitioned Parliament to the effect that any recognition of the sovereign rights of the Portuguese Government for the territory between 5 deg. 12 min. and 8 deg. of south latitude, would be most inexpedient , and that it would be most injudicious in the interests of the trade of this country that goods entering the district of the Congo should be subject to any tariff whatever.

The wages difficulty at the Parkgate Ironworks has been settled by the puddlers and others accepting the award of Dr. Spence AY atson, at Newcastle, by which puddlers’ wages reduced by 2^ per cent.; this brings the rate down to 7s. 9d. for puddling a ton of iron.

A general movement for a reduction of miners’ wages by 10 per cent., in Y orkshire and Derbyshire, is about to be made. The reduction is proposed to extend till after October, when the winter demand, it is hoped, may justify a higher rate of remuneration.

THE NORTH OF ENGLAND.

For

(From our own Correspondent.

The Cleveland pig iron trade has been exceedingly inanimate since last reported, and little lias been sold either for prompt or forward delivery. The market held at Middlesbrough on Tuesday last was but thinly attended, and as scarcely any transactions took place, it is by no means easy to fix the price. Merchants were, however, asking 37s. per ton for No. 3 g.m.b. for prompt delivery, and some producers were willing to accept the same, but consumers expected to buy for less. One or two small lots changed hands at l^d. per ton below the figure named. The leading makers who are not in immediate want of orders remain firm at 37s. Gd. per ton. The prevailing quotation for grey forge iron was 35s. 9d., but it is said that small quantities were sold at slightly less.

No change has taken place in the quantity of pig iron at Messrs. Connal and Co.’s Middlesbrough store during the week, the stock on Monday last being 60,427 tons. In their Glasgow store the quantity on the same day was 593,219 tons.

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Thr pig iron trade is at present very quiet, with scarcely any fresh feature calling for special notice. The shipments of the past week were not up to the mark, amounting to only 0403 tons, as comparod witli 14,045 in the corresponding week of 1883. Both for the Continent and America the inquiries are slow. It is expected that next week the shipments will appear to better advantage, but at the same time the prospects of the foreign department of the Scotch pig iron trade are not at all cheering. The decrease in the stocks of pigs in Messrs. Connal and Co.’s stores continues, and in the past week it amounted to about 550 tons.

Business was done in the warrant market on Friday at 42s. 4£d. cash. On Monday transactions took place at 42s. 4jd. to 42s. 5d. cash, and 42s. fijd. to 42s. 7d. one month. Business was done on Tuesday at 42s. 4d. to 42s. 3Ad. cash, and 42s. 5Jd. to 42s. 5d. one month. Business was done on Wednesday at 42s. 4d. to 42s. 3£d. cash. To-day—Thursday—the quotations were from 42s. 3J<1. to 42s. 5d. cash, and 4Js. 7d. one month.

The backward condition of the market has induced makers, in a number of cases, to accept a slight reduction in prices, which are as follows

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of 15 per cent, cannot, with the present trade selling price, be conceded. Efforts are also being made in Fife and Clackmannan to carry into effect the policy of restriction.

WALES & ADJOINING COUNTIES.

(From, our own Correspondent.)

The first of the sliding scales in point of date to declare itself is the Ferndale. The auditor, I hear, has just made his report, and it is to the effect that the wages of the Ferndale colliers will remain in statu quo for the present. This will, in all likelihood, be the case at the other collieries. The best coals have maintained a firm rate throughout, but seconds have fallen, and small coal has long been a drug. Hence, I do not anticipate any improvement in wages. In the house coal districts, again, there will certainly be no change, and no improvement is visible.

Some interesting details were brought to light at Treharris this week, on the occasion of a presentation to the esteemed manager, Mr. Evans. Mr. Harris, the principal director, was present, and in the course of his remarks said that not even a penny return had been made yet for the vast outlay incurred—stated to be little short of half a million sterling—nor could any profit be expected until (>000 tons per week were brought to bank. For supplying the boilers alone, twenty in number, fiOO tons of coal per week are required. The colliery has been in existence ten years, and in active operation five years. Mr. Harris complained that, instead of working 54 hours per week, the colliers only worked 48, which was an actual loss to the company. I am glad to find that the output is steadily increasing. The coal area is a very large one, and men of sound judg-mentare sanguine of eventual success at this place.

The great sinking in the Taff Valley, near will be carried on, as soon as a line to the snot, for conveyance

Pontypridd, 1 of rails has been run to the spot, for conveyance of material. I expect considerable colliery operations this year, especially in the Monmouthshire districts. The Sirhowy Valley will be a particularly rich district, and is expected to be free from serious faults.

The work of the week has been steady, both in the steam and house coal districts, in comparison with what it was last week. Easter holidays, as usual, told their tale, and Cardiff alone suffered in the falling off of at least 35,000 tons, while the other parts suffered in proporti

In iron there is a little doing

of leading Cardiff shipowners.

The Forest of Dean coal trade has shown some

Thk directors of the World’s Exhibition, New Orleans, have decided to increase the dimensions of the main building to 1,400,000 square feet, owing to the demands of exhibitors for space, the total amount of space applied for being now fiOO,000ft.; 200,000 square feet in the best position of the Central Hall have been reserved for foreign exhibits.

Accident near Bar-le-Duc, Eastern of France Railway.—Recently the postal train No. 38, running at a speed of 60 kili hour, was thrown off the road, at 25fi kilometres 800 millimetres from Paris. The driver closed his regulator and put the Westinghouse brake hard on ; the train continued to move for a few seconds with the engine, a brake van, and two passenger carriages off the rails, going towards the river, and had it not been for the efficiency of the brake, the whole train must have gone into the river, which proves tha t the brake acted well, also automatically; the last vehicles did not leave the rails, being completely stopped before reaching the loosened rail. This accident was caused through some malicious person taking the holts out of the fish-plates and slackening the holding-down screws in the sleepers. Happily no one was killed, and none seriously injured; driver was thrown forward and received a blow on his eye, and the guard was shaken a little. They both said that the automatic brake had saved them.

15th April, 1884.

6403.

6425.    Electric Battery, W. A. Barlow.—(C. Gauzentes, Paris.)

6426.    Traverse Net or Lace on Twist Lace Machines, A. C. Travell, Nottingham.

6427.    Applying to Plaster Casts the Preparing and Conserving Fluid in Atomised State, F. von Dochend, Germany.

6428.    Detonating Alarm, E. Edwards.—(//. Gibout, Paris.)

6429.    Knitting Machines, E. Edwards.—(A. Boesken,

Germany.)

The 6430. Racks for Blinds, Ac., M. Bowell, Crawley.

6431. Water-closets, R. Weaver, London.

6132. Perforating Paper, J. Maxfield, London.

6433.    Deoxidising, Aic., Metal Plates, H. II. Lake.— (/. 11. Jones, New York.)

6434.    Food Compound, E. J. T. Digby and W. Pickering, London.

6435.    Riding, Ac., Coat, J. T. W. Goodman, London.

6436.    Capping, Ac., Cartridge Shells, A. J. Boult.— (//. T. Hazard, Washington, U.S.)

17th April, 1884.

6437.    Expanding the Inserted Cutters in Drills, Ac., T. Harrison, Bradford.

6438.    Hats, Ac., J. Eaton, and T. and W. Loes, .Stockport,

6439.    Liebig’s Extract of Meat, T. Henley, London. 0440. Window-sash Fasteners, J. Everard, Spark-

brook, near Birmingham.

6441.    Utilisation of Human Excreta, Ac., W. P. Thompson.—(J. R. llryden, Liverpool.)

6442.    Corking Bottles, J. P. Jackson.—{H. Farmer, France.)

6443.    Folding Ship Photographic Accessory, T. P. Graham, Bedford.

6444.    Taking Soundings, C. G. Clarke, Kingston-upon-

6145. Electric Block Sionals, A. M. Clark.—(S. J.

Swayze and J. C. Lane, New York.)

6446. Strings for Lawn Tennis Bats, R. Mtlllor, London.

0147. Cleaning the Sides, Ac., of Iron Ships, W.

McGowan, Galway, and M. Carswell, Glasgow.

51 IS. Sasii Fastener,.!. T. B. Bennett, Birmingham. 0449. Self-acting Mules for Spinning, E. Dunkcr-ley, Oldham.

6450.    Stretching Woven Fabrics, J. Strang, Rams-bottom.

6451.    Fast and Loose Reeds, Ac., employed in Looms for Weaving, T. Singleton, Over Darwon.

6152. Taps, T. Singleton, Over Darwen.

6453. Steam Taps and Cocks, R. Johnston, Preston, and J. Firth, Halifax.

0454. Belts pr Bands, R. D. Harrison, Batley.

6465.    Hydrocarbon Gas, E. A. Brydges.—(IF. F. C. M. McCarty, St. Petersburg.)

6450. Nipples for Bottles, F. W. Brock, Bristol.

0457. Automatic Fastening, II. T. Gurncr, London. 6458. Circular Gas and Oil Burners, H. H. Doty, London.

Twist Drills, C. Carter, London.

6460. Gun Wadding, W. E. Podley, Sind, India.

0461. Grinding Mills, W. Boulton, Burslcm.

0402. Sifting Cement, Ac., P. J. Ncatc, Rochostcr, and II. Ward, Sittingbourno.

0468. Combination Shoe Brush, A. J. Howard, Chiswick.

0404. Lead Salts, W. V. Wilson, London.

6466.    Cocks or Taps. W. II. Spenco.—(J. R. Granjon, Chatonnay, France.)

6400. Spinning and Twisting Machinery, J. Ogdon, ’ Shipley.

6467.    Bridges, W. Morris, Westminster.

0468. Water-tight Doors and Sluices, T. McCulloch

and I). McCulloch, Kilmarnock, and T. White, Govan.

6469.    Velocipedes, T. R. Paxton, Workington.

6470.    Mechanical Toy Animal Figures, W. II. Hall, Wost Brighton.

0471. Match-boxes, J. II. Johnson.—(Viscount F. C. L. Ruty, Paris.)

6472.    Hard Soap, C. I). Abol.—(Die Fabi'ik Chemischcr Produkte (Aktien GesellschaJ't), Berlin.)

6473.    Threads, C. D. Abel. -(La SocUti de Credit a TIndustrie, au Commerce au.r Travaux Publics, raris.)

6474.    Needle, A. J. Boult.—{L. IF. Whipple, New York.)

6475.    Preventing Condensation, A. A. Clark, London.

6476.    Preventing tho Spread of Infectious Diseases, W. G. Lacy, London.

6477.    Working Butter and Dough, T. Bradford, London.

6478.    Electrical Signalling Apparatus, W. R. Lake. —{R. Snyers, Brussels.)

6479.    Boots and Shoes. C. II. Adames, London.

6480.    Fire-grates or Stoves, C. H. Adames, London. 0481. Mattresses, T. Capper, Northwich.

6482.    Machine for Making Tin, Ac., Cans, J. Macono-chie, Lowestoft.

6483.    Centrifugal Machine for Drying Hides and Skins, Ac., A. M. Clark.—(A. de Sohninihac, Hcnant, France.) •

6484.    Steel, J. Gjers, Middlesbrough.

18t/i April, 1884.

6485.    Cutting Leather Strips, J. S. Dronsfiold, Oldham.

6480. Hooks, W. II. Richards, Birmingham.

6487.    Pressed Butt Hinges, W. H. Richards, Birmingham.

6488.    Steam Engine, M. Vickers, Tynemouth, and W. Rough, Newcastle-on-Tync.

6489.    Detecting Waste of Water, T. Caink, Leigh.

6490.    Protecting Ships’ Bottoms, A. Ryrio, Durham.

6491.    Programme, Aic., Holder, L. Mallock, Axmin-ster.

6492.    Flower, Ac., Support, G. J. Williams, Birmingham.

6493.    Boots and Shoes, E. Sliaylor and M. II. Pearson, London.

6494.    Fulling, Arc., Textile Fabrics, E. Kempc, Leeds.

6195. Metal Bobbins, Ac., E. Hollingworth, Saddle-worth.

6496.    Door Locks, Ac., W. H. Pike, Liverpool.

6497.    Intermittent Rotary Motion, G. Mason.—(IF. G. Gass, Philadelphia, U.S.)

6498.    Heating, Ac., Food, R. Jackson, Leeds.

6199. Troughs, G. Ward, Bishop’s Stortford.

6500.    Boots and Shoes, C. Bennion, Leicester.

6501.    Chain Split Dray, G. Ashworth, Keighley.

0502. Stands of Drapers’ Busts, Ac., A. W. and G. 1?.

Childs, London.

6503. Landino Stage, S. Lampard, Portsea.—5<4 January, 1884.

0504. Direct-acting Rotary Motor, L. Richards, Dowlais.—21sl March, 1884.

6505.    Lock Nuts and Bolts, T. Mellor, Huddersfield.

6506.    Cistern Cleansers, Ac., T. Wood, Tunbridge Wells.

6507.    Keys, Ac., J. J. Gilgeous, Manchester.

6508.    Launching Torpedo Boats, A. W. Ramsay, Invorkeithing.

6509.    Portable Bedstead, J. M. B. Baker, London.

6510.    Storing, Ac., Grasses or Fodder, T. Marsh, West Bromwich.

6511.    Ventilating, G. Grieg, Harvieston.

6512.    Propulsion of Row Boats, W. Downie and W. J. Sage, London.

6513.    Furnaces, J. H. Johnson.—(J. Buffet, raris.)

6514.    Gunpowder, Ac., T. Nordenfelt, London, and V. A. Meurling, Sweden.

6515.    Gunpowder, Ac., T. Nordenfelt, London, and V. A. Mourling, Sweden.

6516.    Chin-rest for Violins, Ac.,R. H. Gould, Londou.

6517.    Cement, F. Ransomo, Lower Norwood.

6518.    Solid Inlaid Tiles for Floor Coverings, Ac., J. Hands, London.

6519.    Wardrobe, J. Sharp, Westbonme.

6520.    Magnesia, E. K. Muspratt, Liverpool, and G. E8chellmann, Widnes.

6521.    Steel, Ac., Nails, II. Campbell and A. Grant.— (J. S. Follanslice, Bridgeport, U.S.)

6522.    Spindle Bearings of Machines, J. Marginson, Preston.

Shipments of pig iron have fallen off lately. This is owing partly to the holidays and partly to the fact that Scotland is taking less than usual. The quantity exported so far this month, say up to Monday last, was 51,059 tons, as against 55,484 tons in the corresponding period of last month.

There is no improvement in the manufactured iron trade. Several works have re-commenced operations this week, but orders come in slowly, and fresh inquiries are few and far between. Prices are about the same, and apparently unaffected by the reduction awarded by Dr. Watson. Ship plates are £5 to £5 5s. per ton, according to specification; angles, £4 15s. to £4 17s. fid.; and common bars, £5 2s. 6d. to £5 5s., all free on trucks at manufacturers’ works, cash 10th, less 2\ per cent.

The Sunderland engine fitters, who are still on strike, held a meeting last week and passed the following resolution, viz.:—“That we continue our present line of action until the employers agree to meet us in conference with a view to bringing about a settlement of the dispute.”

According to the accountant’s certificate issued under the West Cumberland miners’ sliding scale, the net average selling price of coal for the quarter ending March 31st was 5s. 5'3fid. per ton. This is a reduction of 2'40d. on the’ previous quarter, and the wages of miners will therefore be reduced 2.^ per cent.

Owing to scarcity of orders, the Dowlais Mill, belonging to the Stockton Malleable Iron Company, has been closed for an indefinite period. Between 400 and 500 operatives will be thrown out of work. Another mill, however, belonging to the same company, and which has been idle about six months, will be re-started, and will for the nresent give employment Dowlais men.

A fire, resulting in considerable damage, broke out in the winding engine house at Messrs. Bell Bros., Page Bank Colliery, near Durham, Sunday morning last. The engine house, engines, boilers, and the whole of the framework, gearing and cages were destroyed. The fire also spre to the pit heap, where about 1000 tons of best coal were stored, and the whole of this was consumed. The damage is estimated at from £20,000 to £30,000, and is partially covered by insurance. About fiOO men and boys employed are thrown idle, and must so remain until the pit can again be put into working order.

NOTES FROM SCOTLAND.

(From our own Correspondent.)

Gartsherrie, f.o.b. at Glasgow, per ton, No. 1, 52s. fid.; No. 3, 50s. fid.; Coltness, 57s. fid. and 50s. fid.; Langloan, 53s. fid. and 51s.; Summerlec, 52s. and 47s. fid.; Calder, 58s. and 47s. fid.; Carnbroe, 52s. and 48s.; Clyde, 48s. and 45s. fid.; Monkland, 44s. 3d. and 41s.; (Quarter, 43s. fid. and 41s.; Covan, at Broomie-law, 43s. fid. and 41s.; Shotts, at Leith, 53s. and 51s. 6d.; Carron, at Grangemouth, 48s. fid. (specially selected, 54s.) and 47s. fid.; Kinneil, at Bo’ness, 4fis. and 45s. fid.; Glengarnock, 52s. and 45s. fid.; Eglinton, 46s. and 42s. fid.; Dal-mellington, 48s. fid. and 44s. fid.

The placing of a few additional contracts for sailing vessels with the Clyde shipbuilders will help the malleable ironworks to a slight extent, but in the present condition of the shipping trade the likelihood is that the shipyards have before them a lengthened period of curtailed employment. Two yards in the neighbourhood of Glasgow are expected to close altogether before long, unless they should be very fortunate in having orders placed at their disposal. The shipping trade just now is in a most unsatisfactory state. There is a large amount of carrying work to be done, but the competition is so great that freights have been depressed bolow the paying point, and an effort is being made now to induce the shipowners of Scotland and the North of England to combine to lay up a proportion of their shipping for three months, in the expectation that freights may thereby be improved.

There has been a rather brisker feeling in the coal trade, chiefly in connection with the shipping exports to Quebec, which are now taking place from the principal Clyde ports. At this date the total exports from Scotland are about 30,000 tons behind what they were at the same time last year, but the shipments have been improving ; a considerable extension of business may be looked for soon on the East coast. In Lanarkshire the f.o.b. quotations are:—Main coal, fis. 3d. to 7s. per ton; ell, 7s. to 7s. fid.; splint, fis. fid. to 7s. 3d ; steam, 8s. to 8s. 6d. There is a fair demand for household sorts, while furnace coals in better demand than might have been expected, considering the general dulness of trade.

The agitation among the miners of the West of Scotland for limiting the output still proceeds, but the demand for an increase of wages is not likely to be conceded. Mr. Weir, the secretary of the miners in Fife and Clackmannan, has received a. letter from Mr. Connal, the secretary to the coalmasters of these counties, in which it is inti- I mated that the demand of the men for an advance I

on.

loing in pig at Treforcst and Kbbw Vale, while Swansea is importing large stocks, showing that a movement has set in with regard to the tin-plate trade. Last week 3000 tons of pig came into hand at that port.

In tin plate a fair amount of business has been done, principally at improved figures. Good brands, ordinary coke, are in demand at lfis.; ordinary at 15s. to 15s. 3d., find a tolerably good sale. Prospects on the whole are decidedly improving in the tin plate trade, and it is fully anticipated that if workers can keep from crowding their produce on tho market a higher price will be maintained. There is a more cheerful tone in the steel trade.

A good cargo of rails left Newport last week for Montreal. It amounted to 2300 tons. From Cardiff only 400 tons were sent away. The whole total of foreign that came to hand did not amount to 10,000 tons—about one-third of the quantity received last autumn. The falling-off in this trade lias told severely on the shipping, Newport especially having suffered.

The colliers of the district are holding meetings to support Messrs. Burt and Broadliurst in their Bill to obtain amendments in the Employers’ Liability Bill, and also to obtain increased subinspectors.

The Dinas Steam Colliery Company, Limited, has been floated. Capital £75,000, in £100 shares. The principals are Colonel Hunt, Mr. Llewelyn Wood, anil Mr. Edmund Thomas, with a number degree of improvement, and the downward market lias been arrested.

The dispute at the Melin Tin-plate Works has been settled, and so also that between the Plymouth colliers and the men.

There is to be a renewed start with the hematite mines near Llantrissaint, which have been long in disuse.

The Barry promoters have rejoined to the reply of the Marquis of Bute, but it does not open new ground, and matters now remain unaltered, and the Bill is to be pressed strongly. But it is unfortunate for them that the great pressure has passed away.

I hear of no stoppage on lines or at docks. The Taff Vale and the Bute Docks officials have fairly mastered the situation, and now a distinct line and a port twelve miles away from Cardiff seem less needed than ever.

ometres per fli(>

THE PATENT J0UENAL.

Condensed from the Journal of the Commissioners of Patents.

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

Applications for Letters Patent.

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

6339.    Roughing Horseshoes, H. Wooldridge, Stourbridge.

6340.    Practising Aiming with Rifles, J. Leadbeter, South Yorkshire Regiment.

6341.    Tenterino Machines, II. Avison, Huddersfield

6342.    Heating Kilns, J. Wood, Saltley.

6343.    Parturition Instrument, G. Ileighes, Stevenage.

6344.    Lever Lawn Tennis Poles, W. Barrett, Reading.

6345.    Using Glass for Earthenware, E. A. Wood, Hanley.

6346.    Machinery for Making Tools, A. G. Brookes.— (J. Wallace Bowers, Franklyn, U.S.)

6347.    Washing Gases, P. O. Whitehead, Manchester.

6348.    Trouser Stretchers, J. Lucas, Smethwick.

6349.    Self-lubricating Yarn Roller, C. Knowles, Mytholmroyd.

6350.    Bicycle Lamps, E. Banton, Edgbaston, and J. Lucas, Birmingham.

6351.    Treating Vegetable Oils, J. Barratt, Carnbus-lang, Lanarkshire.

6352.    Looms, A. G. Bateman, Bradford.

6358. Marking Glass, Ac., Surfaces, J. Swinburne, Brockley.

6354. Facilitating tho Grinding of Grain F. F. Stratton, Deptford.

6855. Ventilating, Ac., Rooms, W. H. Stophonson, Blackburn.

6356. Safety Appliances for Hoists, It. Farmer and

R. Brown, Sheffield.

6857. Dusting Powder from Paper, R. F. Philips, Salford.

6358.    Water-waste Preventer, W. Smcaton, London.

6359.    Steam Boilers, H. II. Lake.—(G. Stollwerck, Cologne, Gennany.)

6360.    Steel, J. J. McTiglie, Pittsburg, U.S.

6861. Reeds, Ac., G. S. Brachor, Now York, U.S.

6362. Metal Roofing Tiles, A. C. Henderson.—(5. J.

C. V. Corbin, Paris.)

0863. Surgical Trusses, A. Pullar, Edinburgh.

6364.    Raising Beer, E. A. Brydgos.—(C. Laver, Perpignan, France.)

6365.    Ribbon Holders, A. Stevens, Philadelphia, U.S. 6866. Garters, Ac., 11. C. Frank, New York, U.S. 0867. Sodium, 8. G. Thomas, London.

6868. Self-locking Nuts, W. Bayliss and It. Howarth, Wolverhampton.

0809. Ship-loo Apparatus, T. F. Walker, Birmingham 0870. Hanging Hashes, J. Cartor, London.

0371. Refining Gold and Silver, D. G. FitzGerald London.

0872. Sulphate of Copper Batteries, A. C. Henderson.—^. B. G. Vauzellc and Sons, Paris.)

0878. Utilising Petroleum as Fuel in Furnaces, J. C. Hudson, London.

0374. Circulation of Heating Liquids, G. Lawronco, London.

0375. Combined Pocket Tools, J. Lamers, Germany. 6870. Paper Pulp, H. H. Lake.—(<V. //. Pond, New York, and R. A. Morse, Rutland, U.S.)

6377. Eye-glasses, II. II. Lako.—(/. Fox and J. II. Scott, Philadelphia.)

0878. Street Sweeping Machines, T. Walker, Towkes-bury.

0879. Fire Extinguishing, P, Jensen.—(/. G. Lieb, Wurtemberg.)

0880. Inhulatino ElectricWires, T. Proeco, I’. Loftus, and J. It. Woodcock, Manningham.

6381.    Ornamenting Lace, P. M. Hardin.— (L. Vignard, Lyons, France.)

6382.    Generating Steam, E. Field, London, and H. Aydon, Whitton.

6388. Treating Pulp, A. Munzinger, Switzerland.

0884. Crutches of Ladies’ Saddles, T. Cawdlo, Torquay.

6885.    Hand-power Vehicles, A. M. Clark.—(T. A. Davies, New York.)

6886.    Hand-power Vehicles, A. M. Clark.—(T. A. Davies, New York.)

6387.    Stoves, II. A. DufrontS.—(A. Esptron, France.)

6388.    Parquet Flooring, II. A. Dufrene. — (A. E. Gubin, Paris.)

6389.    Tempering Wires, J. Willis, Bournemouth.— 14th February, 1884.

6390.    Weighing Scales, A. M. Clark.—(H. C. Keeler, Ogden, Utah, U.S.)

6391.    Electric Baths, S. Hallctt, London.

6392.    Frictional Brake Apparatus, C. D. Abel.—(J. Stocker, Switzerland.)

6393.    Brewing Apparatus, C. I). Abel.—(C. Zimmer, Frankfurt-on-lhe-Main, Germany.)

6394.    Fireplaces, E. Tomlinson, London.

6895. Ventilation and Treating Smoke, Arc., E. Tomlinson, London.

Kith April, 1884.

6396.    Drawino Corks, R. W. Brownhill, Blrclifields.

6397.    Propelling Bicycles, B. H. Stokes, Selly Oak

6398.    Horticultural Structures, C. Harding and W. Huxley, Worcestershire.

6399.    Producing Designs upon Waterproof Fabrics, J. Hobblewaito and E. Holt, Manchester.

6409.    Blind Actions, II. James and G. Robinson, Sheffield.

6401.    Disinfecting Powders, C. Lowe, Reddish.

6402.    Disinfecting, Cleansing, and Washing Compounds, C. Lowe, Reddish.

Converting Liquids from Spray, C. D. Abel.— (E. Oehhmnn, Berlin.)

6404 Determining the Time Constant of an Electric Circuit, T. H. Rlakeslcy, London.

6405.    Renovating Lawn Tennis Balls, R. C. L. Browne, Taunton.

6406.    Separating Ammonia from Gases, Arc., G. Chapman, Glasgow.

6407.    Drawing Boards, C. T. Atkinson, London.

6408.    Supporting Fibres, C. Leach, Over Darwen.

6409 Securing Roller Blinds to Rollers, W. II.

Kershaw, London.

6410.    Breaking Electric Contact, W. Thomson, Glasgow.

6411.    Gas Stoves, J. Russell, Reading.

6412 Safety Electric Current Stopper, Sir W. Thomson, Glasgow.

6413.    Generating, Arc., Power, W. Brain, Cinderford

6414.    Extraction of Metals, L. A. Groth.—(A. Gn'it-zel, Germany.)

6415.    Twisting, Aec., Twine or Cord, H. S. Suttill, Bridport.

6416.    Grinding Mills, E. C. Blackstono, Stamford.

6417.    Railway Signalling, J. Wetter.—(A. Fold, France.)

6418.    Boot-iron Heels, F. Scliocnwald, Breslau.

6419.    Cigars, Arc., D. T. Lee, London.

6420.    Permanent Way, E. E. A. Sorel, Paris.

6421.    Valve for Hot-blast Furnaces, Aic., J. A. Birk-beck, Middlesbrough.

6422.    Roundabouts, J. C. Matthias, London.

6423.    Wire Fences, W. R. Lake.—(J. B. Oliver, Pittsburgh, U.S.)

6424.    Life-saving Apparatus. A. V. Brooks, Glastonbury.

0469.

sc\.

on.

ABSTRACTS OF SPECIFICATIONS.

These threads are then

A. Skinner and F.

plug or breech-piece, be removed from the

means for actuating

4310.    Tram Rails, J. Bidder and W. R. Lodge, London.

—7th September, 1883.—(Not jrroceeded with.) 2d.

The rail is flat on the underside and rests upon and is secured to a sub-rail arranged in the lines of the track, apertures being formed for the bolts or other fasteners. The rail has a mid-groove with a tread on each side, beyond which is a notched portion to prevent horses slipping.

4311.    Machinery for the Manufacture of Needles,

W. A. Barlow, Ixmilon.—7th September, 1883.—(A communication from H. E. Fontaine, Paris.)—(Not proceeded with.) 4d.

Three horizontal plates are secured on a frame, tho    ,

first serving to feed the steel wire and also to make • in the groove, but the ribs will prevent its being with-the eye of the needle and so form the head. The drawn.

4352. India-rubber and Metal Tires of the Wheels of Carriages, Ac., R. Kearsley, Manchester.—1115 6d.

4355. Scribbler Carding Engines, W. Houghton and E. Knowles, Qomersal, and T. II. Kilner, Kirk-heaton, Yorks.—lltA. September, 1883.    8d.

This relates to apparatus applied to the scribbler carding engine so that the fibres placed upon the feed bobbin when the latter is removed to the engine are endwise to the cards on the engine, and not across or at right angles to the card teeth. Two endless travelling sheets equal to the width of the cylinder work across the same. The fibre as stripped from the cards is received by the sheets, which fold or double it into two equal parts, one over the other, which then pass to the carriage, which is caused to traverse across the engine, and the double fibre is wound on the feed bobbins.

4358.    Spring or Self-closing Taps or Stopcocks, It. II. Perks and J. Morley, Birmingham.—12th September, 1883. 6d.

A stem carries at its inner end a valve, and at its outer end a handle to press it inwards. The valve is pressed outwards to its seat between the inlet pipe and body of the tap by a coiled spring around the valve stem. Over the valve seat and projecting into the inlet pipe is a perforated cap, with two sets of holes, the smaller set being situated nearer the valvo seat than the other set. As the valve leaves its seat, it first passes and uncovers the smaller set of holes, and afterwards passes and uncovers the larger set of holes in the cap.

4359.    Spring Buffers for Railway Locomotives,

Carriages, Wagons, <5ic., E. Jackson, Birmingham. —12th September, 1883.    8d.

The buffer consists of a case, within which works a hollow plunger, the case being open at both ends, and connected at one end to the railway vehicle, while tho other end is reduced in diamoter. The stem of tho plunger is of the same diameter as the reduced part of the case, and its inner end is open, and surrounded by a ring which prevents it leaving the caso, while its outer end forms the buffer-head. A coiled spring is inserted in the case between it apd tho plunger.

4361. Apparatus for Preventing the Corrosion and Fouling of the Bottoms of Iron and Steel Ships and Metal-sheathed Wooden Ships, Ac., J. B. Hannay, Glasgow.—12th September, 1883. 4d.

Plates or blocks of zinc are attached to the bottom of an iron or steel ship, and when immersed in seawater cause an electric current to pass between tho zinc and iron; so keep the latter from corroding or fouling.

4364.    Looms for Weaving, if. Brownrulge and P. Bond, Macclesfield.—12th September, 1883. 6d.

This relates to looms for weaving checks and cross stripos by means of “drop boxes” with several shuttles, tho object being to dispense with tho cylinder and pattern chain usually employed with the “ peg ” for working the drop boxes, and to work both the drop boxes and the picking motion from tho Jacquard machine. Tho drop boxes are worked by two additional hooks in the machine, and two additional rowe of holes in tho pattern cards. The picking motion is also worked by a cord connected to a hook in the Jacquard machine.

4365.    Electric Meter!*, P. Jolin and J. Parsons, Bristol, ami M. F. Purcell, Dublin.—12th September, 1883.—(Not proceeded with.) 4if.

The movable cono of an clcctro-magnct is employed to wind tho spring of tho clockwork mechanism, through tho medium of which tho required measurement is effected. A modification adapts the meter to indicate the amount of a constant current, the electromotive force of which is variable. The meter may also bo adapted to indicate tho amount of current remaining in a secondary battery.

4370. Machinery for Spinning and Doubling Cotton, Wool, Silk, Ac., J. Dodd, Oldham.—12(A September, 1883. M.

This relates to means for retaining tho spindles of Spinning and doubling machines within tho tubes or sockets in which they revolve.

4375. Machinery for Raisino and Lowering Ships on Inclined Planes, he., A. Grothe and C. J. Appleby, London.—12tA September, 1883. 6d.

The invention is especially applicable to slips on which ships are hauled up sideways, and it consists essentially in the combination of inclined sets of rails, horizontal sets of rails crossing them, a carriage or carriages forming a cradle and running upon tho inclined rails, and a carriage or carriages forming a relieving cradle and turning upon the horizontal rails. The wheels of the carriages are fitted with special brakes, which are brought into action when the tension on the hauling gear ceases.

C. Pieper, Germany.—1315. Scp-communication from C. and II.

6523.    Shaft Couplings for Vehicles, J. Wetter.—(IF.

S. Shanahan and G. F. Dickinson, New York, U.S.)

6524.    Alarm Clock, J. Wetter.—(J. B. Davies and, G. Lee, Bilbao, Spain.)

6525.    Dynamometers, E. A. Boury, Switzerland.

6526.    Transmitting Power by Belts, (fee., C. D. Abel. —(N. Yagn, St. Petersburg.)

6527.    Clothes Drying Frames, W. Burnett, Dundee.

19th April, 1884.

6523. Producing Oxide of Strontium, Ac., E. F. Trachsel, London.

6529.    Hoeing and Raking Machine, E. Ennis, Portarlington.

6530.    Valves for Steam, Ac., Fluids, W. Marrable, Stratford.

6531.    Separating Stones from Clay, W. Cowley, Liverpool.

6532.    Moulding, Ac., Dough, J. Thomas, Glasgow.

6533.    Preventing Loss by Theft from the Pocket of Watches, Ac., J. F. Balde, Liverpool.

6534.    Running Boards of Power Looms, D. S. Ingham, Dewsbury.

6535.    Penholders, G. H. Twigg, Birmingham.

6536.    Tap for Water, Ac., W. Bagsliaw, Yorkshire.

6537.    Hearths, Ac., II. O. Adams, Birmingham.

6538.    Stair-rod Eyes or Fasteners, S. C. Emery, Erdington.

6539.    Adjustable Reading Stand, D. Freeman, Birmingham.

6540.    Hxpansive Liquid as a Motive Power, F. G. A. Horstinann, Bath.

6541.    Securely Suspending Curtains, Ac., W. Ablett, London.

6542.    Gut Cast Lines, Ac., M. Carswell, Glasgow.

6543.    Heatino tho Water of Steam Boilers, Ac., D. Ilalmshaw, Halifax.—18th April, 1884.

6544.    Making Automatic Arms and Hanfs, E. J. Beaumont, Reading.

6545.    Speedily Arresting the Progress of Ships, Ac.,

L.    Appleton, London.

6546.    Foot for Hose, F. Johnson, Nottingham.

6547.    Bakers’ Wagons used for Heating Bakers’ Ovens, J. Mills, Manchester.

6548.    Powder for Blasting Purposes, C. Espir, Wimbledon.

6549.    Horn, Ac., Buttons, C. Boher, Saxony.

6550.    Rotary Double Bearings, H. Stange, Dresden.

6551.    Cleanino Tubes of Steam Boilers, F. Geiler.— (0. Wirth, Leipzig.)

6552.    Blackboards, J. and G. Hodgkinson and D. Clarke, Birmingham.

6568. Breech-loading Rifles, A. Arbonz.—(G. Pirlol, Belgium.)

6554.    Land Drain Wells, C. G. Warne, Weston-super-Mare.

6555.    Making Carburetted Hydrogen Gas, A. C. Henderson.—(C. Wilhelm, Paris.)

6556.    Making Antiolinker Carbon Cretan Fuel, E. Johnson, West Cowes.

6557.    Treating Grain, G. Epstein, London.

6558.    Coiling Helical, Ac., Springs, G. II. Slack, Manchester.

6559.    Desk Stands, D. Groig, Edinburgh.

6560.    Bobbin Shuttle, J. Colin, Belgium.

(> ><■>I. Lucks, T. W. Dawes, Brighton.

i 562. Sanitary Stove, R. F. Bowles, London.

6563.    Railway Signalling Apparatus, J. Tomlinson, jun., nnd A. Chambers, London.

6564.    Corner Clamp, G. M. Stansfcld, Clifton.

6.565. Motive Power, J. Rend, Bristol.

6566.    Mounting Electric Incandescence Lamps, A.

M.    Clark.—(J. M. A. G. Lescuyer, Paris.)

6567.    Warming Food, H. Poths, Es

6568.    Affixing Postage Stamps, V. Bundsen, London.

6569.    Compass and Sundial, E. Edwards.—(r. I). Folliot, France.)

6570.    Electric Apparatus for Stopping Motors, II. Pataky.—(G. Print:, jun., Aix-la-Chapelle.)

6571.    Boots and Shoes, S. Fojos, Vionna.

6572.    Flour, J. H. Maegrogor, Edinburgh.

6573.    Looms, W. W. Melville, Boith.

6574.    Cutting Oval Holes, J. Lyall, Govan.

6575.    Pot Handles, W. Telfer, Renfrewshire.

6576.    Spring Mattress, A. J. Boult.—(L. Leyr, France.)

6577.    Channeling Rails, H. Koehler, Germany.

6578.    Valves, he., G. F. Busbridga, Kent.

6579.    TlME-Kr.EPER, R. II. Ellacott, Plymouth.

6580.    Chain Link, E. Nunan, London.

6581.    Printing Machines, T. and H. Daw, Kont.

6582.    Roofing Tile, J. G. Stadlor, Switzerland.

6583.    Respirators, P. W. Souire, London.

6584.    Calcining Furnaces, B. J. B. Mills.—(H. S. Firman, New York.)

6585.    Carriage Springs, J. F. and A. Fairley, Birmingham.

6.586. Moulds for Casting Nails, F. Giles, Bedminster.

6587.    Knives, R. PafTrath, Germany.

6588.    Carriages for Children, L. Schmetzcr, Germany.

6589.    Roofing Shingles, W. R. Lake.—(J. Mott, U.S.)

6590.    Telegraphic Apparatus, R. Boyle, Liverpool.

21st April, 1884.

6591.    Water-cocks, R. Wood and J. Dcwliirst, Keighley.

6592.    Registering Prime Movers, D. Ormo, Oldham.

6593.    Effecting tho Upward and Downward Movement of Shuttle Boxes, O. Ball, Bradford.

6594.    Gas Motor Engines, J. Magoe, Belfast, and R. McGhee, Walthamstow.

6595.    Lock-up Portfolio, T. Hopwood, Manchester.

6596.    Ventilating Waterproof Clothing, J. Neville, London.

6597.    Obtaining Rotary Motion, G. Shann, London. —7th March, 1884.

6598.    Producing Illusionary Effects, II. J. Allison. — (J. W. Sherman, New York.)

6599.    Railway Signal Locking, F. Baker, Stratford.

6600.    Vermin Traps, H. G. Coie, Derbyshire.

6601.    Fastening Knife Blades to Handles, E. Nowill, West Dulwich.

6602.    Railway Sleeper, J. Tickcll.—(R. H. Tickell, Central India.)

6603.    Fuse for Bursting Shells, W. Balch, Kent.

6604.    Disengaging Boats, W. Balch, Kent.

6605.    Box for Bouquets, he., F. H. Matthews, Stoke.

6606.    Hydraulic Cranes, L. Richards, Dowlais.

6607.    Waistcoat Pockets, J. Badcock, Lond

6608.    Inhalers, J. W. Cousins, Southsea.

6609.    Carpets, Ac., G. W. von Nawrocki__(C. Bareu-

ther, Beuel, Germany.)

6610.    Irrigating Apparatus, J. Wetter.—(J. Malhieu, France.)

6611.    Cooling Receptacle, J. Wetter.—(P. Tuduri and —. Bourrassel, Algeria,.)

6612.    Waterproof Horticultural Label, W. G. Meadows, London.

6613.    Colour Boxes, C. Davis, London.

6614.    Fire-grate, H. Pataky. —(H. Hempel, Germany.)

6615.    Ammeters & Voltmeters, E. Paterson, London.

6616.    Reflectors, T. H. Collins, Winchester.

6617.    Lubricating Bearings, T. F. Finch, Worcester.

6618.    Fluid Meters, A. Bonna, Paris.

6619.    Railway Buffers, A. Pope, London.

6620.    Malting Grain, H. Seney, France.

6621.    Cultivating Oysters, A. P. Trice, London.

6622.    Paper Bags, T. Coates, Bristol.

6623.    Raising, Ac., the Heads of Landau Carriages, G. T. Cheetliam, Bradford.

6624.    Breech-loading Small-arms, J. F. Swinbum, Birmingham.

6625.    Pickers for Looms, F. E. Schlesinger and J. Horrocks, Germany.

66°s nf.movino Pickles from Botti.es, Ac., E. Smart, South Hornsey.

6627.    linseed Oil, W. R. Lake.—(77. A. Davidson, U.S.)

6628.    Clasps for Neckties, H. W. Aberlin, London.

6629.    Clasps for Neckties, H. W. Aberlin, London.

6630.    Clasps for Neckties, H. W. Aberlin, London.

6631.    Gas, M, Schwab.—(J. Ocerhoff, Germany.)

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

2454. Spring Mattresses, Ac., G. A. Billington, Wallasey.—18th May, 1883.    6d.

This consists in an elastic surface formed of short lengths of wire chain connected by spiral springs. 3881. Machinery for Preparing, Spinning, and Doubling Cotton, Ac., J. Macgueen, Bury.—10th August, 1883. 6d.

This relates, First, to drawing the lap as made by the scutcher before putting it up to the card, and consists in applying a set of drawing rollers between the lap and taker-in of the carding engine; Secondly, to an improved method of lubricating and holding down Rabbeth or other spindles where the bolster and footstep are combined.

4109. Apparatus for Supplying Disinfectants to Water-closets, Ac., J. C. Kent, Bedfont.—24th August, 1883. (>d.

The object is to supply a regulated quantity of disinfectant to closets and urinals each time they are used, and it consists in placing the disinfectant in a vessel communicating by a pipe with the pipe supplying tho flushing water to the closet, and from which vessel a second pipe leads to the closet, so that a part of the flushing water is caused to pass through the vessel on its way to the closet.

4187. Means and Apparatus for Effecting the Propulsion of Vessels, IF. Kish, Sunderland.— 30th August, 1883.—(Not proceeded with.) 2d.

The object is to propel vessels by the vertical motion imparted to them by the action of the waves, and it consists in constructing the vessel in two parts, hinged together and connected by suitable mechanism to the propeller shaft so as to cause it to revolve.

4193. Oil Gas Engines, F. IF. Rachholz, Germany.— 3015 August, 1883.—(Not proceeded with.) 4d.

Air is forced through hydro-carbons by an air pump driven by tho motor and passes to the receiver. A second oil gas reservoir is employed to produce inflammable gas, and through it the air charged with hydro-carbon is caused to pass. The hydro-carbon is heated by a wator bath.

4204. Manufacture of Woollen Yarns and Apparatus therefor, A. R. Donisthorpe, Leicester.—31st August, 1883.—(Not proceeded with.) 2d.

The object is to make yarn from wool of long stap, and consists in first passing the wool through an ordinary carding engine and forming it into a sliver, which is thou cut transversely into lengths, by passing over a fixed blade and being acted upon by a revolving knife. The cut wool is fed to a carding engine, tho last cylinder of which is divided into rings of teoth with spacos between, and is again carded and rubbed into unspun threads by passing through two surfaces moving In opposite directions, twisted and drawn.

4253. Apparatus for Assisting and Easing the Starting of Tram-cars, Ac., E. E. Cook, Brighton. —4<5 September, 1883.—(Not proceeded with.) 2d.

Tho liorsos or other motive power aro caused to draw away from the car at the time of starting, and by means of lovers and pawls engaging with ratchot wheels fixed on the car axles, assist in starting tho car.

4255. Vehicles or Ambulances for the Conveyance of Invalids, Ac., J. U. Burt, London.—4th September, 1883.—(Not proceeded with.) 2d.

Tho object is to prevent the jolting of tho patient, and the vehicle is provided with the necessary straps for suspending a fractured log, and with a receptacle for bandages, Ac.

4262. Baling Cotton, Ac., C. J. Ash, London.—5th September, 1883.—(A communication from A. E. Cummins, India.) M.

This consists, First, in forming bales of cotton by pressing the cotton endwise instead of sidewise, that is, so that the follower of the press always acts on the side of smallest area, whereby the bale when released from tho press will expand over the smaller area instead of over tho larger area as hitherto; Secondly, in filling cotton into vertical feeding boxes, two or three of which are brought in succession below a fixed bale chamber, the longer length of which is then in line with the filling box, ana as each box is brought in lino with the bale chamber its contents are pressed into the bale chamber, and when the latter contains the requisite quantity tho cotton is compressed into a bale by pressure applied in the direction of its length; Thirdly, in combining with the fixed bale chamber movable grids or fingers at the end through which the cotton is fed, the feeding boxes being brought into line with the bale chamber, and the contents pushed therein by a follower or ram.

4299.    Apparatus for Giving Information to Travellers by Rail, J. Patrimonii, Southport.—7th September, 1883.—(Not proceeded with.) 2d.

This relates to the use of a frame containing a series of tablets, one of which is removed at each station, so that the next stoppage of the train will be always indicated by the tablet exposed.

4300.    Furniture Castors,

J. Rumney, Manchester.—7th September, 1883.—(Not proceeded with.) 2d.

This consists in the use of anti-friction balls supported by a ring, and upon which the weight of the article is caused to bear, so as to prevent such weight being thrown on the pivot round which the castor wheel turns.

4302. Apparatus for Facilitating Cryptography, IF. R. Jennings, London.—7th September, 1883.— (A communication from A. Bossuat, France.)—(Not jrroceeded with.) 2d.

This consists in the use of two discs at the receiver and transmitter, one of which is fixed, while the other can be revolved, so as to cause any letter on one to come opposite any other letter on the other, whereby any persons knowing the code can readily interpret a cypher message received.

4305. Apparatus for Cleaning Windows, Walls, Ac., W. van Praagh, London.—7th September, 1883. —(Not proceeded with.) 2d.

This consists of a frame connected by a joint to a socket ■which receives the handle to work the apparatus. Clips are provided to receive a cloth or sponge. 4307. Bottle Stoppers, N. Fritzner, Berlin.—7th September, 1883.—(Not proceeded with.) 2d.

The stopper has a disc of elastic material on its underside, while its upper side has a recess to receive a hollow metal cup, which is secured in position on the bottle by means of a clamp with hooks which take under the flange round the neck of the bottle. 4309. Construction of Elevated Street Railways, Tramways, and Roadways, A. M. Clark, London. —7th September, 1883.—(A communication .from Messrs. Milinairt fr'eres, Paris.—(Not proceeded with.) 6d.

This relates to elevated railways, tramways, Ac., in which the up and down lines are superposed, so as to reduce the width of the structure.

second plate has a number of needle carriers, which convey the needles to pointing tools; and the third plate effects the polishing of the heads.

4312. Reed Organs, Ac., J. B. Hamilton, London.— 7th September, 1883. 6d.

The objects are, First, to bring the “ reeds ” as close as possible to the “ pallets.” All the reeds common to one pallet are mounted on a which can slide into place or instrument; and, Secondly, to produce a proper development of tone after the current of air has passed through the reed plug and slide hole.

4313. Tricycles, C. Lee, Tottenham.—7th September, 1883.—(Not proceeded with.) 2d.

This relates to the driving and steering mechanism, and consists in providing two cranks on the driving shaft for each treadle and connecting them thereto by rods.

4320. Manufacture of Metal Tubes, T. Pritchard, Wednesbury.—Sth September, 1883.—(Not proceeded with.) 2d.

A round bar of iron is attached to a strip, which is then heated and drawn through a conical cylinder, after which it passes through a rolling machine which forces it down a straightening plate, and the round bar being then taken off, the tube is complete.

4323.    Cotton Bale Fastening, II. Linden, Liverpool. —8th September, 1883.—(Not proceeded with.) 2d.

Tho ends of the ties are bent over to form a small loop at each end, and over them a rectangular buckle is passed, and a V-shaped wire passed through the loops.

4324.    Pumps, It. Iladkinson, Asia Minor.—8th September, 1883.—(A communication from Jamjee Hadji Ilalil Efendi, Asia Minor.)—(Not proceeded with.) 2d.

A pump barrel is placed near the level of the water to be lifted, and has a suction pipe and an inlet valve, and a pump barrel pipe leading to tho handle. A discharge pipo leads from tho barrel to an air vessol provided with a valvo, and from which vessel tho discharge pipe rises to the required height. A piston with a double-acting valve works in the pump barrel, and the latter has an outlet or overflow about midway betweon the inlet valve and the handle.

4329 Making Glaze or Vitreous Covering Applicable to either Iron, CniNA, or Earthenware, J. Pickin, and C. Goodfellow, Stafford.—107A September, 1883.—(Not proceeded with ) 2d.

Three parts of marl known as “Dane marl,” 1 part carbonate of soda, and 1 part borax or pineal are mixed together and melted in a furnace. The “ Frett” thus made is ground to a liquid state and applied to the articles to be glazed, which are then subjected to heat in close kilns.

4333. Apparatus for Sizing and Polishing Thread, II. J. Haddan, London.—10th September, 1883.—(A communication from A. Ilieronimus, Germany.)— (Not proceeded with.) 2d.

The thread is led alternately through sizo or pasto and around felt-covored friction rollers and guide rollers revolving in the direction in which the thread travels, and finally, after boing sufficiently impregnated with size, the thread is caused to travel over friction rollors revolving opposite to tho motion of tho thread.

4335. Machinery for Breaking and Beatino Hemp, Flax, Ac., J. C. Mewbum, London.—10(5 September, 1883.—(A communication from E. Corazza, Paris.)—(Not proceeded with.) 2d.

The material is first acted upon by fluted rollers in one compartment, and then successively by four beaters carried by arms radiating from a nave, and each arranged in a separate compartment, the material being acted upon by the beaters while resting upon a grating.

4338.    Velocipedes, Ac., C. A. Allison, London.—11th September, 1883.—(A communication from C. F. Waldo, New York.) 8d.

This relates, F'irst, to a special construction of “ cycle ” wheels ; Secondly, to the tho driving-wheel; and Thirdly, to a spring apparatus for preventing the jarring of tho vehicle boing transmitted to tho rider.

4339.    Furnaces and Arrangements for Consuming

Smoke, C. Edmeston, Manchester.—lltA September, 1883.    6<7.

This consists essentially in the use of a fan, blower, or steam jet, which draws tho gases or products of combustion from the flues of a furnace and injects the same, more or less mixed with air, into the furnace, where it is consumed.

4340.    Apparatus for Cleaning or Scrubbing the Sides and Bottoms of Ships Afloat, D. Hunter, Troon, N.B.—11(5 September, 1883. 6d.

This consists of an open-jointed frame, the top and bottom bars being connected by cross bars, between which is a third bar having a brush secured thereto, the back of which is inclined. A line is employed to drag the apparatus along when it has been lowered by ropes to the required position outside the hull of the vessel.

4341.    Lamps for Burning Light or Volatile Oils, J. Hinks, Birmingham.—lit A September, 1883. 8d.

Relates to means for facilitating the trimming of the wicks, and the lighting of the lamps, and the filling of the reservoirs.

4342.    Domestic Heating Apparatus, B. J. B. Mills, London.—lltA September, 1883.—(A communication from M. Veaux, Ducruix, France.) 6d.

An ordinary stove is surrounded by a case, so as to leave a space divided into horizontal channels by ribs, and which are traversed successively from top to bottom by air, which is heated in its passage through them.

4345. Galvanic Batteries, E. P. Chaimsonomtz and

T.    Rowan, London.—11th September, 1883. 4rf.

The negative electrode of litharge, preferably pasted

on a leaden framework, is used in combination with a positive electrode of zinc and an exciting solution of sal-ammoniac.

4347- Appliances for Operating Safety Signals, Ac., on Railways, T. A. B. Putnam, New York,

U. S.—11(5 September, 1883. 1(W.

This invention relates to actuating a crossing-gate, partly mechanically and partly electrically, from the train ; to insulating rail joints so as to permit of their expansion; to a shunt relay worked from the locomotive ; and to an improved construction of electromagnet.

4348.    Combined Roller and Wrappers for the Transmission of Drawing, he., E. E. Merrick, Clifton.—10£A September, 1883.—(Not proceeded with.) 2d.

A leaf or wrapper is secured to a roller, and its free end coated with an adhesive substance to secure it in position round the drawing when wound on the roller.

4349.    Gas Generators, L. A. Groth, London.—11(5 September, 1883. — (A communication from W. Backer, Austria,.)—(Not proceeded with.) 2d.

This relates to a gas generator which may be worked in the same way as roasting furnaces.

4351. Syringes, he., J. Thompson, London.—11 tA September, 1883.—(Not proceeded with.) 2d.

The body is of vulcanised india-rublier, and its neck has an enlarged spherical chamber, to receive a cupshaped enlargement at the end of the stem of the metallic or other rigid head.

September, 1883.

The groove in the metal tire has parallel sides, from which project one or more annular or spiral ribs, which in cross section have the form of the barb of a fish hook, so that the rubber tire can be freely inserted

4377. Excavators, tember, 1S83.—(A Vcring, Germany.) 8<L

This relates, First, to means for enabling one person to control the operations of the machine, which consist in conveying motion from the steam engine to a bucket chain, lowering and raising the bucket ladder, and in moving forward or backward the whole apparatus on its wheels; Secondly, to providing tho bucket cham and the bucket ladder with springs to prevent undue concussions when the buckets meet with unusual resistance; and Thirdly, in the construction of tho lower tumbler and the buckets, so that they will be better supported during digging; and Fourthly, to provide means for preventing earth from falling over the inner edge of the buckets.

4383. Rotary Engine, H. J. Haddan, London.—13th September, 1883.—(A communication from A. Decker, Bavaria.)—(Not proceeded with.) 2d.

The engine consists of a vertical cylinder divided by a horizontal partition; a vertical shaft carrying two blades or pistons; two pairs of hinged blades sunk into the walls of the cylinder and curved concentrically to the latter, two pairs of steam inlets and steam outlets, and a pair of rotary distributing valves placed at the top of the cylinder.

4387- Manufacture of Glucose, H. J. Haddan, London.—13tA September, 1883.—(A communication from C. Coster, Brussels.) 2d.

This consists in the use of the tubercles and stems of the Jerusalem artichoke for the manufacture of liquid or solid glucose.

4391. Preparing Raw Hide for Shaping it into or upon Articles of Manufacture, A. G. Brookes, London.—13tA September, 1883.—(A communication from 0. E. Wait, Providence, U.S.) M.

The object is to prepare the hide so that it may readily be applied to spoolheads and other articles, and secured in place by simple glue or cement. The raw hides when partly filled with water arc packed in sweating boxes under pressure until they lose nearly all their elasticity, when they are caused to pass through rolls and meet an obstructing bar whereby they are upset edgewise.

4396. Construction of Steam Boilers, D. Francis, Rhymney.—14th September, 1883. 6d.

Consists in fitting the boiler with two tubes extending internally from towards one end of the boiler, where they are separately open to the furnace, to a point, towards the opposite end of tho boiler, at which they communicate with the side flues, one tube with the flue on one side of the boiler, and the other tube with the flue opposite.

4401. Reservoir Penholders or Writing Instruments, W. Vale, Birmingham.—14th September, 1883. 6<t.

The object is to construct a penholder containing an ink reservoir, so that by a slight rotary or other movement imparted to the terminal mount of the holder, an intermittent supply of ink will be caused to flow to the nibs of the pen, and the reverse movement of the said mount will cause the ink to instantly recede again to the reservoir. The turning of the mount causes the ink reservoir, which is made of india-rubber, to become twisted) and so expel the ink, which

320

THE ENGINEER.

April 25, 1884.

is conducted by a tube to the nibs. When the reservoir is untwisted the ink will rush back into it.

4399.    Pentagraph Engraving Machines, J. Mowat, Barrhead.—14th September, 1883. 4d.

This relates to improvements on patent No. 6970, a.d. 1882, the object being to compensate for variations of the diameter of the cylinders on which patterns are engraved, and it consists in fitting the mandril which carries the roller to be engraved with a movable disc or a set of discs of different diameters, or with a stepped disc on each side, which rest upon the roughened discs on the actuating shafts.

4400.    Apparatus for Fixing the Poles employed for Stretching Lawn Tennis and other Nets in the Ground, T. B. II. Cochrane, Isle of Wight.— 14th September, 1883. 6d.

This consists in inserting the poles into iron sockets having a pointed end to facilitate their being driven into the ground. These sockets can be left in the ground when the poles are removed, in which case caps or covers can be fitted.

4403.    Carpet Sweepers, If. J. Haddan, London.— 14th September, 1883.—(A communication from G. IF. Gates, Michigan, U.S.) 6d.

This consists, First, in producing frictional contact between tho driving wheels and the brush roller by means of a spring; and Secondly, in constructing the case of the sweeper in two parts hinged together, so as to facilitate emptying tho dust therefrom.

4404.    Cases or Holders for the Preservation and Transport of Roasted or Parched Coffee, &c., E. de Pass, London.—14//t September, 1883.— (A communication from V. A. Billcttc, Paris.) (id.

Cases are formed of parchment, and are closed at one end, the othor ond being provided with flaps. The coffee is placed in tho case and compressed, and a disc of parchmont placed on top, when tho flaps aro folded down, and tho whole case coated with a waterproof solution or varnish.

4406. Carding Enoines, /. Constantine, near Bolton. —14Ih September, 1883. Od.

Tho object is to dispense with the current of air betweon tho carding and doffing cylinders, at the samo timo preventing tho collection of “fly ” or waste on tho doffer cylinder, as well as tho blowing or passing of tho fibrous substances or waste over tho “doffor.” Tho carding cylinder is enclosed in the air

O ne method consists in surrounding the needle with balancing coils of insulated wire wound in opposite direction to the coils of the electro-magnet and joined up with them, so neutralising the magnetic moment of the coils of the electro-magnet. The directing force of the coils may be balanced by placing the deflecting coil at an angle with the zero position of the needle. Several other modifications are described and illustrated.

4525. Screwing Apparatus, J. Heap, Ashton-under-Lyne.—21st September, 1883. 6d.

This relates to screwing stocks and screwing machines in which the dies are advanced simultaneously towards tho axis of rotation or centre of the work by the action of a hollow cone pressing upon all the dies, and it consists in fixing tho plate to keep the dies in position by means of the hollow cone. Tho dies are constructed with a diagonal groove across tho threads, the object being to enable the dies to cut both ways. A hollow cone is used in a stock for screwing pipes to effect the chucking of the pipe.

4555. Folding Boxes, A. Wells and F. Fleischman, Weybridge.—24th September, 1883. 4d.

The box is mado of motal, the sides, top, and bottom being hinged together so as to fold flat when not in use.

4587. Cans for Milk, W. B. Williamson, Worcester. —26th September, 1883. 8d.

The object is to enable the lids of milk cans to bo roadily fitted to and removed, while when closed tho milk is prevented from escaping between the lid and body of the can, and yot ventilation of the upper part the can is secured.

5946. Tramway and Kailway Wheels, <fec., R. Hadfleld, Sheffield.—31 »t December,    1883.—(Com

plete.) 4 d.

The wheel is made of two parts of cast iron or steel, one part consisting of the tire and arms, and the other of the nave or centre, the two parts being secured together by bolts passing through a flango cast with the nave, and also through the inner end of the arms. Gear wheels may be formed in a similar manner.

SELECTED AMEKIOAN PATENTS.

the vertical axis of the bit, substantially as and for purpose herein shown and described. (2) The herein-described process of extracting broken-off tenons from the hubs of vehicle wheels, the same consisting in first boring through the said tenon a hole extending to the axle box, and next driving into said hole a screw-tlireaded or spirally-flanged bit of slightly larger diameter than the said hole, and continuing the revolution of the said bit when it reaches and presses against the axle box, whereby the counter pressure thus generated shall serve to drive the tenon out of the mortise, substantially as set forth.

of

4589. Ornamentation of Glass, iic., V. Bliithgen, Germany.—26th September, 1883. 4d.

This relates to a method for producing paintings upon glass, ceramic wares, and other objects, and it consists in pouring or floating upon the articles upon which a design has been produced a gelatinous material such as collodion or gelatine, which on hardening forms a firm transparent or translucent coating.

From the United States’ Patent Office Official Gazette.

294,794. Traction Engine, Frank F. Landis, Waynesborough, Pa.—Filed March 21st, 1883.

Claim.—(1) In a traction engine, the combination of a boiler and a boiler-supporting frame yieldingly suspended from a traction axle, with a yielding thrust and draft bar connecting the frame and axle bearings, substantially as and for the purpose described. (2) In a traction engine, the combination of a traction axle, a framework yieldingly suspended therefrom, and a thrust and draft bar secured to the traction axle bearings and passing through a bracket located upon the framework in front of and in line with the bearings, and provided with cushioning springs located in front and in rear of said bracket, substantially as and for the purpose described. (3) In a traction engine, the combination of the sills of a boilor-supporting frame, and a traction axle located above the sills and providod with a bearing connected suspension rods to springs located below the sills, having an inner flango adapted to bear against i housings, with a thrust and draft bar, comprising inner and an outer plate, arranged to embraco a portion of tho housings, and connected to cushioning springs arranged in line with tho traction axle bearing, substantially as and for the purpose described. (4) A traction axle boaring box bored vertically for the

295,246. Armour-plated Gun Carriage, Hermann Gruson, Buckau, near Magdeburg, and Max Schumann, Magdeburg, Prussia, Germany.—Filed April 19th, 1883.

Claim—(1) The armour-plated gun carriage adapted to be raised by hydraulic pressure and to be lowered by a winch, as described, and provided with a piston C to serve as a pivot point for rotating the gun carriage, and to rest upon the fluid of the cylinder Cl, when the said carriage is elevated. (2) In combination with the armour-plated gun carriage adapted to be raised by hydraulic pressure, as described, a lowering device consisting of a winch L L¹, having a cord v, moving

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spaco botwoen tho set plate and tho doffor cylinder by placing a bar and lip immediately over the point whero tho carding cylinder and doffer converge. Tho lip or j>rojoction is providod with a hinged door extending up and resting on the sot plate, thus enclosing tho carding cylinder and confining tho air current until the point of contact is roachod, whon tho dirt is passed downwards instead of ovor tho doffor.

4415. Manufacture of Carbonic Acid Gas, G. Jarmay, Winning ton.—14th September, 1883. 4d.

Tho inventor claims, First, tho manufacture of carbonic acid gas by tho calcination of carbonate of limo in kilns with wator gas as tho fuel employed, by which moans a gas far richer in carbonic acid is obtainod than whero ordinary fuol is used; Secondly, in combination with tho abovo, tho boating of air supply prior to admission into tho kiln, by which moans less air is roquirod to disongago a given amount of carbonic acid from tho limostono, and tho oxit gas is proportionately loss dilutod.

4424.    Gas Meters, If. Green, Preston.—16th September, 1888. 4d.

Relates to an arrangomont which is attachod to tho front and top of tho motor, and is specially formod and fitted so that tho upper ond of tho motor, which is fitted with tho usual registering apparatus, can be adapted to tako tho place of a stroot curb stono, or to fit flush with tho pavomont or causoway.

4425.    Apparatus for Transferring Coal from Railway Wagons to Vessels, G. Taylor, Penarth. —16th September, 1883. 4d.

Tho wagon load is tippod into a rocelvcr, which can bo raisod in tho staith in tho same way as tho platform now used, and can bo moved horizontally in tho staith so that a portion can bo caused to projoct outwards from tho staith and ovor tho convoyor or shoot by which tho coal is transferred to tho vessel.

4595. Fastenings for Boots, Gloves, <fcc., E. Wright, Evesham.—27tli September, 1883. 6d.

Rolates to a doubled lace or laces couplod for part of its or their length by metal or wire links or their equivalent, to form a flexible slide, and passing through slotted loops or runners, tho uncoupled part acting as guides for tho coupled part.

4607- Apparatus for Converting Vibratino or Reciprocating Motion into Rotary Motion, A. M. Clark, London.—21th September, 1883.—(A communication from A. W. Bush and, C. E. Roberts, Boulde A brand a troadlo, ai

r. U.S.) Od.

dug or double connecting rod is actuated by nd tho froo onds connected to pawls pivottod on tho axis of an internal goar whool, with tho tooth of which they ongago. A spring is insortod tho rod. Tho pawls

botwoon tho arms of

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in opposite directions and cause tho wheel to rotate.

4635. Construction of Beds, J. S. Hill, Clifton.— 28th September, 1888. 6d.

Rolatos to the moans of securing tho mattross of woven wire, dtc., botwoon parallel gripping bars connected to tho bedstead at one or both onds by means of screws or bolts, whereby tho desired dogreo of tonsion may bo imparted to tho mattross.

4641. Construction of Water-closet Basins, G. G. Mac William, London.—29th September, 1883. 6d.

Rolates to tho arrangomont of wator-closot basins, whoroby wator is always retained in tho bottom of tho basin, which basin is thereby sealed, and from which basin any matter can bo instantly and complotoly discharged by tho flush.

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pulleys pi and pH, for raising tho weight w, and withdrawing tho hydraulic pressure and permitting tho gun carriage to descend, substantially as described. (3) The combination of tho armour-plated shield having a minimum embrasure, as described, with a gun carriage adapted to bo elevated and supported by a piston C, and to bo rotatod in a horizontal plane with the piston C as a pivot point, or upon the roller track, whon tho carriago has been slightly raised, in combination with tho cylinder Cl, the connecting pipe x, tho cylinder Ti, piston T, and the superimposed weight w, controlled by a winch, substantially as sot forth.

295,367. Electric Lamp, Thomas L. Dennis, Jersey City, N.J.—Filed December 19/A, 1881.

Claim.—(1) In an electric lamp, tho combination of tho slotted tubo for supporting tho moving carbon with a frictional spring, and its supporting lovor suspended by a second lovor, which is controlled by adjusting spring in ono direction and an oloctro-magnot In tno opposite direction, as hereinbefore sot forth. (2) Tho combination of tho slotted tube, tho

over

,3953671

4428. Preparation of Colouring Matters suitable for Dyeing and Printing, A. Price, London. —15/A September, 1888.—(A communication from If. Caro, Germany.) 4d.

This consists in tho production of purplo colouring matters suitable for dyeing and printing by treating dimothylanilino, diethvlanilino, mothylothylanilino, di-isobutylanilinc, and di-amylanilino with oxychloride of carbon nnd anhydrous chloride of aluminium, or similar condensing agents, and thon cffocting tho separation of tho colouring matters.

4432. Manufacture of Paper Pulp or Paper, It. J. Haddan, London.—11th September, 1883.—(A communication from C. Coster, Brussels.) 2d.

This consists in treating the stems and tubercles of tho Jerusalem artichoke In tho samo way as straw or wood is treated, so as to produce paper pulp.

4442. Roller Mills, F. C. Glaser, Germany.—17th September, 1883.—(A communication from A. Mcch-wart, Hungary.) In.

This relates to apparatus by means of which the rollers of roller mills aro automatically moved away from each other as soon as tho supply of material ceases. Various forms of apparatus for offccting tho object arc described, in which tho weight of tho material in tho feed hopper is caused to keop gaging apparatus out of action. A boll i sound at the samo time that tho disengaging apparatus is brought into action by tho cessation of the supply of material to tho rollers.

4901. Treatment of Cotton Seed Containing Fibre or Lint, P. M. Justice, London.—16th October, 1883.—(A communication from J. T. O'Shaug-nessy, New York.) id.

This rclatos to tho treatment of cotton seed so as to soparato tho adhering fibre from tho hull and kernel, and it consists in crushing tho seed as it comos from tho gin in a mill so as to reduce it to a sufficiently fine condition, and thon sifting out of tho pulverised mixturo all the cotton fibre, loaving tho hull and kernol in a condition fit to bo prossod, for tho extraction of tho oil, or for use as food for cattle.

6084. Couplings and Unions, S. Roberts, Tunbridge Wells.—26th October, 1883.—(Complete.) id.

Tho pipes to bo couplod have each a flange, on ono of which two studs project from the face, each stud being formod with a slot cut across it. Tho studs enter holes drilled in tho other flan formed with sloping cuts engages studs, and when turned wedges the gether.

6793. Safety Tins, Ac., H. If. Lake, London.—18th December, 1883.—(A communication from J. Jenkins, and G. P. Farmer, Mont Clair, U.S.)—(Complete.)

and a plato cuts in tho flanges firmly to-

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rocoption of suspension rods, and bored transversely for connection with a horizontal thrust and draft bar or bars, and providod with flangos, in combination with thrust and draft bars, substantially as shown and described. (5) Tho combination of tho bearing box D, bearing C, strap D¹, suspension rods E, plato E, providod with flangos, sills II, springs G, and plato II undor said sills, substantially as and for tho purposo described. (6) Tho combination of tho sills II, brackets K and I1-, the housing, and boiler, with a horizontal thrust and draft bar composed of platos, substantially as shown and described. (7) Tho combination, with tho axlo bearing D, suspension rods E, and springs G, of tho springs M M¹, located upon horizontal bars, and arranged to be compressed by the forward and backward movement of the axle, substantially as and for tho purpose described.

294,819. Combined Friction and Coo Gear, Noah W. Speers, Sr. Memphis, Tcnn.—Filed July mh, 1888.

Claim.—The combination of a wheel having a smooth bearing surface in tho centre of its periphery, with teeth projecting from each sido thcroof, said

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tho disen-s caused to

4444. Apparatus for Preparing Antiseptic Surgical Dressings, G. IF. von Nawrocki, Germany.— 11th September, 1883.—(A communication from P. Hartmann, Germany.) 4d.

This consists in vohiclo for antisep or cellulose, which

a material suitable as a om wood chips, shavings, aro reduced to fragments or shreds by means of a suitable machine, and converted into loose and woolly material.

4445. Revolving Furnaces, T. Cook, St. Helens, Lancashire.—18fA September, 1883. 4d.

The object is to prevent tho loosening of tho tires of tho bearing rings of revolving furnaces by unequal expansion and contraction as between the rings and tires, or from the elongation of such tires, and it consists in casting tho bearing rings and tires in one piece of steel, which is afterwards turned true if necessary, or the rings and tires may be cast in segments and secured together.

4449. Kilns for Drying Oats, Malt, Ac., J. Watt, Keith, N.B.—18th September, 1883. 6d.

The drying floors of the kilns are composed of a series of steps each forming the top of a heating flue, ploughs being made to travel around the several stages or steps so as to shift the grain or material and throw it on to the stage below. Lifting racks are arranged to raise and turn over the grain on the several stages or steps.

4454. Wrenches, If. J. Haddan, London.—18th September, 1883.—fA communication from C. A. Blom-quist, T. Buskirk, and A. J. J. Machcn, Toledo, U.S.)—(Complete.) 6d.

The shank has a fixed jaw at the one ond and a handle at the other, between which ribs arc formed and enter recesses in a sliding sleeve or collar carrying the movable jaw. Upon the front of the shank teeth are formed, and a spring lover pivottbd engages with such teeth, but on being depressed allows tho movable jaw to bo moved along to any required position.

4453. Apparatus for Measuring Electric Currents and Electro-motive Force, R. E. B. Crompton, London, and G. Kapp, Chelmsford.—18/A September, 1883. 6d.

Relates to improvements on patent No. 1877 of 1883.

preparing tic fluids fr

in the collar

Consists partly in providing a safety pin fixed to a metal back; and also in providing a pin with a looped spring and convoluted shield.

6834. Fixino Flooring, G. Howard, Cricklewood.— 21st December, 1883.—(Complete.) id.

The flooring is fixed to the joists by the use of dovetailed tongues or keys cut into lengths, and which are themselves secured to tho joists, and aro received in corresponding dovetailed grooves in tho underside of tho flooring.

5852. Loom Shuttles, C. H. Nichols, Boston, U.S.— 24th December, 1883.— (Complete.) 4d.

This relates to means for facilitating tho threading of loom shuttles. A curvod metal plate is secured on tho upper face of tho eye-end of tho shuttle, a narrow spaco being left between the curved end of the plato and body of tho shuttle, and a slot formed leading from tho spaco down into tho eye. The thread is passed around beneath the curved forward end of tho plate into tho space, and downward through the slot into tho eye.

6863. Ships’ Port and Starboard Lights and Apparatus therefor, IF. R. Lake, London.—26th December, 1883.—(A communication from G. T. Parry, Philadelphia.)—(Complete.) 6d.

Consists in tho combination of one or more auxiliary side lights, lanterns, or signals, with each of the ordinary port and starboard lights, lanterns, or signals of vessels or other boats.

5864. Working of Engines Driven by Combined Steam and Compressed Air and Apparatus in Connection therewith, W. R. Lake, ~    ’    ‘ ‘ communication

USED

London.—26th December, 1883.—(A commw, from H. E. Depp, Sedalia, U.S.)—(Complete.) 6d.

This relates to engines driven by steam and compressed air combined, the object being to increase the efficiency of such engines by utilising the exhaust products from the compressing engine for assisting in driving the main engine; by using such products from the compressing engine, or both from the main and compressing engines, for heating the air delivered from the compressing engines, as well as the boiler feed-water and tho waste lubricating water flowing from tho cylinders on its way to the boiler; and by delivering the heated air to the boiler to be mixed with tho steam generated therein, and forcing the heated water into the boiler, thus utilising the heat of the exhaust, increasing the effectiveness of the motive agent, and avoiding waste of water.

5875. Button Attaching Sewing Machines, R. H. Brandon, Paris.—21th December, 1883.—(A communication from L. J. Driscoll, Somerville, U.S.) 6d.

Consists partly in the combination with the stitch forming mechanism of an organised sewing machine, of a movable button holding gauge, adapted to hold the button with its face down, and with a presser or foot to retain tho fabric or garment against tho back of the button and top of the gauge while the button is being attached.

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bearing surfaco and teeth being formed in relievo out of tho body of the wheel, and a second wheel having complementary portions, as described.

294,851. Tip for Electric Conductors, William A. Childs, Englewood, N.J.—Filed October 25/A, 1883.

Claim.—A conducting tip for electric conductors, made in two portions, as described, one of which constitutes tho tip proper and is adapted for insertion

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into and removal from a binding post, switch socket, or such liko connecting device, while the other portion is jointed to tho first and receives and firmly holds tho conductor.

295,170. Tenon Extractor, Obadiah Hendrick, Macon, Miss.—Filed July 21st, 1883.

Claim.—(l)’The herein-described device for extracting broken off tenons from tho hubs of vehicle wheels, the same consisting of a stem or shank squared at its

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upper end for insertion into a braco, and having at its lower end a cylindrical bit with a smooth blunt point, and provided with a spiral flango or thread, the npper edge of which is square, or at right angles to

spring Ll, and tho tilting lever M, with tho adjusting table or bracket S, for releasing the rod and permitting tho carbon to drop, as hereinbefore set forth. (3) In an electric lamp, tho combination of tho reacting spring with tho shunt or high resistance magnot for regulating and controlling tho length of tho arc, ns hcreinbeforo set forth.

CONTENTS.

The Engineer, April 26th, 1884.

The International Health Exhibition. (Illustrated.) ....................

Hydraulic Machinery on Board Ship. (Illustrated.) ....................

Letters to the Editor—

Forced Draught Steam Boilers ......

Creators of the Age of Steel........

Efficiency of Fans..............

Stability Curves of Cargo Steamers .. ..308 German Torpedo Boats .. ..

Gibbon’s Boltless Rail Joint

Railway Signalling......

Cost of Transport on United States Railways 309

Steam Hammers................

Purification of Water............

Elevated Street Footways..........

Engineers for Africa............

H.M. Telegraph Cable Ship Monarch. (Illustrated.) ....................

Theatrical Machinery. (Illustrated.) ..    .. 311

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

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

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

Leading Articles—

The Earthquake ..............

Marine Boilers................

Dr. Watson’s Award ............

Foreign Ships and British Trade......

Plate Production in the North ......

Laid-up Steamers ..............

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

Development of Railways in India......

Royal Agricultural Society’s Show at Shrewsbury......................

Legal Intelligence—

Westinghouse v. Lancashire and Yorkshire

Railway ..................

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 317

Notes from Lancashire ......

Notes from Sheffield ......

Notes from the North of England

Notes from Scotland........

Notes from Wales and Adjoining Counties .. 318 The Patent Journal Abstracts of Patent Specifications. (Ulus.).. 319 Abstracts of Patent American Specifications. 320 Paragraphs—

Naval Engineer Appointments ........

South Kensington Museum ..........

Accident near Bar-le-Duc, Eastern of France Railway .............

page

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