ELECTRIC BLASTING AND LIGHTING AS APPLIED TO QUARRIES.

Amongst the largest engineering works at present in course of construction are those undertaken by the city of Liverpool for the supply of that city with water. Away up amongst the Welsh hills, some seventy miles from Liverpool, what was once a fertile agricultural valley is being rapidly converted into a lake, by the process of building a masonry dam across its narrow lower end, thus backing up and impounding the waters of the river Vyrnwy, over the village and valley of Llanwddyn. The area of the lake when formed will be 1115 acres, with a length of 4f miles, and will contain nearly eleven billion gallons above the level at which the water will be drawn off for the supply of the city of Liverpool. The engineers of this great work are Mr. T. Hawk-sley, C.E., of Westminster, and Mr. G. E. Deacon, C.E., of Liverpool.

It is not, however, with the construction of the embankment and the lake that it is proposed to deal in this article, but rather with the scientific appliances used in the quarrying of the stone for the wall. The quarries in question are situated about a mile away from the site of the masonry dam, with which they nected by a double line of narrow-gauge (3ft.) railway, somewhat remarkable in itself for its uniform gradient of 1 in 30, and for two or three very sharp curves, one of which possesses the somewhat unenviable radius of J50ft. Geologically speaking, the quarries are in the massive beds <if rock at the base of the Bala or Caradoc beds of the lower Silurian group, which dip at an angle of about 30 deg. to the west. The position is very favourable for quarrying, and the beds are stripped off one by one, each layer being from (5ft. to 10ft. thick, but divided into beds of about 3ft. The blocks come out, with skilful quarrying, in their natural crystallised form .*is rhomboids. The locating, development, and control of these quarries was entrusted by the Corporation to a firm of mining engineers well known in North Wales and its borders, Messrs. D.C. Davies and Son, of Oswestry; and at the time of our visit there were some 0500 men employed by the Cor-poration under them, the works continuing uninterruptedly day and night. The output at that time w;is over three hundred tons of building stone per day, mostly dressed, to say nothing of the removal of waste and the extension of the quarry. In order to grapple with so large an output all the appliances of machinery and science which were thought of practical value have been brought into successful work.

To the student of either mining or civil engineering no better opportunity could be afforded than by a visit to these works of seeing in daily practical use the various engineering appliances, with which, however well he may be acquainted in theory, yet with which in their application and the manner in which they are utilised so as to be of daily and increasing value, he is absolutely ignorant. The beds of rock lie, it may be added, in a way which peculiarly adapts itself to electric blasting, and this has been adopted to the almost total exclusion of the ordinary method by means of a fuse, which is only used in isolated and special cases. At first the Welsh quarrymen and foremen were much prejudiced against its employment, and used every means to discourage its introduction, almost disheartening the young engineer to whose control it was entrusted, necessitating his personal superintendence at the (barging of every hole and the making of every joint. A man and a boy have now been trained, and are almost constantly employed in preparing the fuses and filing the shots. The battery employed for firing is one of Siemens’ high tension, and resembles when oj>en a small dynamo, being driven by a handle and train of wheels, and to which is attached a condenser, consisting of alternate layers of mica and tinfoil. The electricity stored in the condenser is automatically discharged .at eveiy third turn of the handle of the machine, and passing along the wires and through the fuses, fires the holes simultaneously. As many as fifty holes could be fired at once, but in practice it was not found advisable to couple more than thirty together, owing to the difficulty of insulating many, and the consequent short-circuiting of some of the holes, thus spoiling the blast and necessitating their subsequent firing. The holes as a rule are 9ft. deep,

1 jin. diameter, 3ft. apart, and placed at a distance of 9ft. from the edge of the rock. The men stand on a line of planks along the slope when preparing holes for a blast. Thirty of these holes would bring down a mass of 576 tons of rock, in blocks from three to five and ten tons, those from three to seven tons being the most useful, as if they are over seven tons the cranes used in building are unable to lift them. A great deal of waste is occasioned by breaking up large stones, as one of eight tons cannot be broken into two good stones of four tons, and sometimes the effort to do so is simply wasted. In order to prevent as far as possible this waste, owing to the blocks being too large, much judgment and experience are necessary in choosing the best site for the holes, and after many trials the alx>ve dimensions were adopted as affording the best average results.

The electric fuses employed are what are known as Abel’s high tension fuses, and consist of two gutta-percha-covered iron wires, 3ft. long, twisted together. One end is enclosed in a small wooden cap, and in this the pointed ends of the wires are brought close together leaving a space of about Vjn. between them, which is filled with a fulminating mixture. On a current being sent through it leaps as a spark across the space and ignites the fulminate, which in turn explodes a detonator, and through it the powder in the hole. Ordinarily the fuses are supplied with but a few inches of insulated wire, and it is necessary to attach a further length to this, thus making two joints which would lie buried and out of sight in the hole. This was found to be a fruitful source of failure, so the fuses were provided with wires a yard long, being a sufficient length to reach down to the powder in the holes, and also to stretch across halfway between two neighbouring

are con-

so

holes. In order to protect the joints—where the insulating material was of necessity removed—from coming into contact with the rock, and thus short-circuiting the current and making a missfire, a short piece of fine india-rubber tubing is slipped over them and tied with string. This is an effectual remedy. The firing of so many holes simultaneously is a very grand sight, and if, as it rarely happens, that it is necessary to do so at night-time, the effect is very impressive. We were once present at one of these, but our description can give but a faint idea of the scene. The quarry was in full work under the pale, cold glare of the electric light, and musical with the merry tinkling sound, like that of a dulcimer, of many hammers striking the resounding steel tools of quarrymen and stone dressers; cranes rattling, locomotives hurrying about, foremen giving orders, and all the quarry filled with the busy sounds of working life. A bugle sounds out of a shadowy corner, and immediately the whole scene changes. The tread of hurrying feet takes the place of the tinkling music of the drills. The forms of many men dart across the brilliant path of light, and disappear in the gloom beyond. One by one the lamps are lowered from their high masts and buried in their protecting boxes, and with the lowering of the last the quarry is shrouded in darkness and silence. A last warning blast from the bugle and a voice from out the darkness crying silent suspense, and

tliese deductions everyone

electric light at their dressing sheds and floors, and there is no doubt but that its general introduction into the Principality, where water power is so plentiful, is but a matter of time.

THE THEORY OF TURBINES.

In 1876 Mr. William Donaldson published a book entitled, “Principles of Construction and Efficiency of Water Wheels,” and a few months ago appeared his second book on the subject, entitled, “ The Poncelet Turbine and was Water Pressure Engine and Pump.” In these two works Mr. Donaldson challenges the accuracy of the fundamental equations from which Rankine worked out the theory of water wheels, and not only the accuracy of the equations, but even the legitimacy of the principle from which these equations are formed. In the preface to his later work, Mr. Donaldson says that these new views, which he advanced in ’76, were criticised very meagrely by the engineering journals. He now invites further attention to them, referring the reader for their full exposition to his earlier publication.

The first portion of this book is devoted to an examination of Moseley’s mathematical treatment of waiter wheels, and to Smeaton’s experiments. The former must be considered very decidedly out of date, and we are glad to , “All clear!” A few seconds more of observe that Mr. Donaldson does not follow it. Experi-tliirty jets of fire with dazzling flash ments of any sort, if carefully carried out and honestly illumine for a moment the whole quarry, showing up all recorded, are always of value, no matter how long ago they its details as if by lightning. Mighty stones aie seen by may have been made, and no doubt Smeaton’s experiments its glare as they are hurled through the startled space, may be found useful to students even now-a-days, when and falling, ’mid the roar and shake as of an earthquake, the problem is, let us hope, much better understood than dash to fragments as they reach the earth again. The it was in Smeaton’s time. The author then gives his own heavier rocks descend the steep slope in an avalanche, theory, and compares its results with Rankine’s. AVe will carrying all before its irresistible might, and were it not discuss the difference between them immediately. A for the heap of rubbish left to receive it, it would destroy detailed explanation of the action of flowing water upon a the railroad at the foot and do damage in the quarry, curved moving vane is then given, the construction being Presently the lamps are again raised, the men resume throughout based on the author’s own theory. There is their work, and the quarry is filled with the hum of life, shown here much careful thought in dealing with a sub-The masons pick out the fresh stones most suitable, and ject which most students will certainly find rather confusing, commence to dress them. (Vanes are busy loading, and Indeed it is very apparent that Mr. Donaldson has thought before long the rock will be hurried away from its resting- a great deal on a subject which is evidently a favourite place of many ages and united again in a firm, compact with him, and he shows very considerable originality and mass, become the servant of man, and form the brim of a critical power in what he says. He tries vigorously to get cup from whence the thirsty thousands of a far-off' city at the root of the matter he is discussing, and if there are may drink and be satisfied.    some flaws in his reasoning, they do not arise from want of

In the summer of 1883, the question arose as to whether care, patience, and vigour of mind. He deduces that the in the ensuing winter the quarry should be lit up with beginning of the blade curve should be parallel to the the electric light. As the works for the foundation of flow of the entering water, taken relatively to the wheel, the dam had been so illuminated during the previous and that the tail-race edge of the blade should be parallel winter, the various machinery was on the spot, but to its own motion, or as nearly so as practical constructive opinion differed as to the advisability of removing the difficulties will allow. AVith machinery to the quarry or of leaving it in its original .agrees. He also draws another conclusion with which all jiosition and conducting the current by an overhead line of must agree, namely, that the “ change of direction, of wires to the lamps at the quarry a mile away. This latter motion” of the water in “its absolute path should be method was the one adopted.    gradual ;” but he then immediately infers that this change

The dynamos available were four 3000-candle power should be “ uniform,” and that therefore the absolute path Siemens’ direct wound machines and a separate exciter, of the water should lie circular. This is bad reasoning, which, however, was not used, the dynamos being coupled Any curve will make the change of direction gradual. In in series and made self-exciting. Their speed is 750 revo- fact, it has recently been shown that in order to avoid the lutions per minute. The conducting wires are canned at formation of eddies, which means so much loss of power, the summits of poles 30ft. high and eighty yards apart, the change of curvature should lie gradual; that is, that They are fastened to large white insulating mugs, one at there should be no sudden change of radius of curvature, each end of a cross piece near the top of the pole. The This decides the question in favour of a curve that is not wire itself is conqiosed of a strand of five No. 16 copper circular, because a circular path would cause the water to wires, and h;us a resistance of about 5 ohms for the whole follow a course in which there were sudden changes of length. The area of the quarry was divided into as nearly curvature at the entrance and tail-race edges of the blades, as ]x)ssible three equal portions, and in each of these a A/ertical water wheels are then divided into two classes; mast 80ft. high was erected from which the lamp is (1) those acted on partly by weight and partly by impulse, swung at any height found most convenient. The lamps and, (2) those acted on solely by impulse. A table of are of Siemens’ make, and are what are known as the “ theoretical ” and “ actual estimated effieiences ” for such Hefner von Alteneck differential lamp. Each lamp is wheels is given, calculated by what appears to lie a very supplied with two nairs of carbons which burn alternately doubtful process; and rules for the choice of class of wheel for about fourteen hours, when they require to be renewed, under different circumstances, and for the projier propor-Their peculiar construction allows of a number being tioning of diameter and breadth are given. He concludes coupled in series on the same circuit. In a small office that for falls less than 2ft. undershot wheels should be which is devoted to the storing of the electric appliances used; for falls between 2ft. and 5ft. turbines are best; are found the switches and resistance coils, of which there from 5ft. to 12ft. breast wheels, supplemented by turbines are three, one to take the place of each lamp in case of its in flood time ; and for high falls, turbines should lie failure during the night. A resistance frame resembles adopted, for the sake of diminishing first cost. In the nothing so much as a spring mattress. It is made of following treatment of outward flow turbines, we note the rows of iron bands bent m flat springs and contained in a repetition of the assumption that the “ absolute path ” of wooden frame. Each frame offers a resistance equal to the water should be circular, and the further assumption that of a lamp, or 5 ohms. Dangerous heating of the coils that the radial component of its velocity remains constant, of dynamos and sparking at the brushes are avoided by AVe doubt whether these two assumptions can be shown to inserting one of these resistances into the circuit in the be consistent with each other, but we observe with pica-place of a lamp which may have failed to work. The sure that the author follows the most correct and simplest four dynamos are required to work the three lamps, method of deducing the form of the blade, namely to draw as the current from one is for the most part absorbed out first the desired curve for the “ absolute path,” and in overcoming the resistance of the long leads, from it to deduce the corresponding form of the blade The first evening that the lamps were used dark- from the uniformity of angular velocity of the wheel. Un-ness had set in before all the arrangements were com- fortunately his assumption of uniform radial velocity has plete, and a crowd of workmen had gathered round the lamp, led to his missing the perfectly correct mode of making this at thebottomof the pole, commenting in AVelsh possibly upon deduction. In fact, we find him further on modifying his the absurdity of expecting a light from the two black sticks results because of the impossibility of getting this uniform in the lamp. Suddenly the arc struck up, and the crowd, radial velocity. The mathematics necessary to form rules covering their eyes with their hands, retreated hastily for the drawing of the blades in accordance with the from the dazzling glare of light. On another occasion, a assumption made are cleverly and correctly worked out. lamp having gone out in the middle of the night, one of Inward flow and parallel flow turbines are then dealt with the men, of a more brilliant genius than the others, en- in the same manner and on the same principle, deavoured to re-light it with matches, but in vain ; the Finally, the best rati as of outside and inside diameters for number of burnt matches on the ground next morning the wheel are investigated. According to the author’s testified to the fact, and showed the perseverance.    theory for lx>th inward and outward flow turbines a

This quarry is as yet the only one in AVales which is theoretical efficiency of about 87 per cent, is obtained if illuminated by electricity, but a grand scope for its this ratio is 1|, and the obliquity of the jets on entering application is available in the immense slate quarries of the wheel 20 deg., and an efficiency of 96 per cent, if the the Principality, both in those on the surface and also in ratio be lj, with an obliquity of 10 deg. for the entering the vast chambers of an underground quarry in the Fes- water.

tiniog and other districts. If the state of the slate trade From further considerations the author concludes that the were sufficiently brisk, it would lie worth while to fit up efficiency is reduced below these figures very greatly—in the slate-dressing sheds or machine houses with the fact, when friction of the revolving wheel on the surround-electric light. These sheds are peculiarly adapted for the ing air or water is taken into account, it is reduced to purpose ; many of them cover areas of from 3000 to 6000 between 40 and 55 per cent. The latter pu t of Mr. square feet under one roof, and they have motive power Donaldson’s more recent publication is devoted to a already at hand.    description of a special class of water-pressure engine

AVorks which are familiar to us await but the designed by himself, revival in the slate and lead trades before adopting the The author seems to be desirous of obtaining some ex-

vane

im

am!

“ co-

same

were

In this case the

com-

sur-

vanes anc

mass

curvet

t on.

any sudden change of direction of motion, Rankine’s principle becomes strictly true except in so far as it is modified by friction and viscosity. Now as this gradual inflow without shock is arranged to take place in all good turbines, no objection can be taken to the practical application of Rankine’s results, modified, of course, to make allowance for friction and viscosity.

Rankine’s application of his principle to flat frictionless vanes seems, we must confess, extremely incomplete and even erroneous. Let us grant his principle that the magnitude of the relative velocity remains undiminished. He goes on to show the amount and direction of the whole pressure required to effect the change of its direction, and by an oversight, which must be regarded as extraordinary in the case of a genius usually so clear-sighted, he assumes that this whole pressure is exerted by the vane. Now, according to his own construction—which is perfectly correct— this pressure is inclined, that is, not wholly normal, to the plane of the vane. It is so, at any rate, so long as the obliquity of impact is finitely large. But it may be asked, How can a frictionless blade exert a pressure that is not wholly normal? It cannot do so. How the necessary tangential component is actually supplied we will show immediately. Rankine at once calculates the component of this whole pressure in the direction of the vane’s motion, and multiplying it by the velocity of the vane, obtains his expression for the rate at which the water does work on the vane. He ought really to have resolved it first in the direction normal to the vane’s surface, and then resolved this normal component in the direction of the vane’s motion. The case is, however, quite different for a curved vane, on to which the water flows tangentially, as to avoid “shock.” Here, comparing the initial and final velocities, the different components of the change of momentum have all been exerted by the blade surface, the different parts of which lie in different directions, and which, therefore, by simple normal pressure without friction, can exert the required component of pressure in the direction of the final velocity—that is, in the direction of the tail-race edge of the blade. Supp stream to be deflected gradually by a smooth guide blade through a total angle A. Let at any part of this curved path the radius of curvature be r, and the velocity be v. If a be the cross section of a portion of the stream, extending a small length l along the curved path, the volume of this portion will be a l and its mass m al, if m be the mass per unit volume. It will exert a centrifugal pressure

the length l of the guiding blade equal to mav* But

r

- is the circular measure of the angle between the ends of r

the small length l of the blade, and may be called a; so that the whole angle A is the sum of a number of small angles a. The portion of the centrifugal pressure due to the deflection through the small angle a is thus mav*, which, it should be noted, does not depend at all on the radius of curvature. This pressure is perpendicular to the path at this point, and can be resolved into two components, one perpendicular to the direction of the final velocity, i.c., to tne tail-race edge of the blade, and one jtandlel to this direction. If we do this, and then sum up all the components in each direction due to each small angle of deflection, we obtain, on the assumption that the velocity remains constant in magnitude,—

Component perpendicular to final velocity of whole pressure on blade — mav* sin. A = M rsin. A, and Component parallel to final velocity of whole pressure l)lade = nist>* (1 —cos. A) = Mr(l -cos. A).

Here we have used the letter M = msr to indicate the mass of water flowing through the section a per second. This latter parallel component of pressure is, of course, directed oppositely to the final velocity, the velocity actually maintains a constant magnitude, as assumed in this equation, or not, depends on whether the passages the water flows through have uniform or varying cross section. If the passages narrow in the forward direction, the velocity is accelerated and the above normal component of the pressure due to curvature of the path becomes greater, while the tangential component is also increased, but in a very much smaller ratio. In consequence of the acceleration of velocity there is, of course, a decrease of mean pressure towards the end of the passage, but this mean pressure acts equally on the forward and backward sides of the passage through which the water flows, and thus the decrease has no effect on the resultant driving effort. The driving effort is due to the difference of pressures on the convex and concave sides of the curved stream. This excess of pressure on the driving side is altogether due to the centrifugal force of the curved stream, except in so far as the weight of the water contained in the bucket between two blades may make a small difference. If, on the other hand, the passages widen out, the velocity decreases and a rise of mean pressure takes place, which, however, does not effect the driving effort; but the decrease has the further effect of decreasing the component normal to the end of the blade of the integral centrifugal pressure, and of also decreasing, although to a smaller degree, its parallel component.

If, now, the blade move in a direction which makes the angle B with that of the final velocity of the water—taken relatively to the blade—and if v still represent the relative initial velocity and A the whole angular deviation of the relative path, i.e., whole angle of curvature of blade, then resolving the above two components of pressure in the direction of motion of the blade and adding, we obtain the whole working effort, namely,

P = M v | cos. (B - A) —

This multiplied by the velocity of the blade gives the rate at which the water does work on the vane. Here every part of the blade is supposed to move with equal velocity and in same direction. To make this working effort P a maximum for a given whole angle of curvature A of the blade, the angle B ought to be made equal to 90 deg. + \

The working effort P then loecomes 2 M v sin. ^ A. The direction of motion of the blade should according to this

so

wise the

on

on

Whether

cos. B

A.

M,

ir sin. A 4 + ir sm. A

The slope and position of the lower are given by the following construction of the water’s initial absolute velocity

pression of opinion upon his difference with Professor Rankine and others. His views seem to be in general opposition to the more commonly accepted theories regarding the impulse of water jets upon vanes. It is true that there is great difficulty surrounding this subject. The most modern mathematics have been found insufficient for the accurate solution of some apparently very simple problems in hydro-dynamics. Experiments are much needed, but are not often performed. It is, therefore, not surprising to find differences of opinion, even among those who may be commonly considered authorities. The objection taken to Rankine’s treatment is not on the score of neglect of the effects of friction and viscosity, although no solution of hydro-dynamic problems that leaves these out of account can be considered at all satisfactory. Rankine says that, if friction be neglected, the surface of the vane can only exert a deviating force upon the impinging stream, and that, since a deviating force changes only the direction and not the magnitude of the velocity of the substance acted on, therefore the water glances off the with velocity of unchanged linear magnitude—unchanged, at all events, by the pressure of the surface of the vane. To this Mr. Donaldson objects. We describe his objection, not in his own words, which we think rather inaccurate and illogical, but in simpler and more easily understood language. According to the accepted theory of impact of solid particles on a fixed solid plane surface— which theory, however, is very ancient and stands much in need of revision—the effect of the impact is to leave unchanged that component of the velocity of the pinging particle which is parallel to the plane surface to destroy the normal component to a greater or less extent, according to the value of what is called the efficient of restitution.” If this coefficient of restitution be unity, the particle springs away from the surface with a velocity whose normal component equals the normal component of the velocity before impact, except that it is changed in sign. In tins case the whole velocity has the magnitude after as before the impact, and the bodies mistakenly said to be “ perfectly elastic.” If the coefficient of restitution were zero, the normal component of velocity after impact would be zero, and the bodies were mistakenly said to be wholly “ inelastic.” whole linear velocity after impact would equal the jKment parallel to the surface of the velocity before im-nact; and, of course, the impinging body would lose kinetic energy to an amount corresponding to the square of the normal component of initial velocity. Althougl low co-efficientof restitution does notreally indicate any want of elasticity in the substances, this theory may still be considered of considerable utility. Now, since the particles of the impinging jet do not rebound from the face of the vane—or, at least, are not in books supposed to do so—but slide along its surface and glance off tangentially, therefore Mr. Donaldson takes this as a case in which the co-efficient of restitution is zero, and finds the result according to the above; and as far as the impact of small jets upon vanes at finite angles is concerned, we are inclined to agree with him and vote Rankine inaccurate in the construction he gives in his “Prime Movers.” He (Rankine) takes for granted that the normal comiKinent of the initial velocity is wholly destroyed, and yet allows no diminution of total velocity, so that the tangential velocity is increased, this being stated to be true for flat as well as for curved all angles of impact. It is, of course, not friction that prevents the restitution of the normal com-]>onent of velocity, because any frictional force existing is perpendicular to this normal component. The kinetic energy lost by the impinging body in consequence of the destruction of the normal component goes to the creation of vibration in the plate, and no doubt some of it to the creation of eddies in the stream of water because no doubt the particles of water actually striking the plate fail to rebound from it chiefly because of the water particles behind them, hindering such rebound. Thus, if the problem is to be treated as a case of ordinary impact with the jKirticles suffering a sudden change in the direction of their motion, we would say that the objection offered to Rankine’s principle is justified. But unless the jet is small this reasoning is only partially, and perhaps only to a small extent, applicable. If the jet be small, also, it may be discovered by very simple experiment that the restitution of the normal velocity is not zero, but that a very considerable portion of the water does rebound. The evident reason is that the particles are not sufficiently numerous to interfere very much with each other, so that the majority of them do actually strike the plate and also find freedom to rebound. But in a large stream the great of the particles never reach the plate at all, but before doing so have their course deflected by other water particles in front of them. Thus, if the gross stream be considered as compounded of a large number of small streamlets, the great majority of these streamlets suffer no sudden change of direction but curve round gradually. For each of such gradually curved streamlets the deflecting force is exerted by an outside water surface and is everywhere perpendicular, not to the surface of the vane, but to the direction of motion of the water at each point of the path of the streamlet. Thus—eliminating the effects of viscosity—-this deviating force has no effect in decreasin the magnitude of the velocity in these gradually streamlets. At each point it is as if the particle were being deviated by impact on a plane inclined to its initial velocity by only an infinitely small angle, so that the component of the initial velocity normal to the deviating surface is nil, and all need of considering the projier value of the coefficient of restitution is done away with. Mr. Donaldson makes throughout his book the mistake of not recognising that for very minute angles of inclination of impact the difference between his and Rankine’s equations disappears. Thus, we may very well suppose that the larger part of an impinging stream of considerable section will follow Rankine’s law, while the smaller portion of it that actually reaches and strikes the solid surface of the blade wiil follow a lawapproximatingtothatemmeiated by Mr. Donald-What is most importaivt to notice is that when the water is allowed to flow on to the vanes without suffering

bisect the angle between the tangents to the beginning and the end of the blade.

Even in the case of a jet striking a flat blade there is no theoretical difficulty in conceiving it possible that the flow of the water is deviated gradually until it glances off parallel to the surface of the blade, and so that the final velocity may equal in magnitude the initial velocity. Recent investigations have shown it to be highly probable that in all such cases a layer or pad of relatively still or “ dead ” water lies in front of the plate. This pad must be of a wedge shape, its two outer edges being curvilinear and concave outwards. The impinging stream splits in two and the two portions sweep round these curved surfaces of the wedge. The curving streams press upon the two concave sides of this wedge of water in the same way as they would on solid curved vanes, and the wedge is kept in balance by these pressures and by the pressure of the flat vane. This latter pressure is wholly normal, and, therefore, the integral components of pressure parallel to the plate surface of the two curved streams must balance each other. If these two portions into which the stream is split sweep off the plate tangentially and in opposite directions, the above makes it easy to determine the proportions in which the stream divides. If M be the whole mass discharged per second against the plate, this is divided in two portions, say M, and Ms, which have the ratio—

1 + cos. A 1 - cos. A.

The ])ortion M, is deflected through the angle A, and Ms through the angle ISOdeg.—A. The whole normal pressure on the flat vane is exactly the same as before, namely, Mvsin. 0; and the balancing opposite parallel pressures are each equal to It Mo sin. *0.

Of course the case is very different if the section of the stream moving against the plate is very large as compared with the area of the plate. In the above v sin. 9 is the component of the initial velocity perpendicular to the plate, and the parallel component has no influence on the result. This results from our having assumed that the edges of the wedge of dead water taper off to an infinite degree of fineness. This cannot be the case if the section of the original stream reaches beyond either edge of the plate. Lord Rayleigh has calculated the result when the stream stretches indefinitely to both sides of the flat plate. He finds that the average normal pressure per unit area on the plate is— where m is the nuiss per unit volume of the water, or the weight per unit volume divided by (j — 32'2ft. jier second per second.

The results given above are modified by any variation of velocity due to change in the section of the passages. The actual driving effort in a turbine also really depends to a slight extent on what we have called the “ mean ” pressure, that is the pressure jis dependent on the head and the velocity, and not upon centrifugal force. This results from the slight want of parallelism between the front and back sides of the bucket at points where equal velocities, and therefore equal “ mean ” pressures, are reached. If the mean pressure remains the same throughout the length of the jutssage through the bucket, this effect evidently becomes zero.

The above formulae are greatly simpler than those found in Rankine’s or other treatises on turbines. This simplicity arises chiefly, however, from the fact that we have explained everything in terms of the relative velocity only. Of course this velocity of the water relatively to the blades depends on the “ absolute ” velocities of the water and of the blades; but it is not our purjiose here to write a treatise on the design and efficiency of turbines. We wish simply to explain as clearly and as simply as possible the principles on which calculations of this class of machines should proceed. There has been much difference of opinion as to what the correct principles to start from really are, and corresponding confusion and contradiction betweui the results arrived at by different authors. The subject is certainly difficult, and the effects of friction and viscosity have not as yet been at all accurately determined. But if an agreement is arrived at as to the elemental y principles to be followed, there should not be such wide differences in results as are actually found among the books that treat of the subject.

The Zeitachrift dca Vereinea Dcutac/ier lngenieure contains an article by Sigmund Gottlob, Director of the Staatsgewerbeschule in Pilsen, upon the proper shape to give to turbine blades. The turbine is supposed to be a parallel flow one with vertical shaft. The water enters the top edge from the guide blade with an oblique velocity, whose vertical comjKment is assumed to remain unchanged during passage through the wheel, and whose horizontal conqxment is assumed to suffer uniform retardation. The “ absolute ” path of each streamlet of water is, according to this assumption, a parabola. In order that the whole horizontal component of the water velocity should be destroyed, this parabola must have its vertex in the under edge of the wheel. Since the wheel moves with a uniform horizontal velocity, the path taken by the water relatively to the wheel is also a parabola. The shape of the blade ought to coincide with this latter parabola. The tangent of this parabola at the upper edge is in the direction of the initial relative velocity, which is easily found by compounding the initial water velocity with the horizontal wheel velocity. The height of the vertex is that of the intersection of the line of the water’s initial absolute velocity, with a perpendicular drawn through the point where the line of its initial relative velocity cuts the lower edge of the wheel, edge of the blade —Draw the line from upper to lower edge of the wheel; bisect this line, and draw a perpendicular through this bisection to cut the upper edge in a point, which call p; through this point p draw a line parallel to the final velocity of the water relative to the wheel; this line gives the position and slope of the lower edge of the blade. This final relative

CLOONACANNA BRIDGE OYER THE MOY.

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velocity is found by compounding the horizontal velocity of the wheel with the constant vertical component of the water velocity. The difference between the horizontal velocities of the water on entering and leaving the wheel, calculated relatively to the wheel, is taken as being due to that portion of the hydrostatic pressure which has not been already spent in producing the absolute velocity of influx. From this assumption the proportion of the head spent in producing velocity of influx is calculated in terms of this same velocity, of its inclination to the horizontal, and of the circumferential velocity of the wheel. The necessary radial breadth of bucket is then calculated for a given supply of water per second.

CLOONACANNA BRIDGE OVER THE RIVER MOY.

Thk engravings we give on this page illustrate an iron bridge of neat design. According to the specification by the engineer,

Mr. Edward Klwes, the bridge will cross at the ford on the river Moy, between the townland of Cloonacannana, on the south bank, and Darhanagh, on the north bank, in the Barony of Gallon, county of Mayo. The length along centre line of bridge—which is a little skew to the river—from face of abutment to face of abutment, will be 215ft. 8in., or thereabouts. The abutments and the three intermediate piers will be masonry, and the superstructure will consist of four pairs of main wrought iron lattice girders, forming four openings 50ft. span each, as shown on drawings. Approaches to the bridge arc to be made on both sides to the grades shown. The main girders will rest on cast iron bed plates, and are to be wrought iron lattice, braced with alternate angle and bar irons ; these main girders to be placed 16ft. 6in. asunder, centre to centre. The cross girders will l>e rolled iron secured to bottom flange and to bottom web plate, and connected on the top by continuous iron. The roadway will rest on Mallet’s buckled plates, rivetted at edges. The depth of the main girders will be 5ft. 6in., there will be on the outside upright stiffeners placed 6ft. apart, j i and the main girders are to form the parapets. The gil ders are not to be made continuous, but each span is to be inde- I )>cndcnt of the others. The spaces between the ends of the girders over each pier are to be concealed, as shown, by Jin. side and top plates, and a centre diaphragm secured together by angle irons, and to the cast iron bed-plates. Attention is directed to the connections of the angle struts to the main members.

stoppage of those at Deptford pumping station, which pump the water of the low-level system up to the level of the outfall sewer—it has been necessary to relieve the overcharged sewer by allowing a portion of its contents to run into Deptford Creek at the Tidal Mills, Church-street. From this point the water passed down the tortuous course of the Creek with its muddy bed about three-quarters of a mile to its outlet, the Thames.

This arrangement was objected to by some of the wharfingers on the Creek and by the Local Board, and as the result of legal steps taken ten years ago, the Metropolitan Board of Works had to agree to terms which much restrained their freedom of action in using this outlet. After examining a number of schemes for effecting the purpose, the engineer to the Board about two years ago recommended the construction of the storm overflow sewer, now completed. Its total length is 3370ft., of which 3050ft. is of one uniform size and shape, viz., 13ft. 6in. by lift internal, and 17ft by 14ft 6in. external dimensions, and averaging 23ft. in depth. Five-sixths of the material used is Portland cement

formed into three smaller sewers, which pass under the foreshore and discharge about 100ft. beyond the wharf wall on an apron formed with granite bedded on Portland cement concrete and laid in cement. This outlet is in progress, the work being executed when the tide is low. The work of the sewer was commenced a year and a-half ago. The amount of the tender was £34,000. The total length being 3370ft., the average cost has been £10 a foot, including the expensive works at each end, a smaller sewer under the relief sewer for local drainage, the connections of existing drains, &c. The cost of the 3050ft., exclusive of the special works, was £7 12s. 6d. per foot run. A special feature of the mode of construction adopted is the combination of brickwork and concrete. The brickwork only amounted to 2650 cubic yards, and the concrete to 16,000 cubic yards. When the main drainage was commenced in the autumn of 1859 at the Broadway, Deptford, the quantity of water in the soil was so great that the works were greatly retarded, and the pumps often overpowered. The running sand had to be restrained by various contrivances. The late works executed,

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Thk sewer illustrated by the accompanying section, the largest in London and one of the largest in the world, was formally inspected on the 22nd ult. by the members of the Metropolitan Board of Works. The work has been carried out under the superintendence of Mr. John Grant, M. Inst. C.E., by Messrs. S. Pearson and Son, of Delahay-street, Westminster. i Twenty-five years ago the main drainage of London, south of the Thames, commenced at this point by the construction of the high-level sewer from Deptford to Clapham, afterwards extended to Tooting, and now being continued to Futney and Roehampton. All the higher ground to the south of this line,

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including the Ravensboume Valley up to the Crystal Palace, and extending to the southern boundary of the metropolis—an area of forty-five or fifty square miles—drains by gravitation to this point, and from this the water is carried, still without pumping, a further distance of eight miles to Crossness, or about twenty miles from its extreme western or upper end to its outlet. Hitherto on occasions of extremely heavy rainfall —when the quantity of flood water brought to this point would have blocked up the great outfall sewer, lift. 6in. in diameter, overpowered the pumps at Crossness, and involved the partial concrete, made of 3 bushels of cement to a yard of ballast, or 1 in 7. The remaining sixth is a lining of brickwork, 4 Jin. thick, laid in Portland cement mortar, composed of one of cement to two of sharp sand. The bricks are of a highly-burned dense quality. The junction at the upper end is a difficult piece of work, 90ft. in length, being wide enough to take in the two sewers, each 10ft. 6in. in diameter, of the high-level system and the Norwood branch sewer; the other end of the chamber tapers to the size which prevails between this point and the river, viz., 13ft. 6in. by lift. At the point of junction there are two iron gates or penstocks, kept locked under ordinary circumstances. These gates, 10ft 6in. wide and 8ft in height, swing upon cross girders. The ordinary drainage passes for 1000ft through four lines of iron pipes, 3ft 6in. in diameter, to the head of the outfall sewer in the Deptford pumping station. The inlets to these pipes are behind the gates, and the rainfall must be great enough to rise to the top of the gates, that is, 8ft, before it can escape over them into the river or necessitate the opening of them to give relief. The level of the ; girders from which these gates are suspended is Trinity high-water, or 12jft. above Ordnance datum. A weir at the same level, and with openings 51jft in length, has been constructed in the special length already mentioned. The object of this is, in the event of repairs or other necessity, to have a means of discharging the water into the Creek at the original outlets, by self-acting flaps of 9ft. width and the same height, in two sections. These flaps may be used for letting in tidal water at the upper end to be let out at the lower.

The general inclination of the sewer is 1 in 767 down to near the outlet, where there is a chamber and three rows of selfacting flaps, delicately hung. At the back of these flaps is an opening in the arch leading to a shaft for allowing the air to escape when a sudden rush of water comes down the great sewer. From the flap chamber the sewer widens out, and is including a new sewer from the Broadway to Lewisham and this relief sewer, has been constructed in gravel quite dry. The water level in the subsoil has been so much lowered that it has not been necessary to use a pump at all. The site of the dwelling-houses lias thus been made permanently drier and healthier.

OXIDATION AND REDUCTION.

Accordixg to Ledebur, dissociation plays a part in oxidation and reduction. Steam becomes decomposed at about 1800 deg. Fah. It is remarked by a writer in Stahl und Eiscn that carbonic acid exercises stronger properties of oxidation upon various metals, carbon, silicium, Ac., the nearer the temperature approaches to the temperature at which dissociation of the carbonic acid takes place. It is supposed that all composite substances can be separated by a sufficiently high temperature into their component parts. For every substance which combines with oxygen, there is a certain temperature at which this combination is strongest, that is, when the affinity of the substance in question for the oxygen has reached its highest point. When this temperature is exceeded the affinity for the oxygen diminishes, and reduction, by means of a second substance, is facilitated by an increase of temperature, provided that in the latter the maximum of chemical affinity to the oxygen lies at an elevated temperature. For instance, carbon is such an excellent reducing medium for oxides of difficult reduction, because its affinity to oxygen increases in a more marked degree during an elevation of temperature than that of many other substances. Besides, the temperature at which its affinity to the oxygen attains a maximum lies higher than is the case with many other substances. Carbonic acid is reduced to carbonic oxide when it comes into union with metallic iron, zinc, manganese, &c., at a high temperature, about that of bright-red

heat. On the other hand, the oxides of these metals are reduced from carbon when they are heated with carbon to the same temperature as in the first case. In both instances carbonic oxide is produced, and the process is furthered by an elevated temperature.

The progress of oxidation and reduction is said to be notably influenced by the state of dilution of the substances acting on each other, as well as by the presence of a third body which has a tendency to combine with the reduced or oxidised substances. As an illustration of the former case, it is remarked that in fluid malleable iron, in addition to small quantities of carbon, protoxide of iron can be dissolved without any reciprocal action taking place, because the substances are dissolved in the iron in a very diluted state. Besides, the mixtures of carbonic acid and carbonic oxide have peculiar effects upon metals—for instance, iron and metallic oxides. Carbonic oxide reduces oxide of iron, carbonic acid being formed, and the action increases until a certain limit of temperature is reached, which has not been definitely ascertained. Carbonic acid, however, exercises a more powerful oxidising effect upon iron, according as the temperature is higher, but the reducing power of the carbonic oxide loses its efficacy during an increase of temperature at an earlier period than the oxidising power of the carbonic acid is thus affected. A high temperature is favourable to the production of carbonic oxide gas from charcoal as well as from carbonic acid. This explains why in the reduction of oxides of iron by means of carbonic oxide, a greater excess of the latter must be present, according as the temperature is higher and the reduction of iron is intended to be more complete. One and the same mixture of both gases can act in a lower temperature as a reducing agent and in a higher temperature as an oxidising agent, as has been stated by several leading authorities.

THE INSTITUTION OF CIVIL ENGINEERS.

purpose of ascertaining which of the component portions of the creosote oils were the most durable and efficient agents in preserving timber. The result of these experiments appeared to show that it was not to the tar acids, but to the heavier and least volatile portion of the creosote, and to those bodies which solidifid within the pores of the timber, that the most durable results should be attributed. This apparent anomaly was explained by reference to numerous eminent authorities upon carbolic acid, who, whilst extolling its action as a most useful and powerful antiseptic for sanitary and surgical purposes, were in general agreement as to its possessing the following characteristics ■ That it was exceedingly volatile at ordinary temperatures, that it was readily soluble in water, and that its combinations with other bodies including albumen, were not stable. It would therefore readily evaporate from timber exposed to the heat of the sun, especially in warm climates, and it would be washed out of timber in contact with water. The author’s personal experience and experiments fully bore out the conclusion, that the use of the heavier and least volatile portions of the creosote oils should be encouraged, and that from them the most durable results might be expected. Moreover, it was pointed out that recent investigators had discovered iin these heavy oils, bodies which, if perhaps less potent, were more durable in their antiseptic effects than carbolic acid. By judicious selection and admixture, both London and country oils could be usefully employed. Shale oil and bone oil, however, and other oils lighter than water, should be excluded. The modern germ theory was discussed in its relation to timber preserving, and was believed by the author to be a more practical explanation of the action of antiseptics upon wood than the older theories as to the coagulation of albumen and the formation of insoluble compounds. With respect to all bodies which had been extensively used for timber-preserving, their durable results appeared to be in an inverse ratio to their volatility in the atmosphere and their solubility in water. The germ theory constituted a severe but salutary test in choosing antiseptics for the treatment of wood. In the author’s opinion the substances preferred should be not only germicides but germ-excluders ; those being the best which were least soluble in water, least volatile in air, and most capable of becoming solid within the pores of the timber. A description followed of the various kinds of apparatus which had been in use during the present century for injecting timber with antiseptic liquids. The paper concluded with some remarks upon the subject of the hygrometric condition of timber at the time of injection, failures having repeatedly arisen owing to the timber being too wet at the time of creosoting. The author dwelt upon the importance of this subject, describing also his experience with various methods of getting rid of superfluous moisture artificially, and of a process which lie had recently inaugurated, by which this result could be obtained in the creosoting cylinder itself, without injury to the timber. The paper was illustrated by diagrams showing the most important products derived from coal, and tho apparatus for coal-tar distillation and timber preserving; also by tables, giving tho properties of coal-tar products and other substances, of timber-preserving specifications, and of more than one hundred references to various authorities upon the topics alluded to in the paper.

ON THE ANTISEPTIC TREATMENT OF TIMBER.

At the ordinary meeting on Tuesday, the 6th of May, Sir J. W.

Bazalgette, C.B., President, in the chair, the paper read was “ On the Antiseptic Treatment of Timber,” by Mr. S. B. Boulton, Assoc.

Inst. C.E.

The author commenced by referring to a paper by his late partner, Mr. H. I\ Burt, Assoc. Inst. C.E., on the subject of timberpreserving, which had been read at the Institution in 1853. Since that dato the use of antiseptics for the treatment of timber had greatly increased. The process called croosoting, or the employment of the heavy oils of coal-tar, had almost entirely displaced the other methods, whilst tho manufactures connected with the residual products of gas-making—from one of which residuals the creosote oils were derived—had experienced an enormous development. The author’s connection, during thirty-four years, with this group of industries enabled him to offer the results of personal experience and research, which ho presented, together with those arrived at by other investigators. An historical description of the antiseptic treatment of timber was preceded by a few notes on the method pursued by the ancients for the preservation of wood and other perishable materials. The ancients were well acquainted with the manufacture and use of many kinds of oils, tars, and bitumens, and frequently used them for the preparation of wood, with respect to which some notable instances were cited.

The methods employed by tho Egyptians in embalming their dead were dwelt upon at some length, and the author endeavoured to elucidate some discrepancies in the descriptions of these processes, as recorded by Herodotus and Diodorus Siculus. Tho researches of Pettigrew were alluded to, particularly his interesting experiment upon the heart of a mummy, which, after three thousand years’ preservation, began immediately to putrify when tho antiseptic substances were removed by maceration. This appeared to prove that no chemical transformation had taken placo, but that the long immunity from decay had been the result of the abiding presenco of tho antiseptic. The growth of theories upon the causes of putrefaction was traced down to the commencement of the present century, reference being made to the “ Phlogiston,” and other exploded theories; also to the opinions of Macbride, Sir Jno. Pringle, Sir Humphrey Davy, Thomas Wade, and others, and to their suggestions upon timber-preserving. The progress of timber-preserving during the railway era, and particularly between the years 1838 and 1853, was described, with especial reference to tho competition between the four most successful of the processes.

These four consisted in the employment of corrosive sublimate, sulphate of copper, chloride of zinc, and heavy oil of coal-tar, which had been patented in England respectively by Mr. J. H.

Kyan, Mr. J. J. Lloyd Margary, Sir William Burnett, and Mr.

John Bethell. The distinction was pointed out between the real creosote—a product derived from the distillation of wood, but which had never been employed for injecting timber—and the so-called creosote which had been so successfully used for that purpose, the latter being a heavy oil produced from the distillation of gas-tar. The theory that certain antiseptics preserved timber by coagulating the albumen, and by forming insoluble combinations with the woody fibre, had been advanced on behalf of all the four processes alluded to. But in spite of some acknowledged success, the Kyanising, Margarysing, and Burnettising systems were not found to be so durable in their effects as creosoting. Indeed, the salts of metals were gradually washed out of timber exposed to the action of water. On the other hand, the success of the creosoting process became completely established.

In order to show the process of manufacture of the creosote oils, a short description was given of the ordinary methods of tar distilling. Coal tar, a black viscous substance, was a residual product of gas making. It was split up by a preliminary process of distillation into three groups of substances, namely :—

(1) Oils lighter than water, containing the naphthas, benzoles, toluols, and other bodies, from some of which the aniline dyes were manufactured. This series of oils had never been used for timber-preserving. (2) Oils heavier than water ; the dead oils or creosote oils of the timber yards. These oils contained a great variety of different bodies, the properties of some of which were    Macadam

creosote oils varied in their characteristics in different districts, Flints or gravel according to the nature of the coal used in the gasworks, and to The existing area of wood pavement was 980,533 square yards, and the varying temperatures at which the coal was carbonised. The its estimated cost £600,000. Not more than 4‘38 per cent, was type of creosote called “ London Oil,” made from the tars derived east of the City or south of the Thames. The method of confront the coal of the Newcastle district, was contrasted with the struction adopted by the author was described and illustrated, so-called “ Country Oil,” typical of the product from the tar of His practice was to set out the levels of the channels so as to allow the Midland and other coals. The former contains less of the a rise to the crown of the road equivalent to 1 in 3G above the carbolic and cresylic acids than the latter, but more of the semi- mean channel level. The inclinations of the channels should not solid substance, which solidified within the pores of the timber, exceed 1 in 150, and numerous street gulleys should be provided, and more of the antiseptics, which did not volatilise except at An extra cost of 4 per cent, for gulleys was money well spent, exceedingly elevated temperatures. The history of the con- The foundation of the Chelsea pavements consisted of a bed of troversy as to the respective merits of the two types of creosote concrete Gin. deep, composed of 51 parts of Thames ballast to 1 oils was fully gone into. The carbolic and cresylic acids had been part of Portland cement; the entire cost for materials and labour recognised as potent antiseptics ; their presence appeared to arrest when completed was 2s. 3 LI. per square yard. The use of old the action of all destructive germs, and the lighter and thinner broken granite as a substitute for Thames ballast, although country oils, which contained a comparatively large percentage of cheaper, was not recommended. Conoreto made from that mate-tliese tar acids, had therefore been preferred by many. The rial was less homogeneous than pure ballast concrete, opinion of Dr. Letheby to that effect was recorded. On the other greater part of the wood pavement in London was composed of hand were cited the opinions and practice of the introducers of rectangular blocks of yellow deal. Before adopting wood pave-creosoting and of the earlier operators in that process, who used ment, the author inspected the various kinds of pavement then in preference the heavier types of creosote ; and the early success laid, and came to the conclusion that a plain but substantial sys-of that creosote, both in England and in tropical countries, tern was the best. The blocks were 3in. by 9in. by (iin., and were appeared to confirm their judgment. A number of experiments specified to be cut from close and evenly-grained, well-seasoned, were then alluded to, stretching over a long series of years, and I and thoroughly bright and sound Swedish yellow deals—Gothen-conducted by investigators in this and in other countries, for the 1 burg thirds. The author knew of no more suitable wood in the

some

ON THE PASSAGE OF UPLAND WATER THROUGH A TIDAL ESTUARY.

At the ordinary meeting on Tuesday, tho 20th of May, Sir J. W. Bazalgetto, C.B., president, in the chair, the paper read was “ On the Passage of Upland Water through a Tidal Estuary,” by Mr. R. W. Peregrine Birch, M.Inst. C.E.

In this paper a description was given of ft method laid before the “Royal Commission on Metropolitan Sewage Discharge” by the author, to ascertain the rate of progress out to sea of the sewage discharged at Crossness and at Barking. It was now known that this problem could not bo dealt with satisfactorily by means of float experiments; and the author submitted that its only true solution lay in the accurate measurement and localisation of the sea-water and fresh water contained in the river, considered together with the records of the upland flow contributing to the latter. If it were not for the incoming of sea-water, the time occupied by the sewage-polluted Thames water at Barking in travelling to any lower point, say Gravesend, would be exactly the same as the time required by the Thames, with its tributaries and sewage, to fill the channel between Barking and that point. But the salt water occupied part of the channel, and by diminishing the space available for the fresh water reduced the time required for the fresh water to fill that space and pass through it. The author showed that by a complete set of salt tests made at regular distances apart in the length of the river, and at fixed tidal periods, it could be ascertained with great nicety to what extent any section of the river was occupied by sea water, and consequently what space was left for sewage-polluted river water. The time occupied by the journey of the upland water would be the time required to fill the latter space. It was shown that in dry weather such as prevailed in September, 1882, the sewage discharged at Barking would reach Southend in thirty-two or thirty-three days, and in a time of heavy flood, as in November, 1882, in twelve days. The general effect of the calculations was to indicate that, owing to the greater specific gravity of sea-water and its tendency to diffusion, the exchange of river water and sea-water took place very quickly—much more so than was commonly supposed—so that the upland water passed even more rapidly through the estuary at Southend than at Barking, where the cross sectional area was not one-twelfth the size.

market which so satisfactorily stood the wear of traffic and atmospheric changes. Of hard woods, pitch pine took a high place in point of wear, the ascertained annual vertical wear of the section in King’s-road during four and a-half years being 0'055in. only. Neither elm nor oak blocks would withstand the atmospheric changes to which street surfaces were exposed; larch would probably take a high position, but the available supply was limited. In many pavements the blocks had been dipped in a creosote mixture ; in a few instances they had been creosoted or mineralised, but at least one-third had been laid in their natural condition. The ordinary dipping process was of little value as a preservative, but might be utilised as an external discoloration for inferior blocks. The author had tried creosoted blocks, but experience had convinced him that they were not more durable than plain, that their surface was less clean, that the system was 20 per cent, more costly, and that it tended to produce premature internal decay. The wood pavement in Chelsea required forty and one-half blocks per square yard; they were laid upon the concrete in their natural state, with the fibres vertical, and with intervening spaces fin. wide. The joints were filled with cement grout composed of 3 parts of Thames sand to 1 part of Portland cement; they were kept parallel by means of three cast iron studs fixed in each block, which rendered the pavement firm and steady until the grout was thoroughly set. A top dressing of fine gritty material completed the work. If practicable, traffic should be excluded from a newly-laid pavement for at least one week after completion. The result of five years’ wear convinced the author that the plain system comprised all the essentials of a sound pavement; that it provided a quiet and smooth surface for vehicles, and safe foothold for horses; that the cement joint adhered to the wood, effectually resisted wet, did not unduly wear below the wood surface, and thereby allow dirt to accumulate in the joints, neither did it displace the blocks. The net cost was 10s. Gd. per square yard, and but comparatively slight repairs had been found necessary. The blocks were originally S^in. deep, but their present average depth was5⁻22in. in King’s-road, and5⁻60in. in Sloane-street, their probable life being seven and eight years respectively. Particulars of wood pavements in various parts of London were given at considerable length; and in those instances where the approximate weight of the traffic per yard width was known, the details of cost, maintenance, durability, ascertained vertical wear of wood, &c., were described. The experience of the Improved Wood Pavement Company was probably greater than any other, that system having been laid in King William-street, Leadenliall-street, Bishopsgate-street, Aldersgate-strcet, Ludgate-liill, Queen Victoria-street, Northumberland-avenue, Parliament-street, Whitehall, Piccadilly, Knightsbridge, Bond-street, Park-lane, Old Brompton-road, and in other places. Henson’s system had been tried in Leadenhall-street, Fleet-street, the western part of Oxford-street, Brompton-road, Euston-road, and Uxbridge-rood. The asphaltic system had been laid in Fleet-street, the Strand, Oxford-street, High Holborn, Regent-street, and Brompton-road. Lloyd’s “keyed” pavement in Pall Mall had proved a failure, owing to careless work, and to the mode of jointing and blocking. The same pavement in the upper part of Regent-street also showed considerable wear. Carey’s pavement had been laid in Cannon-street for over nine years, but the author did not class it among successful pavements. Tho Ligno-Mineral pavement was laid throughout Coleman-street in June, 1875, but in April, 1882, asphalte was substituted. Messrs. Mowlem and Co.’s pavement had been laid in the City, St. Giles’s, St. Marylebone, St. Pancras, and Kensington. In Princes-street, Cavendish-square, blocks which had been put down in September, 1874, were still in existence. A large area upon tho plain system had been paved by Messrs. Nowell and Robson, in Kensington-road, Fulham-road, Uxbridge-road, and High-street, Notting-hill. In other metropolitan districts besides Chelsea, the vestries had laid a plain system by means of their own staff. The vestry of St. Marylebono paved the eastern portion of Oxford-street in October, 1878. The blocks now averaged 3'30in. deep, but in certain parts the depth was lgin. only. The Paddington Vestry had laid 125,000 square yards in various streets, with satisfactory results. The essentials of good management consisted in the prompt removal of defective blocks, tho constant use of hand-scrapers and brooms in removing horse-droppings and mud, and the judicious application of water and sand. The cost of this service was 4Ad. per square yard per annum, as against lid. per square yard for macadam previous to the substitution of wood. The author considered it undesirable to lay blocks of a greater depth than would provide for a life of seven years, as very few pavements retained a good surface after about six years’ wear. Experience suggested that Sin. blocks were preferable. Taking the life of the blocks in King’s-road at seven years, the first cost, repairs, renewals, and cleansing, spread over twenty years, amounted to Is. 9d. per square yard per annum, and over fifteen years to 2s. lfd. The repairs of Sloane-street and King’s-road, when macadamised, amounted to 2s. lOd. per square yard, excluding first cost, but including lid. for cleansing. In Westminster the annual cost of macadam repairs alone was:—In Parliament-street, 2s. 10d.; in Whitehall, 2s. 10|d.; in Victoria-street, 2s. The annual cost of wood relatively to the traffic-weight per yard width was classified in the following table

System.

Daily traffic weight per yard width of pavement. 400 tons. 500 tons, j 750 tons. 1000 tons. 1250 tons

ON WOOD PAVEMENT IN THE METROPOLIS.

At the last ordinary meeting of the session, on Tuesday, the 27th of May, Sir J. W. Bazalgette, C.B., President, in the chair, the paper read was “ On Wood Pavement in the Metropolis,” by Mr. George H. Stayton, Assoc. M. Inst. C.E.

The author directed attention to the nature and extent of the various wood pavements in the metropolis, and to a comparison of the results obtained. The aggregate length of the streets of London was 19GG miles, of which, excluding 248 miles in course of formation, 1718 miles were tlms maintained by various authorities, namely

Plain yellow deal..    14

Plain pitch pine .. Creosoted yellow

deal ......

Henson’s......

Improved Asphaltic ..    ..

Lloyd’s ......

r. d. i s. d.

1 6i i 1 103

Miles.

673

280

53

18*

798J

The

S. rH

tC pL,

s. d.

b. d.

1 101

1 DJ

I 11

‘.i i

It was strongly urged that local authorities should adop for ascertaining the weight of traffic before laying d< that greater discretion was necessary in accepting tenders for con* struction and maintenance, and that no reasonable expense should be spared in supervision. On the whole, the author submitted that wood pavement was economical and convenient, that, notwithstanding many failures, the modern system had achieved a fair amount of success, and that there was no apparent reason why its use should not be extended.

t measures own wood,

The Institution of Civil Engineers’ Conversazione.—On Thursday, the 29th ult., the President of the Institution of Civil Engineers—Sir Joseph Bazalgette—and Lady Bazalgette received a large company of ladies and gentlemen, about 3000in all, ata conversazione, held at the South Kensington Museum. The visitors, on entering the Museum, passed through the Architectural Court, profusely decorated for the occasion with foliage and flowering plants. Here in the earlier part of the evening the band of the Royal Engineers was stationed. The reception took place in the Second Divisioh of the Architectural Court, and the visitors had thrown open to them the Lord President’s Court, where the mosaic portraits of artists’ and loan collection of works of art and examples of Oriental pottery to great advantage under the electric light (

Court, which was also brilliantly illuminated, and in this the Hungarian band and the band of the Royal Engineers alternately per* formed; the national collection of pictures by British artists, including the galleries containing the Raphael cartoons, the Sheepshanks’ collection, and the Keramic gallery, were also open. In the latter part of tile evening the Hungarian band completed a fine musical programme in the lecture theatre, which was crowded during their performances. The conversazione was a great success, and was generally allowed to be one of the most enjoyable yet held, although that of the President of the Institution is generally looked upon as the chief of its kind.

were seen

the Italian

RAILWAY MATTERS.

FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

NOTES FROM LANCASHIRE.

Relates to improvements in the general arrangement

mSsm

The new line of the Great Eastern Company between Cambridge and Mildenhall is completed as far as Fordham, and will be at once opened for general traffic.

On the New York elevated railroads the number of passengers is now about 90,000,000 per annum, and the average fare paid about 6£ cents, being 5 or 10 cents, according to the hour of the day.

then was

wagons

were arranged in a line they would occupy 862 kilometres, and the amount of money invested by the present proprietors was estimated at about £452,700,000. The entire receipts were set down in round numbers at £46,100,000, and of expenditure at £25,750,000, being a surplus of £20,350,000, which would give about 4^ per cent, interest on the capital invested. The relative security of railway travelling in Germany the following figures :—The deaths are about one in every 5?> millions of travellers; injury to one in every 2.\ millions of travellers.

even

TO V-

~2J

heat developed in destroying its velocity. Were all this heat to go to raise the temperature of the germ, the rise in temperature would

of the meteorite. If to be the mass of the germ,

v³

The Philadelphia International Electrical Exhibition will be opened on Tuesday, the 2nd September; closed on the 11th October, and goods for exhibition will be received from 11th to the 30th August.

The Midland Canal and Railway Rates Association, which is in favour of the Canal Boats Act Amendment Bill promoted by Mr. G. Smith, of Coalville, have asked Sir E. Lechmere, Bart., M.P., to accept the presidency of this Association.

The Stoke-upon-Trent Town Council have refused the application of the tramways company to utilise steam instead of horse-power upon the London-road branch. This step has led the tramways company to discontinue the line consequent upon the heavy gradients. The inhabitants, however, are fully alive to the importance of the tramway lines, and have appointed a deputation to meet the Council and solicit the withdrawal of its objection.

wor-

were un

»v

•■in'

RAILWAY MATTERS.

The wages and salaries of officers and servants of German railways for the last two years reported varied from 20g per cent, of the total expenses on the Halle, Sorau and Guben Railway to 34*3 per cent, on the Palatinate Railway.

Mr. John E. Wootten, general manager of the Philadelphia and Reading Railroad Company, patentee of the "VVootten dirt-burning locomotive, has sold his rights, says the Philadelphia Record, in the patent for a sum estimated between 250,000 dols. and 300,000 dols. 'The purchase was made by an association of railway capitalists, who have formed a company, of which Mr. Joseph Wharton, president of the Wharton Switch Company, is the chairman.

A “ District Railway Guide to the International Health Exhibition ” has been published by Messrs. Alfred Boot and Sons, Old Bailey. It contains a general account of the Exhibition under various heads, a clear coloured map, a map of the District Railway, and information relating to the means of reaching the Exhibition from all parts. The guide is well printed and is cheap ; the only objectionable feature is the distribution of advertisements throughout the matter.

The death is announced of Dr. Henry Bethel Strousberg, whose name was at one time so well known as a railway contractor abroad. He was, however, only a financier. He was born of a Jewish family, commenced life by criticising works of art, then bought and sold them in Germany and England, entrusted by English capitalists to construct a railway in his native East Prussia. On this and other lines which followed he made enormous sums of money, and after buying mines and estates too largely he got into difficulties and gaol and never recovered his position.

People will go a great deal out of their way to travel in the most comfortable carriages, and the Midland Company, acting on this, is expending a good deal on the improvement of the whole of the rolling stock on the suburban branches. One hundred new carriages are building, forty of which are ready, and started running on the 20th inst. The carriages are brilliantly lighted by gas on Pmtsch’s system, and the new carriages may claim to be among the best-lighted now running on any English railway. Reading lamps are thus made unnecessary, and the damage and danger resulting from their use are avoided.

Mr. A. S. Braithwaite, who designed the locomotive engine Novelty, which competed in the historical and famous contest on the Liverpool and. Manchester Railway in 1829, died on the 10th March last, at Gisborne, New Zealand, at the age of eighty-three. The Railway News says:—Mr. Braithwaite settled in New Zealand a good many years ago, and was well known throughout that colony. The engines which took part in the contest were George Stephenson’s Rocket, T. Hackwortli’s Sans Pared, and A. S. Brfiith waite’s Novelty, the Rocket coming off victor. The Novelty was, however, a good engine, and received warm praise.

In a report on a collision which occurred on the 10th April, at the Joint Great Northern and Lancashire and Yorkshire Railway station at Bradford, when the driver failed to stop his engine by means of his vacuum brake, Major Maiindin says: “The collision was due to an act of forgetfulness on the part of a shunter, who omitted, when detaching the engine from the incoming train, to fasten up the vacuum brake pipes on the engine, so that this brake was useless when the driver applied it in order to stop his engine, when bringing it back to be attached to the front of the outgoing train. This collision would probably not have occurred if the driver had looked at the indicator supplied to show whether or not the brake is in working order; but it could not possibly have occurred if the brake had been an automatic one, for in this case the driver would have been unable to start his engine at all unless the brake had been in proper running order.”

The German Government Railway department has published a valuable summary of railway statistics chiefly to March, 1882. It appears that the entire length of railway lines in operation was 58,340 kilometres. The number of railway stations was 5415; of railway officials and labourers, in round numbers, 290,000; of locomotives, 11,000; goods carriages, 226,000; passenger carriages, 20,000. The number of passenger trains run in the year was 223,600,000; whilst 168,000,000 of tons were conveyed by trains of all kinds. The distance traversed by the 11,000 locomotives during the year is estimated at 312 millions of kilometres, or about an average of 28,363 kilometres each. If the carriages and

may be inferred from

The Whitsuntide traffic returns from London by the Great Western Railway show that about 29,500 passengers were booked from the Company’s London stations during Saturday, Sunday, and Monday as compared with 25,000 conveyed last year and 28,500 in 1882. The traffic at the principal country stations was heavier than last Whitsuntide, there being 7000 passengers booked from Birmingham, 6000 from Bristol, over 4000 from Cardiff, about 3500 from Newport, and over 2000 from Plymouth and Bath. The Great Eastern Railway conveyed from London stations on Monday about 115,000 passengers, as compared with 83,000 last year. In 1882 the number was 120,000; that year the Queen went to Epping Forest. Upwards of 34,000 passengers were conveyed to Chingford—Epping Forest—by a special service of trains every ten minutes from Liverpool-street and every thirty minutes from Fenchurch-street. The London, Brighton, and South Coast Railway shows a slight diminution—64 trains and 24,987 passengers. On the corresponding holiday last year there were 26,048 passengers ; in 1882, 24,841. The Crystal Palace bookings in 1883 were 9800 up to 2 p.m., as against 8250 on Monday. On the London, Chatham, and Dover Railway, a reduction in excursion fares to several towns, notably Sheerness and Herne Bay, had the effect of doubling the issue of tickets to those places, and up to 4 p.m. on Monday 15,246 persons had been conveyed to the High Level Crystal Palace Station, irrespective of the country visitors who alight at Penge and there enter the grounds. The South-Eastern Railway shows a gain upon last year of nearly 2000, the figures for the three days of the holidays being 65,401 in 1884, as compared ■with 63,762 in 1883. The London, Tilbury, and Southend Railway, whose terminus is in Fenchurch-street, sent away on Monday 20 trains to Gravesend, Southend, &c., with about 16,000 people. In 1883 the trains numbered 16, and passengers 13,000; in 1882 at the corresponding time there were 17,000 travellers in 23 trains. The London and South-Western Railway ran an excursion to Portsmouth, Southampton, Salisbury, &c., which alone conveyed over 1000 people. The Midland and the Great Northern Railway Whitsuntide traffic has been found to be of a most satisfactory character. The fine weather caused a striking diminution in the attendance at the National Gallery in Trafalgar-square. The Humber of visitors on Monday was 9900. On Easter Monday last it was 18,150. Still more remarkable was the experience at the British Museum in Bloomsbury. Up to 6 p.m. Monday only 8081 persons had visited the collection. Last Easter Monday’s return was thought a small one, but amounted to 8200,

NOTES AND MEMORANDA.

At a recent meeting of the Paris Academy of Sciences, a paper was read by M. Hurion on “ The Variations of the Physical Properties of Bismuth in a Magnetic Field.”

A good cement for putting tickets on ironwork and tin is thus made:—Take rye meal, a little solution of glue and water, and make a paste, but not too thick; mix it with as much Venetian turpentine as necessary. It will stand water.

In a paper recently read before the Society of Arts “OnBicycles and Tricyles,” Mr. C. V. Boys gives the results of some experiments on the crushing resistance of the small hardened steel balls used in the bearings of these machines. A ball OT875in. diameter broke with 2 tons 13 cwt.; one 0⁻25in. diameter broke with 4 tons 9 cwt.; one 0*375 crushed with 8 tons 7 cwt. The wear of a set of twelve of these balls in an Otto machine after 1000 miles running was given as under 21 grains.

In the last paper of the session read by Mr. Stayton, C.E., at the Institution of Civil Engineers, the aggregate length of the streets of London was given as 1966 miles, of which, excluding 248 miles in course of formation, 1718 miles are maintained by various authorities, namely:—Macadam, 573 miles; granite, 280 miles; wood, 53 miles; asphalte, 13^ miles; flints or gravel, 7981 miles. The existing area of wood pavement is 980,533 square yards, and its estimated cost £600,000. Not more than 4*38 per cent, is east of the city or south of the Thames.

The deaths registered in twenty-eight great towns of England and Wales for the week ending May 24th corresponded to an annual rate of 19⁻0 per 1000. The annual death-rate from all causes, which had been equal to 22'0, 20*6, and 19'0 per 1000 in the three preceding weeks, declined to 18'5, and was lower than in any previous week of this year. During the first eight weeks of the current quarter the death-rate averaged 20'6 against 20'4 and 22*0 in the corresponding periods of 1882 and 1883. Small-pox killed seventeen. This is not one-fifth as many as were killed by whooping cough; it is about one-fifth as many as were killed by measles, and less than those killed by diphtheria.

Fob the week ending May 10th, 1884, in twenty-nine cities of the United States, with an aggregate population of 6,918,100, there died 2673 persons, which is equivalent to an annual death-rate of 20T per 1000, a slight decrease over that of the preceding week, when it was 21⁻3. For the North Atlantic cities, the Sanitary Engineer says, the rate was 20T; for the Eastern cities, 20*3; for the Lake cities, 18*3; for the River cities, 17‘0; and in the Southern cities, for the whites, 22'9, and for the coloured, 33*9 per 1000. Of all deaths, 35*5 per cent, were under five years of age, the proportion of this class being highest in the Lake cities—viz., 45*6 per cent. All these rates are somewhat less than for the previous week.

Referking to the very fine platinum wire recently mentioned in this column, some correspondents, Messrs. W. and L. E. Gurley, Troy, N.Y., of the Scientific American, says:—“Dr. Wollaston published in 1813—Philos. Trans.—an account of his making the wire YfrJf^in. diameter. Our Mr. E. W. Arms lias, since the fall of 1876, handled large quantities of it, as shown in hundreds of transits and levels now in use. The size ordinarily used for field transits is platinum wire of 0*003in., covered with silver to 0*lin.; this drawn to 0*003in. will leave the platinum when the silver is dissolved off to be 0*00009. This wire will sustain a weight of four grains, or a ball of wax the size of a pea.”

Dr. Lecher has made the following experiment. A ray of light was divided, as in many experiments on interference, into two parts, which, after passing through two parallel glass troughs, were caused to reunite, giving the usual interference bands. The troughs contained strong solution of nitrate of silver. By means of electrodes of silver an electric current of 6 amperes strength was carried in opposite directions along the trough, so that in one trough the current flowed with the light, and in the other against it. But in no case, Nature says, was any displacement of the fringes observed. Dr. Lecher concludes that the velocity of light is not influenced by a current flowing through the medium.

A Brussels correspondent says that, under the name of “ Chromo-excitateur Industriel,” MM. J. Pressac et Cie., Paris, make a salt which, by simple solution in water and without previous manipulation, produces a liquid capable of generating electricity, being suitable for the production of motive-power, illumination, and all the usual applications of electricity. The salt becomes partially dissolved in 2 parts of water without increase of temperature, and this in a few seconds, so that the liquid obtained may be used at once. The batteries have only a single cell, without porous jar, the zinc and carbon being immersed in the same jar, and the battery emits no smell or fumes while in action.

Although a great improvement was made in the ferro-prussiate process for the reproduction of drawings in giving blue lines on white ground, it was never quite satisfactory. It has now been superseded by a process which, indeed, requires a lithographic press for printing off the copies, but which otherwise is effected hy means of the same apparatus as the “ blue ” copies. This process, which is now adopted by the Belgian department of Ponts et Chaussees, affords black lines in printer’s ink on a white ground. A zinc plate is coated with Jews’ pitch, thinned with organic acids. The tracing is placed over it in a frame with glass above, as in the ferro-prussiate process, and exposed to the sun. The pitch becomes hard except where protected by the black lines of the tracing. The plate is washed, which has the effect of removing the portions still soft that have not been protected by the lines. Acid is then poured over the plate, which bites into the lines, as in ordinary etching, and the plate is polished to give sharpness to the lines. Any number of copies may then be struck off with printers’ ink, as in copper plate printing. The plates may be prepared in the office, and sent to a copper-plate printer for the requisite number of copies to be struck off.

In a letter sent by Mr. J. H. Stewart to Nature, “On the Transmission of Organic Germs through Cosmical Space by Meteoric Stones,” he remarks that in his addendum to his well-known lecture on “The Origin of the Planetary System,” Professor Helmholtz uses the following notable sentence, to which, so far as he is aware, attention has not hitherto been directed:—“But those germs which were collected on the surface when they reached the highest and most attenuated layer of the atmosphere would long before have been blown away by the powerful draught of air, before the stone reached the denser parts of the gaseous mass, where the compression would be sufficient to produce an appreciable heat.” Helmholtz is contending in favour of the possible transmission of germs from one heavenly body to another, and his point here is that the germs, owing to their being small and light, will be more rapidly retarded—blown back—on reaching the first traces of our atmosphere than the stones on which they reside, and will thus escape the great rise in temperature to which the stones are subject in consequence of friction and air compression. Now, when a germ just leaves its meteorite its velocity is equal to that

will be the be t = —j -, s being the thermal capacity of the germ. This shows

that the rise in temperature is independent of the mass of the body brought to comparative rest by the atmosphere. In reality, since the germ experiences a greater retarding acceleration than the stone, its temperature must rise much tnore rapidly, and consequently higher than that of the stone. Further, the terminal velocity of the germ will be less than that of the stone, which will conduce to further raise the temperature of the former. Of course, neither the stone nor the germ will get all the heat generated, but this cannot materially affect the question.

MISCELLANEA.

The injunction recently obtained by the Gas Light and Coke Company against the Vestry of St. Mary Abbott, Kensington, to restrain the vestry from using steam rollers to the injury of the company’s mains, was a test case which may have very important results. It can scarcely be pretended that gas mains in any street shall prohibit the use of steam rollers; but it would appear that whenever a gas company has reason to think the mains will be injured by such rollers, an injunction can be obtained to stop such use.

A Boston dispatch to the Providence Journal states that the recent experiments undertaken at Harvard College to test the value of electrical changes in the atmosphere as indications of coming weather changes have been very promising. Though the observations are not yet full enough to justify decided statements,

“ coming changes in the direction of the wind, rainy weather and coming storms,” it says, “ are foretold by the apparatus. ’ The apparatus employed, which is substantially that devised by Sir William Thomson, with some adjustments, photographs every change in the electricity of the air, and also indicates the degree of change.

According to theLeipzic Chemisch-Technische Central Anzeiger, the question of the relative advantages of vertical and horizontal boilers has recently been a subject of discussion and experiment in German technical circles. It is remarked that in some important manufacturing establishments vertical boilers have of late years been replaced by horizontal ones, although the former description was more in favour ten or twelve years ago. The disadvantages of the vertical system are said to be the injury done to the boiler by the concentration of the fire at one spot and the relatively smaller generation of steam which takes place with so large a proportion of vertical heating surface.

The promoters of the Birmingham Electric Lighting Order, 1883, applied to the Birmingham Town Council on Tuesday for a further extension of the time limited by the order for the appropriation and deposit of capital. It was explained that, owing to the disturbed state of the money market and the failure of several electric lighting schemes, the promoters had been unable to raise the required capital, notwithstanding that they were able to show a certain prospect of success. The Council, on the motion of the mayor, resolved to extend the time until July 1st, 1885, his ship remarking, “ that the Council had no wish to place any obstacle in the way of the electric lighting company.”

The number of lifeboats now under the management of the National Institution is 274, and their services during each month of the past year were as follows :—January, 33 launches, 70 lives and 3 vessels saved; February, 39 launches, 53 lives and 5 vessels ; March, 41 launches, 105 lives and 1 vessel; April, 9 launches, 28 lives and 1 vessel; May, June, and July, 15 launches, 47 lives and 2 vessels; August, 11 launches, and 23 lives; September, 51 launches, 127 lives and 4 vessels ; October, 22 launches, 106 lives and 4 vessels; November, 22 launches, 41 lives and 5 vessels ; December, 40 launches, 125 lives and 5 vessels. Total number of lifeboat launches during the year, 283; lives saved, 725, and vessels saved, 30.

On the 28th ult. Messrs. D. J. Dunlop and Co. launched at Port Glasgow a little steamer—the Centauro—built for local trade on the River 1’late, and specially designed for working in shallow water. She is 180ft. long, 30ft. beam, and lift, depth of hold, with accommodation for twenty first-class passengers and a large number of second-class passengers. The machinery consists of two pairs of compound engines, driving twin screws, and having cylinders 18in. and 35in. by 24in. stroke, with two boilers of extra large size, working at 80 lb. pressure. Both the hull and boilers are of steel, and have been built under the superintendence of the managing owner, Commandante Miguel Scuriano, and Messrs. Flannery and Fawcus, Liverpool.

According to an official report from La Rochelle, excavation of the new Docks at La Pallice will, it is expected, be completed about the end of this year, and the construction of the outer harbour has already made some progress, electric light being used for carrying on the works at night. The sum voted by the Government for the works in 1884 was l,800,000f., and it is anticipated that a grant of l,500,000f. will be included in the next extraordinary Budget for the continuation of the works. It has, however, been intimated to the Chamber of Commerce and Municipality of La Rochelle that further similar supplies must not be counted on for the purpose of finishing the new harbour within the time originally fixed, viz., 1888. But with the object of avoiding delay in the opening of the port, the State proposes to give a guarantee of 4 per cent, on a loan redeemable in fifteen years, the town finding the money to complete the works.

Fancies and fashions for artistic irregularities afford some work for machinists. For making note paper with ragged edges, the Paper World says Messrs. Crane Brothers have a machine, the effect being obtained by tearing the sheets apart. This is to imitate old style paper, the edges of which trimmed. Envelopes are made with flaps having ragged edges, to correspond with the note paper accompanying them. A paper with the water-mark “ Grecian Antique ” is made. It is an imitation of the old hand-made paper, with the impressions of the wires of the coucher upon it. This is a remarkable imitation, and it would hardly be supposed that it could be done so well by machinery. It would be thought that a machine would make the impressions with too much of a uniformity. This, however, is not so, for the impressions of the wires are faint here and more distinct there, so that the similarity to hand-made paper is perfect.

From an official report on public works at Loanda, Portugal, note that there has been much controversy there lately concerning the construction of an aqueduct to convey water from the river Bengo to the capital, which is supplied with drinking water by means of sailing craft plying regularly, and the water brought in casks is deposited in iron tanks or reservoirs, and sold at a price too high to be available by the natives, who are obliged to take their supplies from only two public wells, the water being too brackish even for one’s daily bath. The scarcity of fresh water in Loanda is a serious evil. Some years ago a capitalist of that city, in concert with a British capitalist and railway contractor of Liverpool, made a very favourable offer to the Government of Lisbon, after receiving the approval of the Colonial Government, to construct an aqueduct from the river Bengo and other works of a public nature, with the right of property for twenty years. But, after much loss of time and capital, it was understood that patriotic motives would not permit the contracts to be given, and thus fell through a most favourable offer to supply Loanda with fresh water. At present the sanitary arrangements of the city very defective and primitive. There are no drains or cesspools in consequence of the want of water for flushing them; offal and refuse of all descriptions are thrown on the beach, to be washed I backwards and forwards until swept out to sea.

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accompanying illustration represents a screw forging machine—Fairbairn’s patent—manufactured by Messrs. Kendall and Gent, of Manchester, for rolling screw threads on bolt blanks or other suitable patterns on cylindrical pieces of iron or steel, such as twist drills, spindle ends, &c. The process of rolling threads on bolts is by no means a new one; but the inventor claims to be the first to produce screws by this process without raising the threads beyond the diameter of the iron from which they are made, and also that he is able to give any number of revolutions to the screw under formation while it advances a given distance in a longitudinal direction, which not only gives the screw a finer finish, but also improves the quality of the iron. The machine consists of three revolving steel rollers having threads cut on their edges or peripheries, and these are brought together to press on a rod or bolt. By pressing down the foot lever the bolt blank is drawn inward with its adjustable sliding support. On arriving at any fixed point the holder pushes against a lever which reverses the machine, and the screw is rolled in the opposite direction and delivered finished. All the wheels and shafts are made of steel. By this machine uniformity of pitch and shape of thread is secured with the smoothness of and at the same time greater strength than cut threads. Coupling screws of large diameter have been made for railway carriages on these machines, and have been produced with such accuracy that they have fitted nuts perfectly. To produce right and left-hand threads no alteration in the position of the shafts is required, but merely a change of rollers. In the manufacture of screws with deep threads and wide pitch a considerable saving of time and material is effected by this process, as no scrap is made, as in the ordinary process, and the bolt blanks are consequently made proportionately shorter, the machine adding to the length of the screw what is usually cut away to leave the thread. The machine is also capable of making screws which cannot be cut at one operation, such as French rail screws, which are parallel along the top, but taper at the bottom of the threads. With regard to the question which might naturally be raised in connection with this method of manufacturing screws, as to whether they are not liable to be affected by differences in the temperature of the iron, it is pointed out by the inventor that in all previous attempts to roll screws the bolt had to be run through the rolls several times until brought down to a given size; but in this machine the bolts are finished at one run through the rolls, and every screw is taken direct from the bolt furnace, whilst, in addition, no attempt is made to roll two screws from the same rod at one heat, consequently any difference in temperature is so far eliminated as not to be sensible in the diameter and length of the nuts.

very slight cause of error exists in the action of the rod K, which is + or — according to the oscillation of the frame, but this has little effect.

ELECTRIC LIGHT IN POWDER WORKS.

Some time ago we reported that the use of electric light had now been introduced in gunpowder manufactories, the Gunpowder Mills, near Kendal, having adopted this mode of lighting in their works. We may add that on the Continent, also, and already since the end of last year, the electric light has been

places before the buildings, the latter the various ateliers. The incandescent lamps from Gebr. Siemens and Co., Charlottenburg, are very perfectly made both as regards uniformity of resisting power and good workmanship. These lamps not only last very long, but the different kinds of 8, 16, and 32-candle power all of equal tension, so as to avoid the irrational installation so manifest in the A and B lamps.

The incandescent lamps are mounted in pairs in transportable lanterns fitted with German silver reflectors of double focus. These lanterns have the appearance of locomotive lanterns, and are doubly secured. The socket of the lantern contains three

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The modification of the Prony dynamometer brake, illustrated above, has been made by M. Ch. Bear, of Jemeppe-les-Lidge, Belgium, with a view to the avoidance of the variation in the resistance offered by that brake. The idea involved is to make use of the oscillation of the brake strap and connections to increase or diminish the grip of the brake, so as to produce uniformity. In our illustration A is the brake pulley, B B are side pieces forming a frame, C is the usual flexible metallic band fixed at D to the frame, and having one extremity held by a screw at E. The other extremity is attached to the rod F, which carries at G a crosshead and a pair of rollers, which roll on the excentric path formed of two bars H H fixed fx> the frame B, so that when the longer part of the frame descends the rollers up the path H under the influence of the rod K pivotted at B, and thus increase the grip of the brake strap. When the frame rises the rollers G, rolling on the lower part of the excentric path H, reduce the grip, and the lever at once descends. With a determined weight M, therefore corresponding to the power to be measured, the brake is self-adjusting. A

used with great success by one of the largest gunpowder works in Germany, at Hamm-on-the-Sieg, the branch establishment of the United Rhenish Westphalian Gunpowder Mills, Cologne (Vereinigte Rheinisch Westphiilische Pulverfabriken). electric light current is produced by a dynamo machine (Giilcher system) of 130 amperes and 65 volts. It is well known that this system is distinguished by the low tension or pressure of the electric current, which excludes every danger; by its power of working arc and incandescent lights of any power simultaneously in parallel circuits with one dynamo machine; by the perfect independence of all lamps from each other; by the constant tension of the current with any number of lamps being lighted, and by the proportion between power required and light produced.

In the before-mentioned establishment the dynamo machine is worked by a steam engine of 25-horse power, which is fitted with a very sensitive regulator by Messrs. C. A. Chanieux and Co., Aix la Chapelle. There are two arc lamps and 114 incandescent lamps in use, The former serve to illuminate the open contacts, by means of which the electric current can be cut off or opened both for each single light or for both lamps together simultaneously. Outside the buildings in which the dangerous part of the manufacture is being carried on iron boxes are mounted before the windows, which boxes contain isolated conductor screws, upon which the movable lanterns exactly fit. These conductor screws are fitted with two switches for each lamp, but so arranged that the electric current can only be opened when the lanterns are firmly fixed. The conducting wires consist of trebly-insulated and vulcanised caoutchouc wires carried to the lantern on wooden insulators from diametrically opposed sides, so as to avoid any intentional or unintentional approach of the wires amongst themselves, no matter whether the lanterns are put up or not, and not even then when by mechanical force one of the wires should be broken. The strength of the incandescent lamps at these places equals about 16-18-candle power; whilst in the engine-rooms lamps of 8 and 32-candle power have been employed.

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The blade-tip speed of a 40ft. fan, at 46 revolutions, is 5782ft.; the blade-tip speed of the 3ft. centrifugal ventilator, at 580 revolutions, is 5452.    G. M. CAPKLL.

May 29th.

Sir,—Noticing in The Engineer of the 23rd inst., in the article on the Highgate Hill cable tramways, that the reason for the preference given the Babcock and Wilcox boilers was not easily gathered, their setting being costly compared with locomotives and    RAILWAY SIGNALLING.

Lancashires, &c.—as the manufacturers of these boilers, kindly    Sir,—I can find nothing in my former letters to justify the

allow us space in your valuable paper to correct and ventilate a opinion expressed in Mr. Marriott’s letter that I do not seem to statement that is calculated, by reason of its partial inaccuracy, to consider engine-drivers an intelligent set of men. On the con-be of detriment to us.    trary, I have always found railway servants very intelligent, and

In the first place, as to the setting of our boilers: this is not so the discussions which have followed the reading of my papers have expensive as that of boilers of the ordinary type, excepting locomo- proved that they clearly understand the subject in question. It is tives; but were it even more so, the ready access it affords to perfectly true that the Board of Trade inspectors will have a new every part, under all circumstanoes, would more than compensate line properly signalled before it is allowed to be opened; but they for it. Again, irrespective of this, Avhy should it be surprising have no power to order defective signals on old lines to be im-that our boilers received the preference over Lancashires or loco- proved. I know of many instances in which the inspectors have motives any more than when any one boiler of the various ordinary reported after an accident that the signals require improvement; forms is preferred over all others? If reasons existed for this, yet no notice has been taken of the recommendation, and the there would be at the present day manufacturers of but such signals are to-day as they were. Your readers have doubtless not forms of boilers; Apropos of which, allow us to point to the general forgotten that in the recent Lockerbie accident it was found that a acceptation our system has in the LTnited States, and, in conse- misleading signal had been put up after the Board of Trade in-quence, the extensive trade we control, after an experience of spection. I know of many cases in which the traffic is not Avorked fifteen years.    by the rules, and in the manner passed by the Board of Trade

The boiler of the water-tube system is not only as much a inspector, and many signals have since been erected. HoAvever “ boiler ” as any others of ordinary form, but it is a, steam generator “ intelligent ” a driver may be, it appears to me that railway signals of tiie first grade, combining, if properly constructed, advantages should be placed as clearly as possible, for even the most careful that cannot by any means be secured in the ordinary or fire-tube man may make a mistake. The system of signals at present in use boilers. In its principle one point alone Avould be sufficient for its is a Avonderful improvement upon that of a few years ago, and on raison d'etre; that is the rapid circulation of the Avater in a con- some lines there is little to alter, but the complaints which are slant direction, forming, as it does literally, a steam and water heard from all parts of the country prove that there are very many I belt, which insures advantages that every engineer must admit— instances of defective signalling. In conclusion, I may mention

The Babcock and Wilcox Company, 107, Hope-street, Glasgow, Charles A. Knight, Manager. May 29th.    -

Robt. von Glehn and Sons. 7, Idol-lane, Great Tower-street, London, E.C., May 30th.

tube bowsprit, <&c. Genoa, May 31st.

light is required, and particularly in those ateliers where the the well-known brown prismatic powder—a speciality of the above-mentioned gunpowder works—is being manufactured, the advantage of electric light manifests itself clearly, and the workmen are well satisfied with this improvement. As appears from the foregoing, it seems as regards safety the arrangements at the works at Hamm-on-the-Sieg touch on perfection, inasmuch as the formation of sparks is absolutely excluded as well during the ordinary working as from any elementary influences which can possibly occur at gunpowder works.

It may still be mentioned that the two arc lamps at Hamm are placed at such a long distance from the dangerous buildings that any influence on the latter must appear impossible. The whole installation has been carried out by the Gesellschaft fiir Electrisches Licht and Telegraphenbau B. Berghausen and Co., Ehrenfeld-Cologne, which, company has thereby proved its efficiency much to its advantage. This company has lately bought the Gulcher patents for the whole of Germany.

THE CORINTH CANAL.

The Wochenblatt fur Architekten und Ingeniewrc gives some facts relating to this project, which a Parisian company has undertaken to carry out according to the designs and under the personal direction of Herr Gerster; the scheme having been drawn up by him some time ago for General Tiirr, the owner of the concession. The .saving in distance which the canal will effect for vessels trading with the Levant is about 205 miles from Trieste and 105 miles from Genoa and Marseilles.

The idea of cutting through this narrow strip of land can be traced back to the year 625 B.c. The political relations of the Grecian States precluded the scheme being carried into effect, and when it again became a subject of discussion, it was abandoned on account of the prevailing opinion that the Bea on the western coast was at a higher level than at the eastern side of the isthmus; it being feared that the execution of the work would cause the eastern portions of the district to be inundated. Both Julius Crosar and Caligula gave attention to the subject, but it was reserved for Nero to make a definite commencement of operations. Excavations were commenced at both sides in the year 67, and although some progress was made, operations were stopped on account of a revolution in Gaul, and the death of Nero, which took place shortly after, caused the work to bo finally abandoned. Herr Gerster’s design corresponds to a great extent with that projected by Nero, traces of which are in existence at both terminal points and at thirty-five places on the line of the canal, where shafts are still visible.

The total length is 3 miles 1650 yards, and deep water is reached within 200 or 300 yards of the coast line at each end. The canal takes a north-easterly direction, commencing at the Gulf of Algina and ending at Acrocorinth. About two-thirds of the line of the canal has to be pierced through hard reck. The section corresponds with that of the Suez Canal, 72T8ft. in width and 26'24ft. depth of water. In the portion cut through soft ground there will be sloping sides, which will reach to a height of 6£ft. above the water, the banks being 6£ft. in width. Passing stations have not been arranged for, as the time occupied in going through the canal will not exceed an hour.

It had at first been intended to carry out the necessary blasting operations upon a principle combining mines bored vertically and horizontally, both being fired simultaneously by electricity. It was, however, soon discovered that the operations of boring, blasting, and conveying materials, &o., would necessarily interfere with each other, and thus cause loss of time. It was therefore decided to effect the blasting by means of deep vertical mines, provided the boring could be carried out, as in that case it could proceed independently of the other portions of the work; the depth to be bored being about 200ft. Two boring machines were therefore ordered, one a drill-borer patent system, and the other a vertical drill borer. The former was provided with two driving cylinders of 2 jin. diameter and 3^in. stroks. There was .also an oscillating cylinder of 2§in. diameter and 2jin. stroke, for allowing the borer to work rapidly. The rod was 2gin. in diameter, and the cross-mouthed borer 2 jin. The machine is designed for making horizontal, or nearly horizontal, bores of about 10ft. in depth. It requires steam of the pressure of three atmospheres, and including the change of bores, it can bore about 10ft. per hour in solid chalk, requiring the application of about 30 gallons of water per hour. The vertical drill borer had two driving cylinders of 4jin. diameter and 5jin. stroke. It was fixed on a boring wagon, and had a rod of S^in. diameter, the mouthed borer having 3 Jin. The work done, including the change of rods, &c., amounted to 64ft. in five hours, the removal of the rod during one and a-half hours having been necessitated by the hardness of layers of the stone. This machine requi about 57 gallons of water per hour. A portable boiler used, with a heating surface of 210 square feet, the pressure during the boring being three to four atmospheres.

The consumption of dynamite during the entire work is cal-lated at about 1100 tons, and the entire cost of the work is estimated at about one million sterling, four years being the time expected to be occupied in the work.

A Fishing Fleet.—A feAv days ago a successful trial trip was made of two steamers, named the Perseverance and Endeavour, the last of four which Messrs. Raylton Dixon and Co. have just completed for the Great Yarmouth Steam Carrying Company, and Avhich will be employed in the fish trade as carriers betAveen the trawling fleet in the North Sea and the London Billingsgate Fish Market. The vessels are 128ft. length over all, 21ft. beam, lift. 7in. depth of hold, and have engines 50-horse power, by Messrs. Blair and Co., Stockton, and maintain at sea an average speed of eleven knots per hour. The engines are placed in the afterpart of the vessels, and the fore hold is divided into two compartments, the smaller being for the stowage of broken ice, Avhich they carry out to the fishing fleet, where this is delivered to the trawlers, and in return they receive from them the packed boxes, which are stowed in the main hold of the steamer. The main hold is protected from the effects of external heat by being lined throughout with timber and caulked, the space between the lining of shell packed with non-conducting material, the same being the case under the deck. The bottom of the hold is filled up to some depth above the floors with concrete made Avith iron dross. A trough along the middle drains the water to the well, from which it may be pumped. The first two vessels of this fleet, named Energy and Industry, which left Middlesbrough a little more than a fortnight ago, have been delivering two cargoes per week at Billingsgate, and easily maintain their eleven knots’ speed. On leaving on the 30th ult., these vessels took in tow five ' trawlers,^ which have been built to the order of the same owners, and are 72ft. length over all, breadth 19ft., depth of hold 10ft! These also have steam engines and capstans on board for Avorking the fowling ropes, and Avill be fitted with their masts and sails on their arrival at Great Yarmouth. This may be noted as somewhat of a new departure in the fishing trade, viz., the employment of iron vessels as trawlers, but ono which is likely, we believe, in the future to be adopted to a large extent. The whole fleet has been built in the space of four months.

LETTERS TO THE EDITOR.

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

MR. CHAMBERLAIN AND THE SHIPOWNERS.

Sir,—The President of the Board of Trade, in his speech in the House of Commons on the 19th ult., said:—“ The Said was missing in 1883, and eighteen hands were believed to have gone to the bottom. She .was insured for £16,000, and she was valued by a firm of valuers in the City at £11,000.” From this statement it seems that he intended to convey to the House that the owners had insured her for £16,000, they well knowing that she had been valued by experts at £11,000. The Secretary of the Board of Trade informs me that those valuers were Messrs. Bailey and Ridley, 16, London-street, London, and that the valuation was made at the request of the Board of Trade. It was a piece of impertinence to order the valuation of other people’s property without their consent. On the 31st March last a formal investigation was held in this town by Mr. H. C. Rothery, Wreck Commissioner, assisted by Captain Knox, R.N., and Captain Patterson as assessors. After finding that this steamer was without doubt in good seaworthy condition, not overladen, and of sufficient stability, the question of insurance was very prominently brought forward. Though I might have declined to give any information on this question, I gave the fullest I could. The value arrived at by the Court was £15,800—as a matter of fact, her cost to the owners was, first and last, nearly £21,000—and their report is as follows whole, we think that, as regards both ship and freight, the owners are very fully insured, and that they will not be losers by the event.” And yet, with this report before him, Mr. Chamberlain gets an off-hand valuation of £11,000 made by a firm who never saw the Said, and probably never heard of her till she was lost. The Said was lost in the terrible gale of 11th and 12th December, 1883. Taking into consideration the loss of her services, premium of insurance—paid and payable since she was lost—and contributions for the support of widows and orphans of the crew, the owners lose nearly £3000.

In April, 1883, the s.s. Carbon, belonging to Messrs. William and George Hedley, coalowners of this town—who were the principal owners of the Said—was arrested by the Board of Trade for alleged overloading. Mr. George Hedley, the managing owner, feeling sure from long experience tiiat she was not overladen, declined to lighten her, and she lay in the Tyne, with the ci’ew on board, for some seventeen days. Notice of legal proceedings given by the owners for detention, and then the Chief Surveyc the Board of Trade, Sir Digby Murray, was sent to the Tyn inquire into the matter. After inspecting the steamer, he immediately and unconditionally released her, fully apologising for the seizure and consequent inconvenience and annoyance to the owners. Eventually, after taking into consideration the ample apology made by Sir Digby Murray, the owners voluntarily withdrew from their legal proceedings, relinquishing their claim to £20 per day for detention, upon payment by the Board of Trade for the monies actually disbursed for crew’s wages, &c. character Mr. Chamberlain has attempted to traduce by unworthy

A. P. Harrison, Managing Owner of Said.

THE EFFICIENCY OF FANS.

Sir,—I have been too occupied to notice the letter signed by Mr. Aland, in The Engineer of May 14th, in reference to water-gauges. I can now call attention to the fact that tests Nos. 8 and 9 of the 30in. blast fan are perfectly harmonious in water-gauge as closed tests; but in Test 8 a quantity test was taken, with the fan running at the same speed. This is proved by Test 10, which is simply a quantity test. Your readers may rest assured that the water-gauges in all cases have been given as taken and observed at the moment. The water-gauge of 3Jin. was taken by the members of the South Staffordshire Institute, and recorded by them. The discrepancy to which Mr. Aland alludes is very simply explained.

The anemometer readings were averaged by passing the instrument slowly across the exhaust tube through the centre, and from to]) to bottom. Thus the slow speeds of the air current reduced by skin friction on the tube are recorded, and also the higher speeds of the central portion of the air current; thus if the instrument is not passed at equal speed over the various portions of the air current, a result below the average speed will be recorded. The water-gauge being placed at a spot near the centre of the exhaust tube records the air speed at that spot, and experiments have proved that in open fans of the new type the water-gauge taken near the centre of the full open exhaust tube agrees closely with the water-gauge taken with the same tube closed up and senled to exclude all air.

There is an intermediate water-gauge higher than either the full-open or closed water-gauge, where air is admitted to the fan through an aperture too small to fill the fan. This I could demonstrate from the action of large Guibal fans and Waddle fans at work on the mine, and with the mine top thrown open; but I am unable to find time just now.

Mr. Aland’s remark about the fans on cupolas is merely a statement. If his fan-outlet was llin. diameter, and there were two 7in. tuyeres on the cupola, perhaps he would not be surprised that the Avater-gauge was reduced to what I stated. I do not wish to enter into the merits of Mr. Aland’s ventilator, but must remark that, in a machine where every portion of vacuum space is filled with air, and which, consequently, must depend solely on centrifugal action for water-gauge, I do not see how, at 5S0 revolutions, it is possible to get 3Ain. Avater-gauge. I quote from a Avell-known paper: “The theoretical water-gauge due to 46 revolutions of a 40ft. fan is 2T73in. This is acknowledged by the School of Mines in Belgium. All guarantees of duty of various Guibals, given by M. Guibal, Avere worked out from this formula.”

WATER-TUBE BOILER.

namely, a nearly equal temperature of the boiler throughout, and the thorough disengaging of the steam from the water as it enters the steam reservoir, as against the inert condition of the water in ordinary boilers, subject to the effects produced by the steam rising through it. Nor can the locomotive, or fire-tube boiler, compare in respect to accessibility to the surface of the tubes that is surrounded by water—a fact that is prominently brought out where the feed-water happens to be bad.

In conclusion, the experience of the various American cable tramway plants—whose success is well known—with our boilers, of which they have several thousand horse-power, being in support of the merits of the water-tube boilers, as we construct them— safety, economy, and durability—may be well taken as a reason for the preference that has been given them by the Highgate-hill Patent Cable Tramway Corporation.

ENGLAND AND THE SOUDAN.

Sir,—So much attention has during the past few days been directed to the question of the difficulties that present themselves in the carriage of boats round the cataracts of the Nile, that we have been expecting to have seen in your columns an account by some old traveller of the method of passing cataracts in Africa, where the operation is now of common occurrence. Failing this, we trust you will find the following facts of interest.

In 1880 the African explorers de Brazza Ballay and Mizon having been entirely stopped in their survey of the Ogoone by the difficulty of passing cataracts, sought the assistance of M. Decauville, and under his advice the experiment was tried in France of laying down a short line of portable railway of 20in. gauge 91b. steel rails, and manoeuvring upon it the hull of a yacht 46ft. long, weighing four tons, the hull being carried on two swivelling trollies or bogies, such as are employed for the transport of long and heavy sticks of timber. The yacht was taken to and from the Seine and conveyed over a rough ploughed field, a speed being obtained of 1200 yards an hour, though but 54 yards of railway were employed. The results were so satisfactory that the explorers equipped themselves with railway and trollies for their expedition of 1880. Since then the following expeditions have had their fiotillas furnished with similar appliancesThe International African Association of 1881; 1882, H. Sarey, for the colonisation of the Sahara; 1883, of the Upper Congo by M. Savorguare de Brazza. So that cataracts no longer present any obstacle to the advance of small steamers.

A practical illustration of the method was afforded at the Crystal Palace on Wednesday last, when the Delta, a steam launch, fitted with engines and boiler complete, weighing 3 tons 13 cwt. and 35ft. in length, was conveyed from the receiving yard to her stand in the main building, a distance of several hundred yards, the only appliances used being fifteen yards of Decauville’s portable railway and two trollies taken on the spur of the moment from the specimens we are now exhibiting there. To any one who knows the present crowded state of the Crystal Palace floor, encumbered with exhibits and with irregular gangways, many under 5ft. in width, the operation was significantly practical.

If the Government are in earnest we should bo very willing to give them every facility for making a trial of a plan which in other hands at all events is an accomplished fact.

IMPERIAL DEFENCES.

Sir,—Thanking you for the numerous interesting articles so freely and clearly discussed during the last feAv months, allow me to reply to your practical query how the double turret vessels are to be dealt with in order to sink or silence their enormous and unwieldy great guns, that up to the present time are Avorked with hydraulic machinery.

It is well known that their Aveak point is between the two turrets, where the longitudinal strength is wounded like a postage-stamp with the two perforations for the turrets on each side of the central line of the upper deck. This weak point is exposed both to the “end on” and to the “ broadside ” attack, and evidently, therefore, the attack will be best carried out by a concentrated cross fire from every available point of attack, in order to indent the turrets and prevent their revolving—as on board the Huascar —penetrate the deck and cut in two the longitudinal strength, injure the machinery, and disable it by shells, splinters, or a shower of rivet heads among the moving machinery in action. If these great guns of 35ft. long can bo worked Avith all the great weight of two revolving guns, and all the Aveight of the turret, it must be easier to Avork single guns without the Aveight of the turret. Or it must be easier to Avork lighter guns of the same length, with smaller bore and longer projectiles, and more efficient charges, greater carrying poAver, and longer range, or even, say, longer and lighter guns for longer range, Avith rocket-like projectiles. There is uoav no practical difficulty to overcome to make guns of even 40ft. length to serve as central guns for an allround over all “ barbette fire,” to be A\rorked from the underside of the platform or deck of any battery, by means of hollow tube mooring posts, to serve as points of retention—as pivots in front or rear—and for fixing pennants and gun tackles of strong flexible steel Avire rope to, and leading the hauling part down below to any steam or other motive machinery, or men under cover below the platform or deck, and thus dispensing with all the weight, expense, and complications of revolving turrets.

The sinking of the s.s. State of Florida clearly demonstrates Iioav unnecessary are the expensive, heavy, and dangerous rams on the stems of ironclads, for Avhenever the ram of the war ship is broken, the war ship herself will sink after it too. In bad weather and dangerous cross seas the ram acts as a front rudder to lay the clumsy ironclad helplessly * ‘ broadside on ” to the trough of the sea, or in ’scending or scudding, to run her bows under water ; or Avhen ramming, to run underneath her opponent, instead of “up, on, and over,” and even sinking with her, instead of running over her and making assurance doubly sure.

The whole question of torpedo warfare with torpedo launches can be superseded by sAvifter vessels of greater power carrying also torpedoes of a new style of rocket torpedo, to be fired from a

George Fawcus.

that this correspondence has done at least some practical good, as orders have been given to alter some of the defective signals to which reference has been made.

London, N.W., June 2nd.

Clement E. Stretton.

DEFECTIVE CASTINGS.

Sir,—It is stated in the daily papers that an examination of the broken girders of the fallen railway bridge at Denmark-hill showed that one of them was honeycombed with “ air bubbles;” and it is assumed that as this girder gave way, the extra weight thus thrown upon the others caused the accident.

It is almost unnecessary to repeat in your columns that the so-called “ air bubbles ” are really hydrogen cells, and that the only explanation that has been—and probably ever will be—afforded of the source of this hydrogen, is that, if not exclusively, it is mainly derived from the moisture of the atmospheric blast, which becomes decomposed on coming in contact with molten iron or steel; its • hydrogen being thereupon absorbed by the metal. This occurs not only in the steel converter, but also in the blast furnace and in the cupola. As a consequence both steel and iron castings are unreliable, and a constant source of danger whenever their soundness is essential to safety; and they are consequently unfitted for a number of important purposes for which forged metal, at a far greater cost, is considered necessary.

It seems remarkable that no attempt has yet been made to get rid of the defect itself by eliminating the moisture from the blast, and thus removing the cause. One practical trial in this direction would go further to solve the question than all the theories that have been advanced, and all the laboratory experiments that have been tried since Dr. Muller first discovered the real nature of the so-called “air bubbles,” or “blow holes.” It is true the process of drying the blast for such is protected by patent; and it may, of course, be possible that this may stand somewhat in the way of experiment on a sufficiently large scale. This, however, need not be a difficulty. A free license in perpetuity will be readily given by arrangement, if it will enable the question to be thus solved; and I shall have much pleasure in responding to any inquiries with this object.

Coleford, June 3rd.

purposes

W. H. Fryer.

when the solution is evaporated on the surface of paper, calico, &c., just dipped in the solution, black oxide of copper is often not formed at all; but a green varnish-like mass of cellulose conjoined with copper oxide, or of the copper salt of some feeble acid derived from and closely akin to cellulose, coats the surface of each filament of the fabric used, welding and cementing them together. This cement-like cupro-cellulose, as it may be termed, being insoluble in water, communicates water-resisting properties to the material so treated; moreover, the presence of copper renders the dipped and dried substance less prone than before to the attacks of insects and mould, so that animal and vegetable life of a parasitic nature and fungoid growths are rarely, if ever, to be observed in the substances, even when kept under conditions where boring worms, ants, rot, and mould, would be

HYDRAULIC LIFTS.

Sir,—A claim for comparative economy, when dignified by publication in your journal, if challenged, should, I submit, be either substantiated or withdrawn through the same medium. I therefore regret that I cannot accede to Messrs. Waygood and Co.’s suggestion to sink the question in the oblivion of a private correspondence, though I have to thank them for their offer.

Returning to the central question, it now seems to be conceded by Messrs. Waygood and Co. that the strong point of their “Economiser” is not economy, but rather safety and efficiency. This is something gained, but the statement opens up another question. The safety of the lift to which the “ Economiser ” is attached arises from the principle of hydraulic balance. In the use of this principle Messrs. Waygood and Co. had at least seven predecessors, the first of whom was, I believe, Mr. B. Walker, of Leeds; and if any one has a right to claim the principle, it is that gentleman. The only new feature imported by Messrs. Waygood and Co. into this type of machine appears to be the “Economiser,” and this is merely a new appliance for giving effect to a well-kn principle, embodying considerable safety.

As to the claim for efficiency, it is difficult to see how that quality is obtained when economy is missed. But it would appear that under certain conditions economy is obtained, correspondents name the conditions?

The figures asked for in my first letter would throw much light on the subject, and if Messrs. Waygood and Co.’s claims are well founded, no one would gain so much as themselves by the publication of results. If they still decline to give the information asked for, I will, with your permission, state my grounds for the opinion

Economiser.

own

Will your

expressed above. London, June 3rd.

WATERPROOF PAPER.

Many of the buildings of the Health Exhibition are roofed with Willesden waterproof paper. The following account of the curious process by which this paper is made will, no doubt, interest many of our readers. We condense itfrom a paper by Mr. C. R. Alder Wright, D.Sc., F.R.S., “On Cupro-ammonium Solutions and their use in Waterproofing Paper and Vegetable Tissues,” read before the Society of Arts on the 8th ult.

The term “cupro-ammonium compound” is usually understood by chemists as indicating a member of the class of substances obtainable by the combination of ammonia with certain copper compounds, so as to give rise to a “metallo-ammonium” derivative containing copper. Salts of copper, c.g., copper sulphate, usually combine with four proportions of ammonia; thus the cupro-tetrammonium sulphate (Cu. 4 obtainable in crystals, by simply pouring a concentrated solution of copper sulphate into a solution of ammonia, in such proportions as to obtain a clear deep blue liquid,

NHS) S0₄, H..O, is

and then precipitating the crystallised salt by adding a considerable quantity of highly concentrated ammonia solution, or by shaking with alcohol; in a similar fashion numerous other cupro-tetrammonium salts can be obtained. A closely-related compound, but possessing somewhat different properties, is cupro-ammonium hydroxide, prepared by dissolving cupric hydrate in ammonia solution, or by agitating together metallic copper and ammonia solution in presence of air, when the copper oxidises and dissolves in the ammoniacal liquor, forming a deep blue liquid, sometimes termed “ copperised ammonia;” probably the cupro-ammonium compound present is (Cu. 4 NH₃) (OH)₂, related to the hydrated copper oxide formed as cupro-tetrammonium sulphate is to copper sulphate. Most of these compounds are very unstable, breaking up under the influence of heat and water alone, or conjointly; thus cupro-tetrammonium sulphate treated with a large bulk of cold water is partly decomposed, forming a basic insoluble copper sulphate, together with free ammonia and ammonium sulphate; cupro-ammonium hydi oxide solution is decomposed by simple addition of alcohol to its ammoniacal solution, a blue substance essentially consisting of hydrated copper oxide being precipitated; the same result ensues on boiling, save that anhydrous black copper oxide is then formed, ammonia being driven off. In presence of a large excess of ammonia, the instability is less marked in all cases; the strongly nmmoniacal fluids formed by dissolving copper salts or copper hydroxide in a considerable excess of ammonia water are the “cupro-ammonium solutions” referred to in the present paper. It has long been known that these solutions possess the power of apparently dissolving cellulose and various allied substances; thus paper, cotton wool, and similar materials, when digested with these fluids, disappear, and are apparently truly dissolved. It is held, however, by some chemists—e.g., Jour. Prakt Chcm., lxxvi., 385—that these are not cases of true solution, but that the substances are simply gelatinised and disseminated through the fluid in a transparent form, as starch is in water. On the other hand, on neutralising the fluid by an acid, or better still, on adding potassium cyanide solution until the blue tint is discharged, the cellulose reappears as a gelatinous precipitate; this result would suggest that the reappearance of the cellulose is brought about by the destruction of the solvent in which it was truly dissolved, viz., the cupro-ammonium compound, by conversion into ammonia and cupro-cyanide—or into ammonic and cupric salts, if an acid be used. On evaporation to dryness of a cupro-ammonium solution in which cellulose has been dissolved, a more or less gummy mass is formed, containing the cellulose intermixed with copper oxide, and with ammonia and copper salts if a cupro-ammonium salt were used, but containing copper oxide and a green copper derivative or compound of cellulose if cupro-ammonium hydroxide were employed. When the cellulose is in excess, e.g.,

“ Willesden ” will not readily feed the flames, the copperising and compacting process by which it is made rendering it far less inflammable than such substances as painted or tarred felt, or wooden shingling; its lightness, moreover, renders much less massive timbering requisite for the support of roofs, thus again diminishing the risk of damage by conflagration, there being actually less combustible matter about a building erected with this material than is necessary when the weight of a slated or tiled roof has to be supported. It is to be noticed that a special method of fixing walls and roofs of Willesden paper is recommended, illustrations of which are exhibited. Many such roofs are now standing in perfectly good condition, after upwards of eight years’ exposure to weather of all sorts ; similarly, pipes conveying both water and steam, such as those exhibited, have been in use upwards of three years below ground at the Willesden Works, without any visible To produce the best results in this direction, solution of cupro- deterioration, ammonium hydroxide is, for many reasons, preferable to solutions containing cupro-ammonium salts; not. only is the action on cellulose more energetic for a given amount of copper and ammonia in solution, but various other advantages are gained.

For example, if ammoniacal solution of cupro-ammonium sulphate be used, the dried treated fabrics will contain ammonium sulphate, and sometimes copper sulphate, soluble in water, rendering the material porous if exposed to the action of water in sufficient quantity to dissolve out the soluble matters, and causing more or less tendency to unsightly efflorescence under other conditions.

Further, during the drying of materials treated with cupro-ammonium hydroxide solution, all the ammonia present is volatilised, and may be recovered by appropriate means ; whereas, with cupro-ammonium sulphate solution, a considerable fraction of the ammonia is fixed in the fabric as sulphate, and so lost.

A peculiar property of cupro-ammonium solutions, and one most important from the manufacturing point of view, is that whereas iron is, as is well known, attacked and dissolved by solutions of ordinary copper salts—e.g., the sulphate, “ blue vitriol”—an equivalent quantity of copper being precipitated during the operation, no such action is observable with cupro-ammonium hydrate solutions; so that cast and wrought iron tanks and baths for the reception of the liquor may be used with impunity, as may steel rollers and machinery of all kinds when employed in contact with the liquor, or with fabrics moistened therewith. On the other hand, copper and brass must be studiously avoided in the construction of such appliances, otherwise corrosion and injury is speedily brought about. This peculiarity, as regards the non-action of iron and steel, is the more remarkable in that it is not observed with zinc; this latter metal precipitating copper—and being itself dissolved—with about equal facility, whether the copper be in the form of an ordinary copper salt, or in that of a cupro-ammonium solution.

For certain purposes, a bath containing a mixture of cupro-ammonium and the analogous zinc ammonium hydroxide solutions may be used with advantage; the zinc compound does not of isself sufficiently pectise cellulose to give good results, but when used in conjunction with cupro-ammonium hydroxide, pectising is brought about by the copper solution, whilst certain advantages are gained by the simultaneous presence of zinco-cellulose and cupro-cellulose in the finished goods. The subject of the manufacture of both cupro-ammonium and zinc-ammonium solutions having been already dealt with in a paper read before the Society of Chemical Industry—published in a recent number of the journal of that society—it will suffice, on the present occasion, to state that the fluids are obtained by the simultaneous action of air and ammonia water on metallic copper—or brass, if a mixture of cupro and zinco-ammonium hydroxides is required—due attention being paid to the recovery of the large amount of ammonia necessarily carried away by the “ spent ” air during the operation.

The manufacture of fabrics, notably paper and canvas, treated with cupro-ammonium solutions so as to waterproof them and render them rot-proof,and practically free from the attacks of insects and mould, has been recently commenced on the large scale, at Willesden, by the Patent Waterproof Paper and Canvas Company. The earliest patent relating to the production of these substances was taken out as far back as 18(>8, by the late Dr.

John Scoffern, whilst laboratory-made specimens, and models, &c., were exhibited in the Exhibition at South Kensington, in 1872.

The goods manufactured at Willesden are divisible into two classes, viz., (a) the round or made-up goods, such as Willesden rope and cordage, Willesden netting, &c.; and (b) the rolled or flat goods turned out in roll at the Willesden mills.

Goods of the first class (a) are prepared by simply dipping the made-up materials to be treated into a bath of cupro-ammonium solution, using certain precautions as to the mode of immersion and its duration, and the strength of the solution. On subsequently drying the dipped fabrics, they are obtained coated and impregnated with cupro-cellulose, which thus not merely forms a kind of varnish-like surface dressing, but further adds strength to the fibre by more or less intimately cementing them together. The-freedom from liability to mildew and rot of these products is remarkable, whilst they possess many advantages as compared with similar goods protected by tarring, or dipping in the bark vat, or treatment with other preservative compositions.

Goods of the second class (b) constitute a much more important group, to which at present the Willesden Company more especially devotes its attention. These fabrics are essentially of three kinds, viz., Willesden canvas, Willesden scrim, and Willesden The former two of these classes possess many features in common with the round or made-up goods just described, being prepared in much the same way, saving that the fabric to be treated is usually unwound from one roller and re-wound upon another, after passing successively through the bath and a succession of drying rolls somewhat analogous to those of a paper mill.

The manufacture of Willesden paper may be subdivided into two

departments, viz., (1) Willesden unwelded ; (2) Willesden welded, Tig iron .. ..

According to the nature and thickness of the finished material, Unfortunately, a change of Ministry has taken place in Spain various sub-divisions of this class may be tabulated, e.g.:— since the Convention was concluded, and the ratification is doubt-W.P.G. 8. Willesden 8-ply, panel board; W.P.G. 4. Willesden ful. It is, however, to be hoped that negotiations for the ratifica-4-ply, for roofing, building, panelling, decorating, &c.; W.P.G. 2. tion of the Convention, and for a definite Treaty of Commerce Willesden 2-ply, for underlining, interior decoration, floors, damp between the two countries, will be continued and brought to a walls, packing, leaky roofs, &c.; W.P.G. 1. Willesden 1-ply, satisfactory conclusion.

described above as unwelded Willesden goods.    The Government has appointed a Select Committee of the House

The following statement shows the relative weights and cover- of Commons, with a view to considering the question of what ing powers of W.P.G. 4, and good galvanised iron:—    steps, if any, should be taken to promote the more rapid develop-

Weight of One Square (100 square feet) in Pounds.    ment of Indian railways—a subject of great importance to the

HIHt Galvanised Iron.    iron and steel industries. Your Board have issued to the members

of the Association a memorandum embodying some of the chief points involved in the consideration of this question. Arrangements have been made for the President of this Association, Mr. I. Lowtliian Bell, to give evidence before the Select Committee on your behalf.

Your Board continues to receive, and to give their best attention to, communications courteously forwarded from the Foreign-office with reference to tariff negotiations and other matters affecting, or likely to affect, the foreign relations of our trade.

Your Board have to announce with much regret the decease of Sir William Siemens, F.B.S., &c., and Mr. John Lancaster, both of whom had been members of the Board since the establishment of the Association.

Your Board have to announce, in conclusion, that the statistical report of the secretary for 1883 has been issued to the members, as usual.

The financial statement, presented by Mr. D. Dale, hon. treasurer, was of a satisfactory character. Mr. I. Lowthian Bell was re-elected President of the Association for another year. Several matters of interest to the trade were discussed, after which, and the usual votes of thanks, the proceedings terminated.

THE BRITISH IRON TRADE ASSOCIATION.

paper.

W.P.G. 4.

15 to 18.

103 to 280.

The annual meeting of this Association was held at the offices, Victoria-mansions, Westminster, on Thursday last, Mr. I. L. Bell, President, in the chair. The following report of the Board of Management for 1883 was read and adopted In presenting to the members of the British Iron Trade Association their seventh annual report, the Board of Management have pleasure in being able to state that the number of members has been slightly increased during the past year, and that the finances of the Association are in a healthy condition.

The year 1883 was exceptionally uneventful in reference to home legislation affecting industrial interests, and your Board were not, therefore, called upon to interpose in that regard.

In their last annual report your Board announced that they were engaged in collecting data, which they hoped would be of service in enabling them to form a judgment upon the measure of liability entailed upon owners of iron and steel works by the Employers’ Liability Act, and the scale of insurance that may be considered sufficient to cover such liability. Since then the Board have issued to all the iron and steel manufacturers in the country question forms, to be filled up with answers, which, if sufficiently detailed, would have gone a long way towards supplying this information; but the replies received have neither been so numerous nor so specific as your Board desired. Of 588 forms issued to as many iron and steel works, only forty-one were returned filled up, and even of that number the replies made in a number of cases were far from complete. Twenty-one other forms were returned without being filled up even partially, owing, as stated by the firms to whom they were addressed, either to the impossibility of furnishing the required data, or to the great amount of trouble involved in getting it out. It will thus be seen that only about 10 per cent, of the iron-making firms applied to made any return whatever.

The returns actually made to the Association showed, as far as they went, that in something like one-half the works no arrangement whatever was in existence for the insurance of workmen against accidents, no matter how caused; while in the other cases the arrangements adopted for affording relief in the event of accident or death were of a very varied description. There was evidently, however, a disposition in nearly every case to abide by the arrangement actually in existence, whatever it might be; and having regard to the conflict of opinion as to the most advisable mode of dealing with the subject, and to the consequently obvious difficulty of recommending or instituting a system of insurance that would be generally received with approval, as well as to the fact that the claims hitherto made against iron trade employers under the Act had not been very important, your Board did not feel called upon to take any further immediate action. They will, however, keep this important subject before them, so that in the event of any principle affecting, or calculated to affect, the interests of the trade as a whole being involved, they may be able to interpose on your behalf.

The importance to the steel industry of being able to procure supplies of manganese ore at a moderate cost was referred to in the last report of your Board, in connection with the receipt by them, through the Foreign-office, of some samples of black oxide of manganese from Paraguay. The President of the Association was good enough to have the ore in question analysed at the Clarence Works, and your Board has since ascertained that it cannot be put on board ship, either at Rosario or at Buenos Ayres, for less than £5 per ton, which, with the additional cost of the freight to England, would make the Paraguayan ore much more expensive than that now obtained from Cartbagena. Your Board may point out that the importations of manganese ores into this country from Carthagena have almost doubled within the last four years; and as the supplies are known to be limited, it is of the utmost importance to the trade that new sources of supply should be sought for and developed.

Your Board have the satisfaction of being able to report that an arrangement has at last been entered into between this country and Spain, the effect of which, if ratified, will be to admit British trade into that country under the Spanish Conventional Tariif, instead of under the Spanish General Tariff, as hitherto. This arrangement would be beneficial to the British iron trade, which has so long been refused most-favoured-nation treatment. The chief items of difference between the two tariffs in regard to iron and steel manufactures are shown below:—

Rates of duty under

non-Conventional Tariff, per cwt.

Area Covered by 1 Ton.

12,500 to 15,000 square feet, or 125 | 800 to 2170 square feet, or 8 to 22

squares.

to 150 squares.

It is hence abundantly manifest that Willesden 4-ply would come far cheaper than galvanised iron, in any district where the cost of transit is heavy, more especially in new districts where the means of communication with the seaboard are but imperfectly opened up. Again, being put up in compact rolls—ordinarily of 2 cwt. each—no space is wasted in packing, Another special advantage is that being comparatively non-conducting, the heat of a tropical sun is less felt under a roof of this kind than under a metallic one; whilst, on the other hand, the condensation of moisture from warm air inside a hut thus roofed or walled is all but imperceptible, even on a cold night; whereas an iron building, under similar conditions, frequently gives an inconvenient drip of condensed water from the roof, and small streams running down the walls.

In case of fire, although not absolutely indestructible, yet

d.

Rates of duty under

Conventional Tariff, per cwt. d.

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TURBINE TAILRACE.

the current is stopped; but this spark occurs between large masses of metal, where it appears to be harmless: it has given no trouble whatever at Weston. Moreover, it has been found very easy to make connection between the line and the train. The ordinary truck wheels answer admirably, so that no complicated brushes are required. There are some absolute advantages in having interruptions at regular intervals, but the discussion of these would lead me too far for my present purpose. Only one of the two continuous conductors requires to be insulated; this results in alternate insulated and uninsulated sections all along each line.” Professor Jenkin described the system of insulation adopted, which is expensive, and can no doubt, as he hopes, be superseded by something much better.

Up to this point all is comparatively plain sailing. Given a dynamo and a motor and a railway, transport can be effected. Now comes the question, how much? Professor Jenkin admits that there will be a very large loss of v useful effect, but we agree with him that this is quite a secondary consideration. Where such lines will be used a little more or a little less waste of power will be of small importance. But it is of the very greatest importance that the road shall be able to carry a great many trains. If it does not, then its utility would be too much limited to render it advisable to adopt telpherage. It will be understood that the dynamo being at one end of the line, each motor on that line line will absorb a certain amount of electrical energy. The number of amperes sent through the line will, of course, remain unaltered, if there is good insulation, but the volts will decrease. The motors will be virtually in just the same position as so many arc lamps in series. Professor Forbes pointed out that unless special precautions were taken, the cars would run into one another. “ One would expect,” said Professor Forbes, “ that the electro-motive force would fall off so much between the near train and the distant one, that the near one would overtake the other, and that even an attempt to equalise the resistance of the circuit through each train by a return wire would not be completely satisfactory; and that even with such a device there would still be such a difference of electro-motive force as would tend to make one train pick up the other.” He should be glad to know, therefore, if several trains had been run on one line. Tliis had been done on an electric railway, where the same difficulty occurred, the only case which had come under his observation being the one at Vienna, but there the conductors of each car had the power of interposing resistances, so as to diminish the power if required. In the case of arc lamps, it is possible, by the use of a high resistance shunt circuit, to make each lamp regulate itself independently of its fellows, and no doubt the same principle must be applied to the telpher locomotive. But this alone will not suffice; each locomotive will still be in the same condition as a railway engine with steam turned on and left to itself. Up hill and down dale, there will be the same propulsive force at work, and on that portion of the track which is down hill the trains will run at two or three times the rate at which they will ascend the inclines. The results must be disastrous. Not only therefore must there be a current regulator put into each locomotive, but a speed regulator as well. It is true that the velocity contemplated is only four or five miles an hour, but this will not improve matters to any appreciable extent. Professor Jenkin is aware of the rock which lies before him, and with his usual ingenuity has schemed a current regulator to avoid it. What his arrangements were, however, he said he would not explain until they had been tried in practice.

It will be seen that the whole subject bristles with difficulties, and the fact that a limited company has already been formed to work the system, it is evidence that the spirit of -enterprise is not yet dead among British capitalists. The subject is, moreover, most attractive, and the reward to be reaped by those who can reduce the system to a practical shape will no doubt be great. We have written in no carping spirit, and we heartily wish Professor Jenkin complete and speedy success; but the optimist tone of his paper rendered it, we think, desirable to point out that he has something yet to learn concerning the congeners of telpherage, and that up to the present he has done nothing but demonstrate that under certain conditions the conveyance of goods on his system by electricity is possible. We have not reproduced his figures concerning cost, for they are of necessity greatly conjectural, and the question wili be settled by different conditions in different localities.

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Vulcan.—(I) No. (2) There is no near approach.

S. S.—(1) The engineer ought to have told the contractor that he knew of or suspected the existence of running sand, but you will find it next to impossible to prove that he had any special knowledge on the subject. (2) The answer to this question depends on what you con prove and on the terms of your contract. Broadly speaking, you cannot go outside that document. (3) We hare known cases where actions were brought far extras [ due to the difficult nature of the ground, but such actions are usually unsuccessful. You should have bored for yourself, and so ascertained the | nature of the ground. Take your contract and specification to a lawyer , and get his opinion, or that of counsel if necessary.

CORRUGATED COPPER TUBES.

(To the Editor of The Engineer.)

Sir,—I wish to buy brazed copper tubes, corrugated circumferentially; gauge 18 to 14 ; diameters, 2Jin. to lOin. Any of your readers favouring me with address of makers will oblige.    J. P.

Liverpool, June 3rd.

(To the Editor of The Engineer.

Sir,—The depth of water under the turbine referred to by your Mexican subscriber will be 2ft. Sin. with a velocity of 1ft. 21in. per second, decreasing to lft. ljin. from beginning to end of the slope. If the turbine referred to is a Giiard, of whicli I have made a good number within the last few years for driving cotton-spinning and weaving mills in Mexico, tiro wheel must be placed high enough to work clear of taflwater.    W. Gunther.

Central Works, Oldham, Juno 1st.

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MEETING NEXT WEEK.

The Society of Engineers.—Monday, June 9th, at 7.30 p.m., a paper will be read “ On Soft v. Hard Water for Manufacturing Purposes,” by Mr. J. C. Fell, the leading features of which are as follows :—The chemical distinctions between hard and soft water. “Temporary” and “ permanent ” hardness. Formation of hardness. Effect on boilers and on the distillery, bleaching, and brewing trades. Effect on animal and vegetable life. Softening processes. Clark’s and Maignen’s, Field’s electrical scale preventer.

DEATH.

On the 27th ult., at his residence, at Borrowasli, near Derby, in the 67th year of his age, Andrew Johnston, M. lust. C.E., late Chief Engineer to the Midland Railway Company.

THE ENGINEER.

JUNE 6, 1884.

TELPHERAGE.

Something has recently been heard concerning a system of transport, which has been termed “ Telpherage ” by Professors Jenkin, Ayrton, and Perry. We use the word under protest, and regret that it should stand a chance of becoming part of the English language. On the 14th of last May Professor Fleeming Jenkin read a paper on the subject before the Society of Arts, and he began by defining and defending the word. It is “ intended,” he told his hearers, “ to designate all modes of transport effected automatically with the aid of electricity. According to strict rules of derivation, the word would be “ telephorage ;” but in order to avoid confusion with “ telephone,” and to get rid of the double accent in one word, which is disagreeable to my ear, I have ventured to give the new word such a form as it might have received after a few centuries of usage by English tongues, and to substitute the English sounding “ telpher” for “telephore.” Two Greek words are used here as derivatives, namely, we presume, rri\e, far, and <pepw, to bear or carry along; and if the word is to be used at all, it should be written “ telepher ” or “ telepherage,” not “ telephorageand the way in which he 1ms used this word in the passage which we have quoted almost leads us to think that Professor Jenkin 1ms confounded the roots of “ telephone ” with those of telepher.

The system may be briefly described. Small iron rods stretched from post to post constitute an elevated railway on which run little carriages from which are suspended buckets. The carriages and the buckets are propelled by small electro-motors which pull by virtue of the adhesion of their driving wheels to the rail, much as an ordinary locomotive does. Electricity is supplied by a suitable dynamo and a steam engine. The invention has been practically tested with a certain measure of success. A company has been formed to work it; and Messrs. Easton and Anderson, of Eritli, are now engaged in manufacturing plant for South America under Professor Jenkin’s patents. It will be understood in a moment that the idea involved is in no sense novel. Everything depends on the way in which it is reduced to practice, and there is almost unlimited scope for invention in doing this. The mechanism devised by Professor Jenkin and Mr. Jameson, his assistant, is extremely ingenious, and, so far as can be seen, very carefully thought out, and well calculated to meet the end in view. It is, we think, to be regretted that Professor Jenkin spoke more strongly as the advocate of his inventions than is quite consistent with the dignity of the position which he holds; and Professor Forbes was not slow to point out, in the coui’se of the discussion which followed the reading of the paper, certain weak points in the system, concerning which its inventor had maintained, as we think, an indiscreet silence. The truth is, that Pro fessor Jenkin is now entering on a very perplexing and difficult undertaking, and nothing but an extended experience will provide him with the means of overcoming great difficulties, mechanical and electrical, which he has to surmount. One or two we may refer to here.

Wire rope railways or tramways have been in use now for many years. In the South African diamond mines, for example, they are used to such an extent that it is hardly a figure of speech to say that there are enough of them to darken the air if they were hung high enough. The most ingenious and elaborate thing of the kind ever brought out was Hodgson’s wire tramway, and a record of his progress from the lirst crude idea to the elaborate system which he ultimately developed would be found immensely instructive by Professor Jenkin, who is now going over a good deal of ground already traversed by Mr. Hodgson. There are two methods of working. Under one the whole line of wire travels; under the other the rope is at rest, and the bucket carriages run on it. Now, it was very soon found by Mr. Hodgson that it was absolutely necessary to have terminal stations and shunting arrangements, and these have to be much the same whether the line is long or short. We notice that Professor Jenkin seems to regard such things as incidental luxuries more than absolute necessities. Under the Hodgson system the shunting was worked almost entirely by hand. Professor Jenkin proposes to use electricity, with a potential of 800 or even 1000 volts; and it is evident that, this being the case, considerable risk will be incurred by those handling any part of the apparatus, unless special precautions are taken to protect the shunters. The greatest mechanical difficulty of all was found to lie in securing sufficient adhesion in bad weather to enable the loads to be carried up steep inclines. The rope slipped through the hook carrying a bucket. This bucket was then overtaken by another, and in a very few minutes half-a-dozen found themselves together, and by overweighting the span of rope on which they were, they caused it to sag, and, of course, augmented the incline, and general disorganisation of the traffic ensued for the time. Professor Jenkin proposes to get over this difficulty by making his driving wheels grip the rail precisely as Mr. Fell made his mountain locomotives to act on the Mont Cenis Railway; but Professor Jenkin had to say that this involved him in difficulties. “The grip,” he told his hearers, “ was so powerful that the rollers were capable of supporting the weight, and thus a small inclination of their vertical axis was enough to cause the locomotive to rise, and even run oft’ the line; moreover, the vertical curvature in the rope, or at the posts, required the rollers to be deep, thus limiting the extent to which rocking was admissible; moreover, very broad pulleys fore and aft would be required even for moderate horizontal curves. Nevertheless, this locomotive ran sufficiently well on the lin. line during an exhibition to the shareholders last autumn.” In the new locomotives for the £in. line, we understand that the difficulty has been got over but only, we fear, by a sacrifice of that gripping power, which is essential to success if the line is to be worked to empty the holds of ships or in a mountainous country.

The details of construction are not too simple. The double line—one up, the other down—consists of steel bars jjin. diameter, welded to brackets, which are bolted to posts fixed in the earth. The locomotive draws, as we have said, a certain number of carriages after it. How many must depend on the incline, the insulation of the road, and the transmission of the current through the electro-motor. The rails up and down constitute “ two continuous conductors not joined to each other. So long as no train bridges a gap no current flows; but whenever the train bridges the gap a current flows from the positive to the negative pole round the motor. This plan is called the cross-over system; all the trains are joined by it in parallel arc, and the current is reversed each time a train passes a gap. This reversal does not affect the working of the motor. This is the plan which has been carried out on a large scale at Weston. Its simplicity leads me to believe that it will be the plan most usually adopted; but several other methods of driving have been devised. A spark passes between the wheels and the line each time

THE ORDNANCE SURVEY.

It is not unnatural that soldiers holding the Queen’s commission, and who retain their military pay while receiving civil emoluments, should have a very high opinion both of themselves and of the system which adds to their importance and their income at the same time, and a very low opinion of the less fortunate civilians at whose expense it is effected. This very natural feeling is apparent in the report of the progress of the Ordnance Survey for the year 1882—published in 1883—under the head of “ Acceleration of Survey,” the main object of this section of the report apparently being to disparage the professional abilitities of civil engineers and surveyors while extolling the assumed superiority of the system adopted by the lloyal Engineers on the Cadastral Survey, and to show’ that there would be no advantage in endeavouring to get any of the work done by civil contracts. “ I have carefully considered the question,” says the writer of the report—the Director-General of the Ordnance Survey—“ as to whether there woidd be any advantage in endeavouring to get any of the work done by civil contracts, and, as far as my information at present goes, I do not think there would. In the first place, there is now—mainly owing to the progress that has been made in the Ordnance Survey—very little surveying on a large scale executed by the civil profession. In the second place, I do not think that civil engineers could execute the work at the same cost as that of the Ordnance Survey. Any plans made by civil surveyors would, of course, have to be tested—which would ipvolve eonsi«

derable expenditure; and putting the question of cost on one side, it is very doubtful whether the present standard of accuracy would be maintained.”

On these points it may be remarked, first, that there probably would be no advantage secured to the Ordnance officials in charge of the Survey by getting any of the work done by the civil px-ofession, as they would very likely make short work of it, and put an end to this costly job; but if that indefinite thing which is called “the completion of the Survey ” be of any importance to the public, with regard to the objects for which the Survey is professedly made, then there certainly would be an advantage in getting some of the work done by civil contracts; and there would also be advantage to those civil surveyors who are now out of work because “ there is now,” as the writer remarks, “ mainly owing to the progress that has been made in the Ordnance Survey, very little surveying on a large scale executed by the civil profession.” Secondly, it is clear that the question of cost involves a consideration of the i-elative merits of the different systems practised on the Ordnance Survey and by the civil profession ; but befoi’e treating of this subject it may be remarked that there is a wide difference between the actual cost of the Cadastral Survey and the estimates made in 18G1 by the then Director-General of the Survey, when it was doubtful whether the Legislature would allow it to be made; and that the Cadastral Survey costs more per acre for similar work than the first-class tithe maps which were made by the civil profession. Now let us consider the question of superiority, or rather the relative merits of the two systems.

That the Ordnance Survey possesses great advantages over civil sui'veys may be admitted ; but whether the mode of conducting it is better than that adopted by civilians is open to doubt. The Ordnance Survey possesses many merits arising from the nature of the work, quite independent of the method by which it is conducted. There is, or rather there ought to be, a genei’al economy in carrying out surveying operations on a large, as compared with a small scale. Fewer lines of construction are required in proportion to the area dealt with in the former case than in the latter ; and those fewer lines may be joined together with less labour by trigonometi’y. There is also greater economy in the use of surveying instruments, theodolites, levels, chains, drawing materials, &c., when used constantly on large surveys than when used occasionally on small surveys ; and the costs of permanent as compared with temporary labour, and all incidental expenses are, or ought to be, considerably less. For these reasons the cost per acre of a national survey should be smaller than that of a parish survey; and of a parish survey less than of a small estate survey, or the survey of a single field. The principle of surveying by triangulation is the same in all these cases, but while huge made and have the advantages of the tests supplied by a trigonometrical triangulation, small independent suiveys are generally made on a more laborious chain triangulation. How is it then that the mamxscript maps of the Cadastral Survey cost more per acre than the first-class tithe surveys of parishes made by the civil profession? “The great distinction,” says the Director-General of the Survey, on pages 10 and 11 of the report referred to, “ between the operations as carried on on the Ordnance Survey, and as performed by civil engineers, is, as has been already mentioned, that all the operations are done on the Ordnance Survey by different persons, who, therefore, form a check upon each other. Each triangle of the parish triangulatiou is allotted to a surveyor, who measures on the ground with a chain all the detail contained in the triangle. He is ignorant of the actual lengths of the sides as obtained by calculation. A second person lays down the lines on the plan. He sees that the lengths of the main lines, as measured, agree with their lengths as calculated ; if the discrepancy exceeds a cei’tain amount, the line is sent back to the surveyor to be re-measured. This second person also lays down the subsidiary lines, and if they will not plot within a certain limit of accuracy, they are also returned to the surveyor to be re-measured. A third person plots the detail on the plan. A fourth person makes a tracing from the detail, which is given to a fifth person, who examines the work on the ground,' and corrects any error. This person also corrects the names, and investigates the spelling. He enters the names in a book, giving three authorities for each. A sixth person draws the fair plan. A seventh pei’son computes the area of each enclosure on the plan. These are collected into parishes, and published in parish area books. These operations are carried on in offices which are scattered over the counti’y, in positions convenient for the work. All the documents are then sent in to the Southampton office, where they undergo a thorough examination. Thus, independent of the final examination at Southampton, there are seven persons employed in the pi’oduction of the plan, who form mutual checks on each other. All errors, also, which may be made in the survey of a triangle, are strictly confined to that triangle, and have no tendency to spread into the adjoining work. And this system,” he adds on page 8 of the same report, “ has also the advantage that it allows of the employment of men in many stages of the work at very low wages; as they rise to the different stages they cany with them a complete knowledge of the different processes and checks employed, and from such persons superintendents are chosen. This system requires very careful organisation and supervision, and of necessity very experienced men to superintend and carry it out, and it is principally the difficulty of finding such men which limits the power of expansion of the Ordnance Survey. The work of the Survey is carried on as a military organisation, under the superintendence of officer's of the Royal Engineers, who have under their control four companies of Royal Engineers, and a large number of civil assistants and labourers.”

Now let us analyse this military organisation. In the fii'st place, it may be remarked that whatever difficulty there be in finding “ veiy experienced men to superintend and cariy it out,” there appears to be none in finding officers of the Royal Engineers to act as superintendents,

The

surveys are

THE DOWNTON RAILWAY ACCIDENT.

On Tuesday a very severe railway disaster occurred on the Salisbury and Dorset Railway. The accident happened at about 5 p.m. The Salisbury and Dorset line runs from Salisbury vid Wimborne, to Dorchester and Weymouth on the one hand and to Bournemouth on the other. From Salisbury the road runs for four or five miles over the Southampton line as far as Alderbury Junction, thence the line is single to Wimborne. This single line portion, though it has been worked by the London and South-Western Railway Company from the time of its construction some twenty years ago, was only bought up by that company a couple of years back. The first station, Down-ton, is about nine miles from Salisbury, and the next station, Breamore, is some three miles further on, the time allowed by the tables for the run from Downton to Breamore being six minutes. After leaving Downton the line passes first over a short embankment, then through a cutting of about half a mile, at the end of which it passes under the road, and here commences a gradient of 1 in 78, with the fall towards Breamore. This gradient follows a curvejshaped like the letter S inverted. At the middle of the S the line crosses the Christchurch Avon, which at this point divides South Wilts from South Hants. It was about a couple of hundred yards on the Hants side of the bridge where the line runs over the water meadows belonging to the College of Agriculture Farm that the accident occurred. The engine and first carriage, with a pilot engine in front, kept the metals, but the coupling attached to the rear of the carriage appears to have snapped, and we understand that an old flaw has since been discovered in it. The remaining six carriages all went down a chalk embankment 10ft, to 12ft. high, and they were thrown towards the centre of the curve which the train was then descending. Three were completely overturned into a broad ditch, and their wheels therefore appeared at the top. The first one was thrown on its side, with its left-hand doors partly on the metals, and those who could had to climb out at the doors which were now at the top. The last carriage—guard’s van— was also thrown on its side, and the last but one was miracu-

for the number of officers in charge of the Survey has been | or not. Sometimes he has to go back to re-measure some doubled within the last few years. The system of division of his lines when in the progress of the work he has of labour which limits men to the exercise of one branch removed to another place some distance off. of their profession prevents them from acquiring, within draughtsmen in the office are liable to misunderstand, and any reasonable time, that general knowledge of the work make mistakes in the plotting of his work. The most which is necessary to enable them to become qualified astounding errors, as well as the most trivial, sometimes superintendents. The military organisation which invests occur in this way. The field examination is, therefore, soldiers only with authority, prevents civil assistants from necessarily very heavy under this system. Both the office rising to the higher offices of the Survey, and commissioned and field work, under this system of division of labour, officers, of course, fill the highest jwsts. What chance of    are very monotonous,    and the pay is reduced to very low

promotion    can civilians have under such a    military    wages ; the men, therefore, get tired of it, and take the

system if    even they were not kept down    by the    first opportunity of    giving it up. The excessive

system of    division of labour? Between the    military    subdivision of labour    is a real check on the progress

organisation, which is the upper millstone, and the system of the work, and while it increases cost, it lessens the of division of labour, which is the lower, they are ground pay of the workers, and necessitates the maintenance of an to dust. In short, the Ordnance system works solely to experienced staff of superintendents to watch over these the advantage of the Itoyal Engineers, whose officers various operations.

supply the superintendents they cannot, or will not, get It is claimed for the method of surveying practised by from the ranks of the men. “ But,” says the Director- the civil engineer that it possesses greater simplicity, ex-General of the Ordnance Survey, “ this system has also pediency, accuracy, economy, and despatch than that prac-the advantage that it allows of the employment of men in tised on the Ordnance Survey. The chief feature of this many stages of the work at very low wages.” That is a system is that the surveyor plots his own work and gets very doubtful advantage to the men themselves, who out the areas himself. Others may examine his work in would probably be benefitted by a change of system; and the field and in the office; but he alone is responsible for it is also a very doubtful advantage to the Ordnance the accuracy of the survey. The making of fair maps, Survey, botli as regards the quality and the progress of tracings, &c., often falls to draughtsmen for the sake of the work, for when men are ill paid, and have no chance economy, just as it does in the Ordnance Office. It is of promotion, they become discontented, and the best men found, however, in the civil profession that the more try to better their position and prospects by going else- hands work passes through the more inaccurate it becomes, where, equally to the detriment of the Survey, which they and it is strange that it should be different in the leave when they are becoming most useful, and to the Ordnance Office, for it is clear that the draughtsman cannot detriment of the civil profession, which has been overrun increase or check the accuracy of the map he copies, while with cheap surveyors by this means.    he may, and very often does, render it more inaccurate.

Secondly, “that all the operations are done on the A civil surveyor who takes a contract, not only superin-Ordnance Survey by different persons, who therefore form tends, but works along with his assistants. He sees that checks on each other,” and that “ independent of the final the drawing of the map is carried on simultaneously with examination at Southampton, there are seven persons em- the field work; that the lines of construction are laid down ployed in the production of the plan who form mutual day by day on the map, and, when necessary, checked at checks on each other,” are assertions which seem to be once in the field. He takes advantage of wet days and kept in stock for the purpose of praising the Survey and bad weather to put in the details of fences, buildings, &c., of defending the system, but which have little foundation on the map, and has in all weathers and seasons something in fact. It is easy to demonstrate that a fallacy is to do. The work, therefore, progresses rapidly, and this involved, and to prove that of the seven so-called mutual is why civil surveyors can get better pay out of the same checks which are asserted by the Director-General of the work than Ordnance surveyors and draughtsmen, whosepay Ordnance Survey to produce such superior results, the is lessened by the dead weight of military superintendence trigonometrical triangulation and the field examination are and the checks and hindrances of official routine, and why the only real tests or checks, independent of those which the first-class tithe surveys cost less per acre for similar are inherent in the work; and these two would apply work than the Cadastral Survey.

equally to the operations of civil surveyors. The “Acivilsurveyor,”saystheDirector-GeneraloftheSurvey, other five so-called mutual checks simply do not exist, “as arule, carries on all the operations, from the first measure-But this is not all. The trigonometrical check may ments on the ground to the final completion of the work him-be easily defeated. Its efficacy rests on the ignor- self. He is therefore a highly-paid man, trained in all the ance, or supposed ignorance, of the field surveyor, duties of a surveyor.” For this reason, “ it has been found by Nothing but inexcusable ignorance can prevent him experience that it is better to employ the Survey employes from applying this check to his work before sending as young as possible, and to train them on to their several in his held book to the Division Office. A very duties; and that it is not desirable to engage trained, and slight knowledge of trigonometry will enable him to calcu- consequently highly-paid, civil engineers.” It certainly is late the lengths of the main lines and tie lines of each not desirable to engage the latter on the Ordnance system, triangle by means of his measurements, and a few which would reduce them to the ranks of an Ordnance angles taken with the theodolite when he is setting out surveyor, which is little better than that of Chinamen, or tracing the triangle in the field. A few simple calcu- But to employ them on civil contracts by piecework is lations will enable him to tell whether his lines fit, or in another matter, with regard to which he says:—“Any other words, whether his line measurements are correct, plans made by civil surveyors would, of course, have to be Or he may proceed by a more simple method still, with the tested, which would entail considerable expenditure, and same result. He may lay down or plot his lines, and thus I think that any person who is acquainted with the subsatisfy himself that the work when plotted in the office ject will come to the conclusion that it would be more will turn out correct, or otherwise; and consequently be costly to execute the work by contract; and putting the able to defeat the official check by altering the figures in question of cost on one side, it is very doubtful whether his field book, instead of going over the work again in the present standard of accuracy would be maintained.” the field before he sends his book to the office. The That is to say, any plans made by civil surveyors, who, he trigonometrical check applied by the line plotter in the admits, are trained inallthedutiesof their profession, would, office is, therefore, open to suspicion; and it should be of course, have to be submitted to elaborate tests and checks borne in mind that it is suspicion of the honesty as well as made by half-trained, not to say makeshift, Ordnance of the accuracy of the field surveyor, which is the alleged officials, besides having to pass a field examination, and motive of this check. The check, therefore, fail§ to ensure the final examination at the head office at Southampton; the accuracy of the work in the case where it is most and that even then “it is very doubtful whether the present needed, although it is very useful to an honest surveyor, standard of accuracy would be maintained.” As Euclid who would correct any errors he discovered by that means, says, “ This is absurd.”

The other five so-called mutual checks may easily be One great advantage of the Ordnance system is that exposed. How can the field surveyor be a check on the the Royal Engineers pull together on the principle of operations of the other six different persons employed on co-operation, while civil engineers and surveyors do not. different stages of the work ? The thing is absurd. The probability is that some, if not all of them, will make some mistake in his work. But whether his map be drawn right or wrong, he has no check on their operations. The thing is out of his hands. He may never see either the map or the tracing of it. How, then, can he check their accuracy? Again, the draughtsman who plots the details of the survey on the manuscript map is no check on the field surveyor, nor on the line plotter beyond repeating the line measurements. Neither the boy who traces the manuscript map for the field examination, nor the boy who computes the areas, nor the draughtsman who makes the fair map, is the slightest check on any of the other persons employed on different stagesof the work. How can a tracing beacheck on the accu racy of the map of which it should be a copy? How can the areas check the accuracy of the manuscript map? Or how can the fair map be a check on the accuracy of the draft map, or on any of the different operations of which it is the result? If the field surveyor, the line plotter, the detail plotter, and the boy who traces the detail of the manuscript map were really mutual checks on each other’s accuracy, there would be no errors for the field examiner to correct

But not only has the method of conducting the Ordnance Survey no advantage over that of the civil profession in these respects, it has, on the other hand, some very important disadvantages. The division of labour is an excellent principle when it is really applicable to any particular work, and when it is not carried too far. Constant practice in one particular occupation—surveying or drawing— gives the operator to some extent a special aptitude for the particular kind of work on which he is engaged, but it is accompanied in this case by some very important disadvantages. In bad weather the field surveyor has nothing to do, and is compelled to play whether he likes it

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lously prevented being overturned by a sturdy willow tree, which it completely barked. At this very spot the line is well shored up by a cattle road leading across from one pasture to another, and on this road one of the carriages landed, but everything except its floor was swept off the wheels. Two women, one man, and a girl were killed, the girl being drowned. The injured were bleeding profusely, and heartrending scenes followed; but thirty or forty students from the College of Agriculture were speedily on the scene, and were organised by Professor Fream and Dr. Munro, two members of the staff, and rendered most valuable aid. Many of the sufferers were taken into the college, where the President—Professor Wrightson—made every arrangement possible for their relief. As to the cause of the affair, nothing is yet certainly known, but the road probably spread under the engines and dropped the train on to the sleepers. A little girl who saw the accident says the train began to “wobble” directly it got over the bridge, and if there high speed along the first half of the curve with the centrifugal force controlled from a centre on one side of the line, and then the centre was suddenly transferred to the other side, this might account for the “ wobbling,” as well as for the fact that the carriages were thrown towards the centre of the second curve. Much of the road presented an undulating appearance, afterwards, affording evidence of the swaying to which the train was subjected. 150 gangers set to work; but it was late on Wednesday evening before a steam crane had raised up all the bulkier debris. The inquest was opened on Wednesday in the college lecture-hall, and after identification of the dead, formally adjourned to the Bat and Ball, in Breamore. on Friday, June 6th, at 11 a.m. Some of the rescued passengers say the train was going so roughly that they stood up and held by the top of the compartments to steady themselves. The train somewhat late, and being Whit-Tuesday as well as Salisbury market day, was unusually full.

SHIPBUILDERS’ WAGES.

The wages of the shipbuilders on the Tees and in the neighbouring ports are to be again reduced ; for though the notice lias only just been served, the issue is not in doubt. There are thousands of shipbuilders out of work at the ports between Whitby and Blyth, and when this is the case, the ball is so exclusively at the feet of the employers that the demand for reduction must be met; and it must be acknowledged that the reduction that may be agreed upon will not give activity to the trade, for there are now, and have been for months, scores of vessels laid idle, and not till the range of freights is more remunerative will there be any renewed large demand for vessels. But there are orders for special vessels which are held back until the lowest price is reached, and it is better in the present state of the trade that that low-level should be attained as soon as possible, for the present condition of the trade in the North is deplorable. One fact will show this. A year ago there were sixty-five vessels on the stocks at the builders’ yards on the Wear, and there are now only a third of that number. There is, of course, the reflection that the stoppage of so great a part of the building must more speedily affect the freight market, and restore it to a healthier condition, and thus give ohe prospect of a renewed demand for vessels. But this is not yet at hand, for orders for steamers generally—except for special purposes— are not attainable, though prices that were deemed once incredible would be taken by builders on the north-east coast. In the end that cheapness will give work, but it must be acknowledged that the position of the shipbuilders of the North has never been more gloomy in the history of iron shipbuilding than it now is. In the meantime the loss goes on, and that is one of the factors that will bring about a better state of affairs; and there is also in progress a cheaper working of vessels, and a lesser cost of production, and it is by these that the shipping trade will be raised out of its present slough of despond, and that shipbuilding will in the end benefit.

LITERATURE.

(1)    A Treatise on the Law of Electric Liyhting, with the Acts of Parliament and Rules and Orders of the Board of Trade, a Model Provisioned Order, also a Set of Forms; to which is added a Description of the Principal. Apparatus used in Electric Lighting, with Illustrations. By Henry Cunynghame, Barrister-at-Law. Stevens and Sons. Londou. 1883.

(2)    The Modern Applications of Electricity. By E. Hospitalieu. Translated and enlarged by Julius Maier. Ph.D Second edition, in two vols. London: Kegan Paul, Trench, and Co. 1883.

The electrical literature of the last six years has principally been in connection with the development of electric lighting. The work of these six years has been more of the nature of a revival than a new departure. With the exception of a short note in our contemporary, the Electrician, some months since, we have not seen the ideas promulgated and the experiments carried out of nearly half a century ago referred to. We may be allowed to direct attention to the information taken by our contemporary from the Courier Beige of October 6th, 1836, concerning what is probably the earliest published suggestion of incandescent electric lighting. The following sentences are taken from the article in question:—“Since we are on the chapter of coal mines, it seems to us that here is the place to express our astonishment at seeing that one of the most beautiful discoveries of modern science has not been rendered available for the illumination of the galleries. We would speak of the incandescence of charcoal produced in vacuum by means of the voltaic pile. . . . There would not be the least fear of danger, since the focus of light would be completely insulated from the external air.” History and experience tell us that the voltaic pile was not economical, but with the invention of the dynamo the ideas of lighting by electricity again revived. Singularly enough, however, the method of lighting by incandescent carbon in a vacuum was at first forgotten, and the practical lighting of the Paris streets during the International Exhibition of 1878 was by means of the arc as given by Jablochkoff candles. Long ere the 1878 Exhibition was closed, men of science, both in England and France, had foreseen the possibilities of the development of the light, and suggested an exhibition devoted entirely to electrical apparatus. There was absolutely no response when the idea was thrown out in England, but in France it was seized and carried into effect in the 1881 Electrical Exhibition. From 1878 to 1881, gigantic strides had been made. Swan, Edison, and others had put aside the arc in favour of the incandescent system. The opening of the 1881 Exhibition is the date of the commencement of a new era in the annals of artificial lighting, and also of a new era in the annals of this class of literature, for then commenced activity in the publication of books, pamphlets, and periodicals on electric lighting. France gave us the 1881 Exhibition, and France gave us also the first important work on the subject, viz., that of Fontaine, translated by Dr. P. Higgs. So rapid has been the development of electric lighting, that this book may be looked upon as out of date. Succeeding books—till the publication of that by Mr. J. E. H. Gordon the other day —followed similar lines to that of Fontaine. Between these publications is a vast literature. Many of the books have been noticed in these columns. Some of great pretensions have not, and perhaps it will be well to glance briefly at a few of these works before discussing that Qf Gordon, in order to see the differences, and to estimate correctly the value of the various works.

The first on our list would have little interest but for the appendix. The former part, on the law of electric lighting and the rules of the Board of Trade, has a limited interest, but the latter is more general. The two parts should, in our opinion, be published separately. On the whole, the technical portion is simply and clearly expressed, the elementary principles of electricity, as utilised in electric light work, being amply illustrated. The author, while understanding the theory of the “ conductive” circuit, seems to have absolutely no conception of the “ inductive circuit.” Unfortunately the craze now-a-daysis to follow closely those men who have an established reputation, repeating their ideas and expressions ad nauseam, while the less attractive work of such men as F. C. Webb is ignored or forgotten. A careful perusal of Webb’s book would show how utterly ignorant many more ambitious writers are upon one of the most important branches of electrical study. To return, however, to the immediate subject in hand. The descriptions of machines and the illustrations are similar to those given in every periodical and book published during the last six years—Brush, Burgin-Crompton, Edison, and so on. Similarly, as to the sections on lamps, &c., there is nothing new; but we again reiterate that the wording of the descriptions is clear and the illustrations ample. One or two sections of new matter are introduced —that on electro-magnetism seems to be an expansion of Professor S. P. Thompson’s Cantor lectures ; as, perhaps, is also that on ring armature machines, wherein a theory is put forward which has found considerable support among students. The theory we will give as nearly as possible in the words of the author—that is, as strictly as we can without diagrams. Let a ring of soft iron, which can rotate about an axis running perpendicular to its plane through its centre, be placed between two magnet poles, N and S. In consequence of the properties of the iron of the ring, the lines of force between the magnets will be deflected, and will throng into the ring opposite N, traverse it on both sides, and come out opposite S. A few will go across the centre of the ring, but most of them will, if they can, pass through the iron. Consider a coil of wire slid round the ring in the direction from S to N. In certain positions the number of lines of force passing through it will tend to diminish; for one part of the ring cuts through more lines of force than another. Hence a current in an indicated direction. After passing a certain point, the direction of the current is reversed. This reversal, when the ring is stationary, is midway between N and S, and again midway between S and N— of course continuing the movement of the coil entirely round the ring. The points at which reversal occurs are the neutral points. We will now try and translate this theory into our own language. The iron ring is looked upon as a shield to the interior space, so that practically no lines of force are cut by the interior portion of the coil. Then, again, the lines of force are concentrated, and a greater effect obtained at certain positions. Thus far there is some similarity with the theory put forward by Mr. Sprague, vide p. 496, “Electricity” (new edition); but Mr. Sprague goes on to explain other influences. The line-of-force method of explanation has the advantage of simplicity. The current in the wire depends upon the number of lines of force cut by the wire. As these increase or decrease or change sign in a given time so the current increases, decreases, or changes sign. The subject is well worthy attention, and the doctors are not agreed. It may be said that we ignore a duty in giving no opinion upon this theory. We hold that the reviewer’s duty is to say what a book contains, and, while he should generally, he need not always trouble himself whether the contents are good, bad, or indifferent. No physical theory of the Gramme ring as yet given seems to us entirely satisfactory; hence we leave to each student to decide as to how far he accepts that put forward by Mr. Cunynghame. We will more say that where the author has followed the old paths, he has expressed himself very clearly, and where he has introduced new ideas they are always deserving of careful attention.

The volumes translated and partly compiled by Dr. Maier are purely descriptive. Almost every machine and lamp—we had almost said invented, but will rest satisfied with saying tried—in electric light and telephonic experiments is herein described. The sources of the information are generally given, though not infrequently incorrectly. We may also say that very often a description has been translated from a French source, even when the original description appeared in well-known English publications. This translation and re-translation does not always conduce to clearness of expression. It speaks, however, a good deal for the care exercised, that a much larger number of errors has not crept in. Having said thus much, our task is considerably lightened. The volumes, being practically reprints of articles from periodicals, may be looked upon as epitomised editions of these periodicals. The illustrations are numerous and good; and the descriptionson the whole correct, making the book useful for reference. If progress is to continue at the Same rate as during the past six years, we shall require a number of volumes similar to these to keep us an courant with the electrical inventions

of the day. Such volumes would be exceedingly useful if carefully edited, and might be issued like the supplements to “ Watt’s Dictionary of Chemistry. Even since last year—that is, since the issue of these books—great improvements in various apparatus have been made, and we have no reason to imagine that improvement will not continue.    _

Iron Roofs; Examples of Design—Descriptions. Illustrated with working drawings. By A. T. Walmisley, Assoc. M.I.C.E. London: E. and F. N. iSpon. 1881. Fo., 37 pp.; 64 pL So many books are now available on all that relates to the stresses in roof structures and the theory concerned in their design, that this book, which is wholly of the practical side of the subject, is a most welcome addition to the literature of roof construction. We would not suggest that in this branch of engineering engineers should stooji to the position of copyists; but in saying that Mr. Walmis-ley’s book will make it almost unnecessary for any one to design a roof, we mean that he has provided so complete a set of working drawings of roofs, large and small, plain and ornamental, that design as to type may be here found ready to hand, and the only work left to the one called upon to build a roof is judicious modification of any of the roofs, here illustrated, to suit circumstances. There may be plenty of room for improvement in architectural effect and detail, and for careful application of the theory of the stresses in any particular form of roof truss, but it is questionable whether there is now much room left for the ingenious to devise a new type of roof that shall have specially commendable features from an engineering point of view.

Every roof of any notable design or proportions built by engineers for railway stations and large buildings during the past quarter of a century, is fully illustrated and described in this book, whilst many of the smaller roofs for various purposes are equally fully treated. The theory of roof stresses is not dealt with, but as a collection of examples in design as found in practice, the book is without a rival. The descriptions are sufficient, while the drawings are themselves so complete as to make descriptions almost superfluous. They .include not only the general drawings of the roof principals, but all details of these, their supports, and of the roofs as a whole—that is to say, of all that goes to make up a complete covering. Dimensions are very fully given, and in most examples the cost also. The descriptions are accompanied by some critical remarks and suggestions, and the text concludes with a valuable tabular statement giving the following particulars of fifty typical roofs:—Length, total width, number of spans, maximum single span, distance apart of principals, total rise, rise of tie rod, and depth of principal. The working drawings are accompanied by some ink photographs, one of which, the York station roof, forms the frontispiece. These give an idea of the character of a design, and are not intended to show detail. It is a book which everyone interested in iron roof construction must consult. It needs an index.

PROFESSOR WURTZ.

It seems but a few days since Professor Wurtz delivered an eloquent speech at the tomb of his old friend and coadjutor, the late J. B. Dumas; and who would have thought how soon he was to follow the illustrious secretary of the Academy of Sciences? Professor C. A. Wurtz was born at Strasburg on November 16th, 1817, and was thus of the same age as Dr. R. Angus Smith, whose death we have also to record. Wurtz, we first hear of as assistant in the laboratory of Dumas, who became his firm friend; and his first official appointment was that of the Professorship of Chemistry at the Agricultural Institute of Versailles. Since the year 1858 he has filled the chair of chemistry at the Faculty of Medicine at Paris, and has latterly been likewise Professor of Chemistry at the Sorbonnc.

The life of the late distinguished savant presents few points of outward interest, but is singularly rich in important and successful research, so that he will justly rank as one of the founders of modern organic chemistry. For many years he has been one of the most active members of the Academy of Sciences, where his death, following so closely after that of the great Dumas, will leave a void which must, if the expression be permitted, derange the balance of power in that learned body as far as the science of chemistry is concerned. According to the Royal Society catalogue, Wurtz produced seventy-three memoirs up to the year 1864, and during the subsequent twenty years he has shown no disposition to rest on his laurels. Readers of the Comptes Rcndus will have marked his occasional controversies with Professor Berthelot on points of chemical theory, and markedly so on questions between atoms and equivalents. In these disputes Wurtz usually appears to have had the advantage.

His earliest published investigation dates back to 1842, and is on the constitution of the hypophosphites. Then he studied phosphorus and sulphophosphoricacid, and threw new light on the compounds of phosphorus. One of the early discoveries was that of copper hydride, a remarkable, and in many respects altogether exceptional compound. He noted that this hydride is quickly dissolved in strong hydrochloric acid, which is without action on free metallic copper. Then he turned his attention to the compounds of organic chemistry, to the ethers of cyanic and cyanuric acid, and in 1849 he discovered the compound ammonias which are formed when an atom of hydrogen in ammonia is replaced by an organic radicle, such as ethyl or methyl. His next research in organic chemistry bore upon the discussion between Frankland and Kolbe on the one hand, and Laurent, Gerhardt, and Hofmann on the other, as to whether the radicles isolated from alcohols remained free—as maintained by the former two chemists—or combined with themselves, as shown by the latter. Wurtz succeeded in producing decisive evidence of the correctness of the latter view. He found, on treating a mixture of the iodides of two different radicles with sodium, that a hydrocarbon was obtained, formed by the action of the two different radicles.

His subsequent researches have been numerous, and our recapitulation of them is hardly called for, as they will be familiar to chemists from the columns of the Chemical News and the abstracts which appear in the Journal of the Chemical Society.

Professor Wurtz was elected a foreign Fellow of the Royal Society in 1864, and in 1878 he delivered before the Chemical Society the Faraday Lecture for that year.

BOILER SHELL DRILLING MACHINE.

MESSES. CAMPBELLS AND HUNTEK, LEEDS, ENGINEEKS.

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PATENT ROPE PULLEY BRAKE.

The object of this friction brake upon rope pulley blocks, made by Messrs. Andrew Bell and Co., Tib-lane, Manchester, is to suspend or lower any weight and to avoid fastening the rope end. The friction brake is made to span the block, so that the pin which carries the sheaves carries the brake also, whilst it is further supported by the bottom bolt which binds the block. The brake is attachable to any existing pulley block, and its action is thus:—Each rope passes through a groove in the brake, the inner half of which is fixed whilst the outer half is made movable by means of right and left screws secured into

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Some time ago we noticed a boiler shell drilling machine we had inspected at the Barrow Shipbuilding Company’s works, made by Messrs. Campbells and Hunter, of Leeds, Since then the makers have greatly improved the machine, and we now illustrate one recently made by them for Messrs. John Penn and Sons, of Greenwich. It may be briefly described as follows:—

thus keeping the drilling spindles true to the centre line of the boiler. There are four drilling frames on the columns raised and lowered independently of each other by hand or power, and having a vertical range of 8ft. 6in.; each frame has two drilling spindles, the latter being adjustable to each other for different pitches. The machine is provided also with an ordinary turn-

the fixed half of brake, when in turning the pulley wheel by means of a small band, the two wheels revolve and act together in forcine the movable half of brake against the ropes,

and thus grasp all the ropes at the same time. The grip is powerful, so that any weight the blocks are capable of lifting is secure. The load cannot descend ^    until the wheels are reversed.

Bk Of course there is no tendency II of the wheels to turn of them-11 selves. A light spiral spring is || placed on the right and left-1| hand screws in order to free the H| 1 rake from the rope the moment |i the pressure is released. The H band or cord has a turn and m a-half round the pulley, which makes it unnecessary to hold both sides of band, leaving one hand free to guide the descending weight or to hold the rope of the pulley blocks.

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EYRE’S FORGED STEEL WHEELS.

The accompanying engravings illustrate the forged stee wheels manufactured by Messrs. John Brown and Co., Sheffield. They are, as may be gathered from their form, stamped or

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forged from steel plates, and it is claimed for this that it secures absolute freedom from breakages. They may, of course, be very light as well as strong, and in most cases they are lighter than the wheels in use. They are made both fast and loose, and for inside or outside bearings, as shown. The collars on the axles are solid, not welded on, the axle being forged to shape out of a steel bloom. In fast wheels the collars of the axle and the wheel

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are rivetted together, and the end of the axle is also rivetted over the wheel, a mode of fastening which may be said to preclude the possibility of the wheels ever becoming loose. This form of fastening is shown in Fig. 1. Fig. 2 is a front view of the form shown in Fig. 3. In wheels that are to run loose on the axles, a long sleeve boss is rivetted to the wheel in the same way as that shown in Fig. 3.

The shell to be drilled is carried upon a horizontal table, the latter being mounted upon a carriage or saddle, and moving to and fro from the upright columns upon a strong bed to suit different diameters of boilers. The edge of the table is turned taper to receive an enlarging ring for accommodating the larger sizes, and it is revolved by hand or power. It is fitted with two columns carried by saddles upon a transverse bed, upon which they may be traversed independently of each other; this arrangement is for drilling flat-sided boilers. . Each column has a swivelling motion, so that it may be moved round to any angle, over tool-box for attaching to one of the lower drilling frames, and a reversing motion for the tables for use in turning up the flanges of boiler fronts, &c., for which work it is available. The machine is well designed and well made, and so far has given satisfaction to Messrs. Penn; it is a very economical tool, as it takes up the minimum of floor space, requires few men to handle it, and will do a great variety of work. It is similar to others supplied by the makers to her Majesty’s Dockyard at Keyham, and to many firms at home and abroad. The use of such machines seems to be rapidly extending.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—Wm. T. Searle, engineer, to the Defence; Leonard Backler, chief engineer, to the Defence.

Fast Atlantic Steamers.—The steamers Aurania, Arizona, and Australia, which left Queenstown on May 18th, all arrived in New York on the 26th. The Aurania made the passage in 7 days, 10 hours, and 17 minutes; the Arizona in 7 days, 14 hours, 54 minutes; and the Australia in 7 days, 16 hours, 20 minutes. There was much betting in New York as to the result. The captain of the Aurania, by taking the “ lane” route, claims to have

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bottom roll being 10in., two rolls 12in., one 13in., and one 14in. diameter, the 12in. rolls being bored through for heating by steam, and there is a cooling cylinder of copper 2ft. diameter. The ripping knives are of steel mounted on steel shafts, to which is given an adjustable transverse motion for regulating the cut as desired. The reeling apparatus is of novel design and arranged for reeling one, two, or three rolls. Each section of the machine is driven by conical pulleys, with sliding strap forks for adjusting the speeds as required, and the whole of the machine and gearing is carried upon a series of base plates, in each of which is a central slot extending its entire length, for the convenience of the removal or adjustment of any part as may be desired. The driving power is obtained from a horizontal steam engine, with a cylinder of 14in. diameter and 2ft. Gin. stroke, and working at from 80 to 100 revolutions per minute. The only wheels in connection with the driving are the spur change wheels, required for varying the speeds. Throughout, the machine is carefully fitted with a number of minor adjustments, which I have not space here to notice, but no point has been overlooked in the general design where any improvement has been suggested in the working out of the numberless details connected with a machine of this type. As a specimen of the excellent work turned out by Messrs. Bentley and Jackson in this class of machine, I may mention that I was shown a large drying cylinder for making cap papers, Oft. diameter and 7ft. on the face, cast out of cold blast and other metals, and which had been produced without a single flaw on the surface—certainly a very unusual thing in a cylinder of such dimensions.

A novel arrangement for producing a damp atmosphere in weaving rooms has also been recently introduced by Messrs. Bentley and Jackson. The apparatus consists of an oblong wooden box mounted on an iron framing. In the centre of this box, and running from end to end, is a metal pipe, into the top of which is screwed a number of brass nozzles; opposite to each of these, just above its aperture, are the extremities of a couple of brass tubes, which, bending over the sides of the pipes, dip into water below. A spray is produced by jets of air issuing from the series of brass nozzles; the currents of air escaping under pressure from the nozzles produce a partial vacuum in the vertical tubes, causing the water to ascend and issue from them, when it is broken up into a fine spray by the jets of air. The pressure of air is produced by a Root’s blower, and by simply raising or lowering a hand lever, the density of the spray can be immediately increased or diminished as desired, so as to form an almost impalpable mist or a tolerably heavy shower.

In the coal trade the month has opened without any announced alteration in the quoted list rates, but until business is resumed after the holidays it will be scarcely possible to judge as to what course the market will take. There is, however, a considerable quantity of coal held under bond at many of the collieries, and the pressure of this upon the market must have a tendency to weaken prices. For quantities there are sellers open to take very low figures, and at the pit mouth prices may be said to average about Best coal, 8s. Gd. to 9s.; seconds, Gs. Gd. to 7s.:

der

Messrs. Charles Cammell and Co., Cyclops Steel and Iron Works, when they took their export rail trade to the coast, promised the shareholders they should have an opportunity of seeing their property at Workington. This promise is now about to be redeemed, the trip having been appointed for the 11th of June, and liberal arrangements made with the railway companies for the purpose. The visitors are to proceed to Keswick, where they will arrive on Tuesday night, going on next morning by special train which will run right into the works. The blast furnaces, the conversion into Bessemer, and the process of rail-rolling will occupy about two and a-half hours, after which the party will return to Keswick for luncheon. Those who like to remain a week can do so, and it is an excellent opportunity of combining business with pleasure.

An association has been formed here under influential auspices for the protection of patents, designs, and trade marks in Hallam-shire and district. The chairman of the committee is Mr. William Chesterman, of Messrs. James Chesterman and Co., Bow Works; Mr. J. Willis Dixon, President of the Chamber of Commerce, is treasurer, and Mr. Herbert Hughes, solicitor, is secretary.

Very little work will be done in Sheffield this week. Up to the time of writing none of the large establishments have re-opened. T he weather has been exceedingly favourable for holiday making,

and there seems no great eagerness to resume labour on the part of employers or employed.

A traction engine accident at Chesterfield on the 4th ult. has had

serious results The “ Nelson,” belonging to Messrs. Bamford and Nuttall, steam haulers, Bradwell, was standing in the Midland Rail-waygoodsyard, when the boiler exploded with violence. John Elliott, the fireman, W. Lindley, of Stone Edge, the driver, and J. Elliott, the flagman, were all severely injured, it being necessary to amputate the right arm and right leg of the driver. The flagman blown right into a goods wagon, and a horse, 150 yards distant, had part of its head blown off, and had to be instantly killed. The engine was lifted clean off the ground and thrown on one side, and it was completely shattered. A piece of the wreck was hurled into the bedroom of the Midland Hotel, where it set a carpet on fire. It is supposed that the explosion was caused by the two safety valves being screwed down and the engine being short of water.

on

fortnight’s time the triumvirate would be prepared with a scheme. Before, however, anything could be definitely undertaken, the sent of the commissioners to the proposals of the triumvirate would be sought.

Taking into consideration the circumstance that the coal and iron trades are very closely allied, a movement has been set on foot to amalgamate the operative sections of the Coal and Iron Trades Wages Boards, with the object of mutually forwarding the interests of both classes of men. It is doubtful, however, whether the amalgamation will be carried out, at any rate at present.

The strike in the South Staffordshire and East Worcestershire chain trade practically terminated this week, after a duration of a month and a-half. All the employers who have orders in hand have, the men allege, conceded the required 10 per cent, advance.

The export trade in hardwares improves very quietly. Orders are irregular, and generally small, and are the subject of much competition. The safe makers are executing orders for India, New South Wales, and South Africa. The safes for New South Wales are mostly for banks, while South Africa is taking chiefly poor quality work, which can be had at a cheap price. The home call is at date very quiet.

Messrs. Winfield, of Birmingham, have undertaken to furnish a supply of electricity for lighting the new Birmingham Art Gallery should it be needed.

Sir Joseph Ba,zalgette is in preliminary consultation with the Sewerage Committee of the Wolverhampton Corporation ing the proposed new deep sewerage scheme for that borough, which has been drawn up by Mr. G. E. Thoms, C.E., the town engineer and surveyor, and upon which a little while ago the committee took the advice likewise of Mr. Pritchard, C.E., of Birmingham. Sir Joseph pays a visit to Wolverhampton to-morrow—Friday—to inspect the ground personally. Within six months’ time the committee believe that they will have a satisfactory scheme prepared. Upon giving a guarantee to this effect to Mr. J. T. Harrison, of the inspectors of the Local Government Board, that gentle on Wednesday, at an inquiry in Wolverhampton, made an order suspending in the interval the operation of the Rivers Pollution Act as applied to Wolverhampton. The Corporation had applied to the Local Government Board for this suspension, consequent upon being threatened with legal proceedings for allowing some of the sewage of the borough to find its way into the river Tame.

This week the London and North-Western Railway Company opened for passenger traffic its new route from Leamington to Birmingham. The new route enables the journey from Birmingham to London to be accomplished much quicker than before, since it can now be done in about two hours and a-quarter.

The Board of Trade have granted permission to the Dudley and Stourbridge Tramways Company to use steam as the motive power for their lines, and the first start has now been made.

The North Staffordshire finished ironmasters have some of them lately been in receipt of a rather better supply of orders, but they are small, and under the average of a year ago. The works, therefore, are not making nearly full time.

The list of Robert Heath and Sons, of Stoke-on-Trent, stands, for deliveries at Liverpool, at:—Bars, £7; best ditto, £7 10s.; angles and tees, £7 10s.; best ditto, £8; plates, £8 10s.; best ditto, £!); double best ditto, £10; treble best ditto, £12; Ravensdale hoops, £7 lbs.; and Ravensdale sheets, £8 5s.

Kinnersley and Co., of Kidsgrove, quote crown bars, £G 7s. 6d. delivered Liverpool; crown angles, £6 17s. Gd.; crown tees, £7 7s. Gd.; crown plates, £7 17s. Gd.; and best boiler plates, £8 5s. per ton for ordinary sizes. Best crown bars they quote £G 17s. Gd.; best angles, £7 7s. Gd.; and best tees, £7 17s. Gd.

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

Manchester.—During the greater portion of the past week there has been an almost general suspension of business operations in this district, owing to the holidays. Engineering and ironworks have in most cases been closed since Tuesday or Wednesday; the same applies to the collieries in the immediate neighbourhood of Manchester. Pits in other districts are also closed for about three days, and generally work will not be fully resumed until Tuesday in next week. So far as business is concerned, there has also been little or nothing doing. Nominally prices continue without much quotable alteration, and in the absence of any business of importance offering there has been nothing to really test values; but the tendency is still in the direction of weakness.

The Manchester iron market on Tuesday, which is the only one held this week, was very thinly attended, and there was little or attempt at business. On the part of consumers, there was no disposition to buy, and in pig iron no sales of any importance were reported. Lancashire pig iron makers still hold to their late quotation of 43s. Gd. for forge and 44s. for foundry less 2k delivered equal to Machester, and as they have deliveries against contracts in hand, pretty near sufficient to take away their present limited output, they are not anxious to press sales at lower prices. They are, however, quite out of the market at the above figures so far as the Manchester district is concerned, as they are being undersold by district brands to the extent of fully Is. per ton, and even where they are able to deliver to consumers at a less rate of carriage, they are doing only a small trade. Lincolnshire pig iron can be bought at about 42s. Gd. to 43s. less 2k for forge and foundry delivered equal to Manchester, and at about these figures sales have been made; some Derbyshire brands can also be bought at pretty near the same price, but for the better class makes about 2s. 6d. to 3s. per ton more is asked. For Middlesbrough iron a firm tone is maintained on the basis of 44s. Gd. net cash for good foundry brands delivered here, but in Scotch iron there is a continued weakness which brings forward sellers at low figures.

There is still no improvement in the demand for hematites, and good foundry brands delivered into the Manchester district are to be bought at about 55s. to 55s. Gd. less 2 k per cent.

In the finished iron trade the business doing continues very small in bulk; but for really good qualities of bar iron makers are not taking less than £5 15s. per ton delivered into the Manchester district. There are, however, some inferior local makes which might be got at £5 12s. Gd.; hoops are quoted at £6 5s., and ordinary local made sheets at £7 5s. per ton, with a little less taken in some cases for good specifications.

The condition of the engineering trades remain much the same as last reported, so far as work in hand is concerned; but fully three-fourths of the producing plant is lying idle this week owing to the holidays.

Messrs. Bentley and Jackson, of Bury, near Manchester, have just completed for a firm on the Continent an exceptionally large paper-making machine, into which they have introduced several improvements which are new features in this class of machinery. The machine is for making a web of paper lOOin. wide, and its construction may be briefly described as follows:—The pulp is received into three flat strainers of novel construction, each with a brass bottom 7ft. Gin. long by 2ft. wide, and is discharged by a special arrangement, which ensures a perfectly steady flow on to the wire part, which is arranged for a wire about 40ft. long and lOGin. wide. The couch rolls are 14in. and 18in. diameter, and the top roll is fitted with an ingeniously arranged self-acting brush for cleaning. The first press rolls are 14in. and lfiin. diameter, and the bottom roll is covered with an india-rubber jacket gin. thick. The second press rolls are of iron 14in. and 16in. diameter, all the wet felt rolls are of copper with wrought iron journals, and the felt-stretching rolls are arranged to stretch the felt simultaneously on both sides. There are ten cast iron drying cylinders each 4ft. Gin. diameter, driven in three sections with felt-drying cylinders each 2ft. 6in. diameter, the whole of the felt rolls being constructed of wrought iron tubes. There is a damping calender and two chilled iron rolls 12in. and I4in. diameter, bored through and fitted with brass nozzles and junctions. The finishing calender is also of chilled iron, the as un

common, 5s. to 5s. Gd.; burgy, about 4s. Gd., and good slack, 3s. Gd. to 4s. per ton.

Shipping has been quiet, with ordinary Lancashire steam coal delivered at the high level, Liverpool, or the Garston Dock, offering at about 7s. per ton.

Barrow.—Owing to the Whitsuntide holidays, the hematite pig iron market of North Lancashire is in a very stagnant condition. Little business is expected to come to hand this week from either home or foreign makers. Most of the large works in this district, I notice, have entirely suspended operations for the week. Where business is doing, the quotations accepted are those ruling last week, so that mixed Bessemer samples have changed hands at about 47s. Gd. per ton net at works. The output for some months past has, considering the dull state of trade, been well maintained, but the business received has not by any means been equal to the production, so that stocks have gradually been increasing. Steel makers are also affected by the holidays, and the business to hand from all quarters is restricted. Rails are in slow demand at about £4 10s. per ton net at works prompt delivery. Shipbuilders are completely at a standstill, and for some time no orders of importance have been received in the district. Engineers and boiler makers are but indifferently employed. Iron ore is selling slowly at low and unprofitable rates. Prices average about 8s. Gd. per ton net at mines. Heavy stocks are held, and some time must elapse before they will be worked off. Coal and coke quiet. Shipping dull.

THE SHEFFIELD DISTRICT.

(From our own Correspondent.)

The continued fine weather has caused a general drop in the value of coal, which is confined, however, almost exclusively to household sorts. The Nunnery Coal Company, which does a large business locally, has reduced by lOd. a ton, the point now realised being the lowest summer quotations as follows:—Hand-picked Silkstone branch, 13s. per ton; best Silkstone brands, 11s. 3d.; Silkstone screened, 10s. 5d.; seconds, 9s. 2d.; screened Silkstone nuts, 7s. Id. The Thorncliffe Collieries—Messrs. Newton, Chambers, and Co.—now quote at Park Station:—Best Silkstone, 13s.; thin seam, 12s. Id.; Silkstone nuts, 9s. 7d.; Silkstone brights, 10s.; common house, 9s. 7d.; screened softs, 7s. Id. In the best quality and in screened softs the prices are the same as at the corresponding period of last year; in other qualities 5d. per ton less. From the Thorncliffe Collieries the largest tonnage of house coal goes to London from South Yorkshire, and it is therefore interesting to note the prices from season to season. The Sheffield Coal Company, announces that it has taken over the sales of the whole of the coal by rail of the North Staveley Colliery, and is prepared to supply best hard steam or converting coal at 6s., and rough slack or burgy cobbles at 3s. 9d. per ton of 21 cwt. To this has to be added the wagon hire to stations in Sheffield district, Gd.; railway rates, from Is. to Is. 8d.

It was stated by me last week, on the authority of a correspondent, that the Midland Railway Company was trying two experiments on its fast trains between St. Pancras and Sheffield. On inquiry at Derby it is officially stated that the company is now making no experiments with electricity in any of its carriages. The correspondent wrote:—“The other night I left London at half-past five in a train lighted with electricity, which yielded a continuous and steady light; and without the engine whistling during the journey.” Was the correspondent deceived in his two senses, of sight and hearing, or has the company made experiments and abandoned them ?

was

THE NORTH OF ENGLAND.

(From our own Correspondent.)

The Cleveland pig iron trade was somewhat steadier towards the end of last week, and a fair amount of business was done. Prices have been firmly maintained. This week business has been almost at a standstill owing to the holidays. Iron is seldom found in quantity in second hands, and those consumers who have been withholding their orders are expected shortly to come into the market, as their stocks must be well nigh exhausted. The activity in shipments also tends to keep the market steady. No. 3 g.m.b., for prompt delivery, is offered at 37s. per ton, and it is difficult to get even small lots for less. Forge iron is becoming scarce, and the price is about 35s. Gd. per ton.

Several of the finished ironworks are closed this week, and unless orders become more plentiful some of them will have to remain so. Prices have not altered materially, and are as follows, viz.:—Ship plates, £5 to £5 2s. Gd. per ton; angles, £4 15s. to £4 17s. Gd.; and common bars, £5 2s. Gd. to £5 5s.; all f.o.t. at makers’ works, less 2^ per cent, discount. Large and favourable specifications might be placed at slightly below the lowest figures named.

The shipping returns for last month show that 94,750 tons of pig iron and 45,171 tons of manufactured iron and steel were sent away from the Tees. This is a great improvement on April, when the quantities were, pig iron, 78,287 tons; and manufactured iron and steel, 32,411 tons. In May the principal items in the exports’ statement for pig iron were as follows:—Scotland, 21,762 tons; Germany, 20,520 tons; Wales, 8150 tons; Russia, 7730 tons; Holland, 7031 tons; and France, G275 tons.

A meeting of the Board of Arbitration will be held on June 9th to consider the question of reducing ironmakers’ wages 10 per cent. If the matter be not mutually arranged in the meantime, an arbitrator will be chosen to decide it. The reduction now asked for by the employers would bring wages 7^ per cent, lower than they have ever been.

The Eston Steel Works are closed this week, but it is expected that they will be restarted on Monday next.

Owing to the great depression in the shipbuilding trade, the shipbuilders of Stockton, Middlesbrough, and Hartlepool, have given notice for a further reduction of wages, to take effect on and after July 2nd. Platers, cutters, and caulkers are to be reduced 2s. per week when working on time, and 10 per cent, off piecework prices; rivetters, 2s. per week time rates, and 7h per cent, piecework; holders, Is. on new, and 2s. per week on old work; joiners, Is. Gd. per week; smiths, 2s. per week; riggers, sailmakers, painters, fitters, drillers, strikers, and labourers, Is. on time, and 2s. piecework rates. This would bring wages in shipyards down to the same level as in 1879.

Owing to scarcity of orders, Messrs. Palmer’s Iron and Shipbuilding Company has been compelled to close its yard at Wellington Quay for the present. This firm now employs only about 1700 or 1800 men, whereas a short time ago they employed about 3500.

The new bronze monument to the memory of the late John Vaughan was unveiled on Whit-Monday by Sir J. W. Pease, M.P. It is situated on an open space of ground between the Middlesbrough Exchange and the railway station. As a work of art, the figure itself may be described as a fair, but certainly not high-class, production. Had it been otherwise, it would have cast into the shade the neighbouring monument of the late Mr. Bolckow, which might have been modelled by an ordinary pattern-maker and cast in an ordinary foundry. The semi-relief designs forming the panels in the pedestals of Vaughan’s monument are wretched in the extreme both as designs, models, and castings. Certainly neither monument is properly a subject for jubilation.

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The Glasgow warrant market has, if possible, been more dull and lifeless this week than last. There is no attraction whatever for speculators, and the quotations continue gradually to decline. Prices were lower this week than they have been—with the exception of 1879—since 1853, and there does not seem to be much probability of their downward progress being yet arrested. The shipments of Scotch pigs in the past week compared well with those of the corresponding week of 1883, fair cargoes being sent to America and the Continent. The home inquiry is becoming sensibly restricted. The reduction of the stock of pig iron in Messrs. Connal and Co.’s Glasgow stores for the week is much smaller than of late, and it is believed that stocks are accumulating in some makers’ yards.

Business was done in the warrant market on Friday at 41s. 2id. cash. The market was closed on Whit-Monday. On Tuesday transactions took place at 41s. Business was done on Wednesday at 40s. lOd. to 40s. llid. cash. To-day—Thursday—the market was firmer, with business up to 41s. l^d. cash, and 41s. 3d. one month.

The market values of makers’ iron are:—Gartsherrie, f.o.b. at Glasgow, per ton, No. 1, 51s.; No. 3, 50s.; Coltness, 56s. Gd. and 50s.; Langloan, 52s. 6d. and 51s.; Summerlee, 51s. and 47s.; Calder, 52s. and 46s. Gd.; Carnbroe, 50s. 6d. and 47s.; Clyde, 47s. 6d. and 45s.; Monkland, 43s. Gd. and 40s. 3d.; Quarter, 42s. and 40s. 3d.; Govan, at Broomielaw, 42s. 6d. and 40s. 3d.; Shotts, at Leith, 51s. Gd. and 51s.; Carron, at Grangemouth, 48s. (specially selected, 54s.) and 47s. Gd.; Kinneil, at Bo’ness, 44s. Gd. and 43s. Gd.; Glengarnock, at Ardrossan, 50s. Gd. and 44s.; Eglinton, 44s. 6d. and 41s.; Dalmellington, 47s. and 43s.

The foundries are in many instances yet busy over general work, of which there appears to be a considerable amount available, both for home and foreign customers. On the other hand, the forges are getting slacker at the steel as well as the ironworks. Merchants have made a considerable reduction in some classes of malleable goods. Bars, flats, rounds, and squares, are now quoted at £5 10s.; nail rods, £5 17s. 6d.; angles, £5 7s. Gd.; sheets, £7 5s.; ship plates, £6; boiler plates, £6 17s. Gd. to £8 17s. 6d; specially good plates for boiler bottoms being nominally £9 5s. There is also a reduction of 10s. to 20s. in the price of cast iron water and gas pipes.

In the coal trade there is rather less inquiry on the part of the home consumer. Furnace coal is not so much wanted as of late, but there is a fair inquiry for steam coals, and the shipping demand is moderately active. Among the shipments of the past week were 3200 tons to San Francisco, 2300 to Canada, 1800 to Bordeaux, 700 to Odessa, 640 to Valparaiso, 630 to Liban, 350 to Calais, and smaller quantities to other places. The prices at the Glasgow ports are practically unchanged. At the Ayrshire ports business is rather slack. The output at the Fife collieries is reported to be for the most part disposed of readily. As the prices have lately been lowered in north-eastern districts of England which compete with the Scotch east coast, the quotations at Fife

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since

THE PATENT JOURNAL.

Condensed from the Journal of the Commissioners of Patents.

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

y, U.S.)

Bed Bottoms for Children’s Cots, Ac., P. Jonsen.—(/’. Kuschla, Germany.)

8292.    Heating Asimialte, G. Walker, Loeds.

8293.    Gauging IIatoiieth, G. Walker, Lcods.

8294.    Contracting Perambultors, A. Harvie, London.

8295.    Amalgamating or Separating Metals, J. A. Mays, London.

8296.    Substitute for Whalebone, F. M. Lyte, Putnoy.

8297.    Adjusting Door Knobs, C. Tighc, London.

8298.    Window Blinds, F. Normandy, London.

8299.    Gun Carriages, C. T. M. V. do Bange, Paris.

8300.    Hulling Grains, W. Van V. Lidgerwood, New York.

8301.    Card-playing Marker, A. M. Clark.--(G. W. Hyatt, New York.)

8302.    Spinning Frames, A. M. Clark.—(/. J. Bourcart, Switzerland.)

8303.    Automatic Safety Appliance for Elevators, J. H. Johnson.—(J. Hodges, New Jersey, U.S.)

8304.    Regulating the Pressure of Crushing Rollers, W. R. Lake.--(J. S. McDonald, Louisiana, U.S.)

8305.    Indicating the Proper Working of Electrical Annunciators, J. K. D. MacKonzlo, London.

8306.    Sketching and Painting, E. A. Atkyns, London.

8307.    Electric Bells, W. R. Lake.—(C. F. dc Redon, Paris.)

28(5 May, 1884.

8308.    Washing Wool, Ac., J. and W. McNaught, jun., Rochdale.

8309.    Steam Traps, H. Lancaster and R. F. C. Tonge, Pendleton.

8310.    Brake for Perambulators, O. Barnsdale, Nottingham.

8311.    Pedals for Velocipedes, J. E. Dixon, Nottingham.

8312.    Lawn Tennis Marker, J. Bates, Higham Ferrers.

8313.    Sweeping, Ac., Flues, Ac., J. Brooks, Bury.

8314.    Collar, (fee., Studs, Ac., T. W. Jones, Birmingham.

8315.    Bicycles, H. Foster, Rye.

8316.    Plaited Wire Fabrics, A. Arnold and A. Winks, Halifax.

8317.    Hygiene or Sanitary Concrete, J. Fottrell, Dublin.

8318.    Retaining Flame on Lucifer Matches, W. Wilson, Sunderland.

8319.    Printing Textile Fabrics, T. Briggs and E. Webb, Salford.

8320.    Filtering Liquids, J. P. Jackson, Liverpool.

8321.    Cleaning, Ac., Powders, Ac., W. S. Stanton, Liverpool.

8322.    Ovens or Stoves, F. Hocking, Liverpool.

8323.    Ornamentation and Prevention of Dust, Ac., Accumulating in Corners of Rooms, Ac., G. Walkor, Birmingham.

8324.    Brace Buckles, G. Walker, Birmingham.

8325.    Self-adjusting Pulley for Window Blinds, W. P. Bayliss, London.

8326.    Expanding Lock, F. E. Taylor, Birmingham.

8327.    Ovens W. Smith, Durham.

8396.

Carding Enoines, H. W. Whitehead and J. W. Gaunt, Yorkshire.

8397.    Hollow India-rubber Balls, P. Jenson.—

(Vereinigte Gummi Waaren Fabriken Harburg Wien, Germany.)

8398.    Joints for Pipes, C. D. Abel.— (G. Oestin, Berlin.)

8399.    Cartridge for Rifles, J. P. Pieri, London.

Doffer-plate of

n, Man-

ports for shipment are still comparatively small. At Burntisland the quotations range from 6s. 6d. to 6s. 9d. and 7s. f.o.b., the prices being 3d. less at the other ports. Coal freights to the Baltic are a shade firmer, and there has been a large export of coals from Grangemouth, the total being 10,490 tons.

The miners in the large colliery districts are still pursuing their policy of restricting production, in the hope of thereby increasing wages. But they have scarcely any chance of success. In Fife and Clackmannan the men have assumed a serious position. They demand an increase of 15 per cent, on their wages, and if this is not conceded they threaten to work only four days a week. The employers, on the other hand represented as determined that the not be permitted to descend the pits unless they agree to work according to the contract rules, which require eleven days out of the fourteen as a minimum. In these counties the miners have been very troublesome for a long time, and it would not be surprising were the employers to lock them out.

The Caledonian Railway Company is endeavouring to compel a large number of its servants to work twelve, instead of ten hours, as at present.

At a meeting of the Mining Institute of Scotland a few days ago, a committee appointed to visit the Alloa Coal Company’s pit, where the Harrison mining machine is at work, presented a favourable report, showing that the cost of cutting coals by this process is less than by manual labour.

The directors of the Midlothian Oil Company have reported that they have encountered serious obstacles in carrying on the business. The Young and Beilby retorts have not proved cessful as was anticipated; the buildings and plant acquired from the Straiton Company have required not merely renovation, but almost entire reconstruction; and the former mode of working has proved defective. The output has frequently been stopped by “sits” or “creeps,” and the cost of supporting the roofs has been very great. To obviate these difficulties, they propose to issue new and preference capital to the extent of £32,000.

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

The scientific progress in iron and steel was never more signally shown than at Cyfarthfa. Formerly there were eleven furnaces at work thorc, filling the valley with smoke; now there are only threo, which at half power will turn out as much as all the others formerly did, while, by the utilisation of gas, the smoke is greatly abated. Steady progress is being made with tho steel works. The pig at the new furnaces is of exceptionally good character. It is evident that by tho water power at command that Cyfartha will bo much better jilaced than any of the other works, some think £’l per ton better. Mr. Edward Williams, of Middlesbrough, at the Cardiff water inquiry, stated that a compensation of Gin. of water to Cyfarthfa was more in value than several hundred thousand pounds.

Tho only branch of tho iron and steel trades now that exhibit anything like activity are those devoted to the make of tin bar. The tin-plate trade is cxccntionall/ brisk at present, and it has been definitely decided to start three of the old works forthwith, one at Llangennech, the second at Penclawdd, and the third at Llantrissant.

Steel plates are in good demand, and the best brands are most in request.

All sorts of cokes are selling well at prices varying from 15s. 3d. to lGs., and large quantities are booked in advance.

It is evident that the other industries of Swansea are tolerably busy, as well as the tin-plate works, seeing the large imports—12,000 tons of ores and pig came in this week.

Considerable attention has been excited by the harbour of refuge scheme brought forward by Sir H. H. Vivian, Bart., M.P., before the House. If carried, there would be a great future for Swansea. Even should this not be carried, there is a good deal of hopeful anticipation in regard to Khondda coal being brought to Swansea by the new line. This must materially increase exports.

A new wagon and foundry company, to be called the Atlas, has been started in Cardiff.

This week has been somewhat of a broken one on account of Whitsuntide, and the total output of the principal collieries for the week will be lessened considerably from the old average. Up to Wednesday evening large bodies of colliers had not returned to work.

I know of one colliery now where a loss is sustained of Is. per ton on every ton brought to bank. It is as in every trade; some coalowners command a business, and can get a shilling per ton more than others. The mass struggle, and but for the run of good times some must have gone to the wall. The coal trade may be regarded as firm, though an easier tone has prevailed Monday. Small coal is a drug, and will remain so until we get the long-expected spurt in the iron and steel trades.

There has been some little commotion amongst the anthracite miners, and meetings have been held. At one meeting this week, Sir. Abraham in the chair, it was ruled that the question of payment for double shift working be left with the men.

A Mr. Harris, of the Deep Navigation, pointed out very forcibly of late the non-return of the day labourers, and the irregularity of colliers generally, amount simply to theft from the coal-owner. There are certain working expenses going on—such as horses, engines, furnaces, <fec.—which cannot be lessened, and to meet this there is a reduced output.

The total export of coal last week from the Welsh ports was very large, owners having a lively apprehension of the stagnation that would follow Whitsuntide. Cardiff alone sent 160,000 tons to foreign destinations.

It is widely rumoured about the steel works that a reduction is probable. I should not be surprised, seeing the slackness of the trade, and advices from America are not reassuring.

27th May, 1884.

8247.    Circular Knitting Machines, W. T. Rowlett, Leicester.

8248.    Combination Ruler, D. Freeman, Birmingham.

8249.    Flushing Wash-out Closet Basins, Ac., T. W. Twyford, Hanloy.

8250.    Window Fastening, W. and W. G. Macvitie, Sutton.

8251.    Attaching Cupboard Turn Tongues to their Spindles, W. and W. G. Macvitie, Sutton.

8252.    Steam Vulcanising India-rubber Textures, W. Coulter, Manchester.

8253.    Flour, H. Allgood, Boston.

8254.    Dyeing Fibrrous Materials, J. Farmer.— (A. Lalance, Mullhouse.)

8255.    Metallic Tea Kettles, W. H. and B. Jones, Wolverhampton.

8256.    Patent Plates for Building in Concrete, B. Reynard, Barrow-in-Furness.

8257.    Furnace Bars, H. W. Sharpe, Liverpool.

8258.    Heald Machines, J Robertshaw, Thornton.

8259.    Glazing, F. W. Primroso and J. Mellowes, Sheffield.

2860. Treating Saccharine Juices, A. M. Clark.—(L. M. Campi, Havana.)

8261.    Grates, B. J. B. Mills.—(T. Kirkwood, Chicago.)

8262.    Pipes and Pipe Joints, F. Jackson, Nottingham.

8263.    Fixing Coatings of Paste, E. Capitaine.—(IF. Wepler, Germany.)

8264.    Rings for Pistons, Ac., W. Buckley, Sheffield.

8265.    Fireproof Discs, R. Gosling, Ipswich.

8266.    Disintegrating Lump Salt, Ac., T. ITiggin, Liverpool.

8267.    Shaft Protector for Carts, Ac., W. Hough, Headingley.

8268.    Treating Steel, R. Iladfield, Sheffield.

8269.    Grinding or Crushing Mills, J. T. Andrews, Tottenham.

8270.    Self-closing Burglar-proof Window Fastener, R. W. Gardner, London.

8271.    Portable Hydraulic Test Pump, J. J. Royle, Manchester.

8272.    Latches and Locks, W. Bradley, Sheffield.

8273.    Portable Galvanic Batteries, 8. II. Emmens and the United Patents Corporation, London.

8274.    Electrical Switch and Cut-out, S. II. Emmens and the United Patents Corporation, London.

8275.    Electric Wheel, S. II. Emmens, O. March, and the Unitod Patents Corporation, London.

8276.    Automatic Signalling Target, L. A. Groth.— (/’. Ceroni and G. Bregoli. Italy.)

8277.    Sea-going Vessels, J. Gnrtner, New York.

8278.    Railway Signals, W. C. Beckwith, Pennsylvania, U.S.

8279.    Railway Signals, W. C. Beckwith, Pennsylvania, U.S.

8280.    Lubricators, R. Baird, Glasgow, and C. R. Boult, Liverpool.

8281.    Treating Cotton Seed, P. M. Justice.— (The United States Cotton Seed Cleaning Company, New York.)

8282.    Lifting Apparatus, J., A., and T. J. Crossloy, Failswortli.

8283.    Suspending Shades of Lamps, G. Spcrryn, Birmingham.

8284.    Fishino or Trawlino Apparatus, S. Kemp, London.

8285.    Preparing Oxygenated Air, G. F. Rodfem.— (A. Stamm, Coloi-ado, U. S.)

8286.    Roller Mills, J. Wobor-Rothmund, Switzerland.

8287.    Distillation of Herbaceous Substances, A. Marcscot, London.

8288.    Breech-loading Guns, C. T. do Bange, Paris.

8289.    Studs or Buttons for Shirts, S. T. Howard, Rhode Island, U.S.

8290.    Railway Rails, S. Pitt.—(F. B. Stevens, New Jerse

8291.

8328.    Regulating Electric Currents, A. B. Holmes and J. C. Vaudrey, Liverpool.

8329.    Obtaining, Arc., Motive Power, H. M. Nicholls, London.

8330.    Folding Grapnels, H. C. Chester, Noank, U.S.

8331.    Boots and Shoes, F. R. Crawshay, Pontypridd.

8332.    Compound for Protecting Metals, Arc., J. Haut-rive, Lille, France.

8333.    Portable Wire Rope and Cable Stopper, V. W. Hall, London, and H. E. Lester, Essex.

8334.    Chimney Tops, Arc., C. Dolin, Brixton.

8335.    Boots and Shoes, G. Cornelius, London.

8336.    Stove and other Ornaments, F. W. Sclireiber, London.

8337.    Snap Fastening for Harness, A. J. Boult.— (Mdme. Guindet, France.)

S338. Scarifying Macadam and other Roads, G. G. Rutty, London.

8339.    Shutting and Opening Hoist Wells, Arc., J. Stones, Ulverston.

8340.    Concentrating, Arc., Mixtures of Liquids, E. G. Brewer.—(P. de Puydt and II. Cortois, Brussels.)

8341.    Heels of Boots, Arc., H. J. Haddan.—(F. Bouhon, Verniers, Belgium.)

8342.    Taps and Cocks, C. M. P. Lafit, Brighton.

8343.    Ball Valves, C. M. P. Lafit, Brighton.

8344.    Preventing Stoppages in Ascension Pipes, H. E. Newton.—(A. Klonne, Dortmund.)

8345.    Ventilating Mines, Aic.,W. H. Chapman, Lady-well.

8346.    Feed-water Apparatus, W. F. von Nottbeck, Lielax, near Tammerfors.

8347.    Rowing Crutches, A. E. Maudslay, Little-bourne.

83(8. Paper, W. W. de la Rue, London.

8349. Boilers, Arc., J. II. Irwin, Sunderland.

8850.    Steam-traps, W. F. von Nottbeck, Lielax, near Tammerfors.

8851.    Photographic Apparatus, L. M. Messinesi, London.

8352.    Apparatus for Collecting Tickets, Arc., T. A. Middleton, London.

8353.    Tobacco-pipes, J. G. Harcourt, London.

8354.    Drawing Metallic Wires, E. Edwards.—(/. M. Buis son, Belmont, France.)

8855. Treating Copper, A. M. Clark.— (F. Wirth and Co., and W. Braun, Frankfort-on-the-Maine.)

29th May, 188 (.

8356.    Felt Hats, G. and J. Hilton, Ashton-under-Lyne.

8357.    Obtaining Illuminating Gas, Ac., H. Kenyon, Manchester.

8858. Interchanging Power and Speed in Velocipedes, P. W. Joyce, Rathminos.

8359.    Kettles, W. J. Wolch, Birmingham.

8360.    Feeding Sheets of Paper to Printing, Ac., Machines, J. J. Allen, Halifax.

8361.    Necklets and Bracelets, G. II. Court, Birmingham.

8362.    Tricycles, J. Bullock, Featherstone.

8868. Fixing Harrow Teeth, T. Girfttt, Bedford.

8364.    Steam Boiler Tubes, W. Bentley, Middles-brough-on-Teos.

8365.    Thread Measurer, T. G. Coats and T. Watson, Paisloy.

8366.    Attaching Springs to Hat Leathers, F. W. Chootham, Hyde.

8367.    Fastenings for Boots, Ac., H. Mason, Manchester.

8868.    Pipe-cutters, IT. Mtlnzing.—(C. C. Walworth, Boston, U.S.)

8869.    Ink-bottles, W. II. Baines, Sheffield.

8370.    Spades and Shovels, W. Mills, Woodhouso Forgo, near Sheffield.

8371.    Stoppering Bottles, S. Skerritt, Sheffield.

8372.    Firmer Chisels and Gouges, J. F. Gill, Sheffield.

8373.    Balancing, Ac., Sliding Window Sashes, F. J. McAdam and II. Jones, Liverpool.

8374.    Retarding, Ac., Engines, &c., R. Hill and J. Darling, Glasgow.

8375.    Coal Bunkers, J. Darling, Glasgow.

8376.    Electric Automatic Fire-alarms, A. C. Brown, Rothorhitlie.

8377.    Turning the Barrels of Birdino and other Light Guns, G. H. Turner, Birmingham

8378.    Chimneypots, W. Roberts, Farnwortli.

8879. Foundations of Card Clothing, C. Roberts, Wcstgate.

8380.    Pickling, Ac., Iron Plates, M. Williams, Breckonshiro.

8381.    Waterproof Ci.othino, R. 8. Moss, London.

8382.    Tennis Balls, R. S. Moss, London.

8883. Metallic Boot Protectors, E. J. Witchell, London.

8384. Capstans, H. J. C. Kcymer, Gorleston.

8885. Stencils, D. Gestetner, London.

8386.    Preparing Peat for Making Paper, A. J. Boult. —(A. Ubbelolule, nee Poppe, Hanover.)

8387.    Shuttle-guard for Looms, R. Smyth, London.

8388.    Bicycles, Ac., F. Beauchamp, London.

8889. Looms for Weaving, G. H. Hodgson and W. Tetley, Bradford.

8399. Partial Separation ofScHAFFER’sMoNosuLPiio-acid from tho Alphamonosulpiio-actd of Beta-naphthol, II. J. Haddan.—(The Farbenfabriken vonn. Fr. Bayer and Co., Germany.)

8391.    Determining the Relative Motion of Bodies, II. S. H. Shaw, Bristol.

8392.    Harness, S. Calley, London.

8393.    Controlling Motion of Ships and Vessels, S. Callcy, London.

8394.    Mariners’ Compass, S. Pitt.—(M. G. Vandcn, Leyden.)

8395.    Hot-water Coils, Ac., W. G. Cannon, London. Imparting Motion to the

30th May, 1884.

8400.    Controlling Electrically the Motion of Engines, A. E. Porte and E. Manville, Dublin.

8401.    Fitting Swing Trivets to Fire-grates, Ac., F. H. White, Liverpool.

8402.    Small-arms, C. O. Ellis and E. W. Wilkinson, Birmingham.

8403.    Drying Pile, Ac., Fabrics, H. Lister, Huddersfield.

8404.    Pumps, W. Cowley, Liverpool.

8405.    Corsets, W. Comer, Kingston, Portsmouth.

8406.    Advertising Machine on Wheels, A. W. H. Wood and A. Sinclair, Ullesthorpe, and G. E. Peake, Leicester.

8407.    Tricycles, Ac., J. S. Edge, Birmingham.

8408.    Bullet, J. Leadbeter, South Yorkshire.

8409.    Distilling Mineral Oils, Ac., W. Young, Priorsford, and G. T. Beilby, Midcalder.

8410.    Withering and Drying Tea-leaf, Ac., J. Dick, Glasgow.

8411.    Metal Protectors for the Soles and Heels of Boots, Ac., S. andG. Fox, Birmingham.

8412.    Drill Stock, J. L. Sliorrock, Accrington.

8413.    Actuating Mechanism of Paddle Steam Vessels, J. Dean, Liverpool.

8414.    Draw-bar Hooks, T. Southworth and J. Glover, Liverpool.

8415.    Chimney-tops, J. Bricrley, Blackburn.

8416.    Spring Attachment for Braceb, Ac., J. Caulkin, Handswortli.

8417.    Steam Washers, J. H. Clark, Leeds.

8418.    Wire Fencing, P. S. Brown, Inverness.

8419.    Needles, J. Darling, Glasgow.

8420.    Revolving Centres for Spinning Lathes, C. H. Bingham, Sheffield.

8421.    Shears, W. Wilkinson, Grimesthorpe.

8422.    Registering Apparatus, A. Gilbert, Worcester Park, and G. Wells, London.

8423.    Refrigerators, W. T. H. Carman.—(F. Trdgner, Dreihunken, and F. J. and A. Zelenka, Teplitz.)

8424.    Rollers for Power Looms, &c., J. Maynes, London, and C. L. Watcliurst, Lee.

8423. Fixing Woven Wire Mattresses on Bedsteads, W. L. and R. Pearson, Dublin.

8426.    Frictional Clutch or Coupling, W. J. Fraser, London.

8427.    Studs, R. B. Blackhurst, Birmingham.

8428.    Iron Railway Sleepers, A. Milrklin, Hoerde.

8429.    Furniture Legs, J. H. Johnson.—(C. Peschke and Co., Berlin.')

8430.    Diamond Roofing, C. Kilmister, Brighton.

8431.    Feeding Bottles, A. Gent, Cricklewood.

8432.    Shaft-tug, J. G. Shipley, London.

8433.    Forked Hoes, J. Davidson, Comber.

8434.    Heating Apartments, J. D. Garrett, Southwold.

8435.    Locomotive Head Lights, W. O. Felt, London.

8436.    Hygeian Rotary Saddle or Seat, J. E. Mortimer, London.

8437.    Combined Cigar Punch and Pocket Knife, T. Crookes, Sheffield.

8438.    Actions of Drop-block Rifle-arms, J. P. Pieri, London.

8439.    Knotting and Tying Mechanism, W. McI. Cranston.—{The Walter A. Wood Mowing and Reaping Machine Company, New York.)

8440.    Reaping Machines, W. McI. Cranston and T. Culpin, London.

8441.    Swimming and Life Belts, Count de Godde-de-Liancourt, London.

8442.    Driving Gear for Velocipedes, H. Lewis, Edmonton.

8443.    Electric Arc Lamps, C. Lever, Bowdon.

8444.    Steam Washers, J. Child, Headingley.

8445.    Pedal Action for Pianofortes, E. G. Brewer.— (/•’. Hummel, Antwerp.)

8446.    Lubricating Drawing-off Spindles, G. Hodgson, Bradford.

8447.    Bracket for Electric Lamp, W. E. II. Scharina, Charlton.

8448.    Electric Switch, E. F. H. Lanckert, Charlton.

8449.    Barbed Metal Fencing, C. D. Abel.— (J. J. Mouton, Paris.)

8450.    Portable Fencing, R. Robin, London.

8151. Pencil Holders, B. Willcox, London.

8452.    Moistening Stamps, &c., B. Gtiindler, Gormany.

8453.    Coke Ovens, II. H. Lako.—(Wirlh and Co., Frankfort-on-the-Main.)

8454.    Measuring Liquids, H. H. Lake.—(/. Galasse Brussels.)

8455.    Bedstead, H. Williams, London.

8456.    Propelling Ships, J. A. Novello. Genoa.

8457.    Tempering, &c., Steel Projectiles, G. Wilson, Sheffield.

8458.    Combined Casting and Foroino of Hollow Shafts, S. Lake and W. Hope, Milford Haven.

8459.    Supporting Lamp Shades, L. Gye, London.

8460.    Transporting Goods, &c., by Electricity, F. Jonkin, Edinburgh, and A. 0. Elliott, Symington.

31 st May, 1884.

8461.    Bref.ch-loadino Small-arms, C. G. Bonehill, Birmingham.

8462.    Cigarette Paper, J. McGovern, Liverpool.

8463.    Photographic Cameras, S. D. McKclle:

Chester.

8464.    Automatic Water Waste Preventer, J. C. Kent, Bedfont.

8465.    Combined Bicycle Saddle, Spring, and Tool Bag, J. Leo and E. Whitington, Brighton.

8466.    Valves and Taps, A. Metcalf. Preston.

8467.    Water Tuyeres, W. Dodd, Tipton.

8468.    Cabinet Stand Wash Basins, <fcc., II. Sutcliffe, Halifax.

8469.    Smai.l-arms, C. G. Bonehill, Birmingham.

8470.    Photographic Camera, J. Joyner, Cheltenham.

8471.    Breech-loading Small-arms, C. G. Bonohill, Birmingham.

8472.    Bicycles and Tricycles, E. W. Hcwctt, Bishops Waltham.

8473.    Registering Apparatus, J. Bambcr, Liverpool.

8474.    Stoves, W. Crook, Salisbury.

8475.    Turning, &c., Metal Frames, Arc., J. Saunders, Liverpool.

8476.    Increasing the Speed of Bicycles, J. E. Dixon, Nottingham.

8477.    Fixing Garnett Saw Teeth, E. Wilkinson, Marsdcn.

8478.    Cleaning Winding Framb Traverse Brushes, I). Tomlinson, Accrington.

8479.    Bleaching Cotton Fabrics, F. A. and F. A. Gatty, Accrington.

8480.    Driving Straps, G. Howe, Bury.

8481.    Combination Lock and Fastener for Velocipedes, W. Wiggett, London.

8482.    Closino Device for Umbrellas, &c., P. and J. Morot, Lyons.

8483.    Speed or Revolution Counters, T. W. Harding, Leeds.

8484.    Bobbin Winding Machines, E. S. Bond and S. W. Johnson, Birmingham.

8485.    Syphon Flusher for Sewerage Drains, W. Nicol, Buckhaven.

8486.    Device for Gripping Wire Ropes, J. Broughall, Birmingham.

8487.    Safety Lamps for Mines, R. and J. Foster, Wigan.

8488.    Curing Damp Walls of Houses, E. Capitaine, London.

8489.    Gas Motor Engines, G. Green, London.

8490.    Reduction of Ores, &c., F. Siemens, London, and J. G. Gordon, Landore.

8491.    Heating of Boilers, F. Siemens, London.

8492.    Iron and Steel, F. Siemens, London, and J. G. Gordon, Landore.

8493.    Cylinder Printing Machines, A. Paton, Leeds.

8494.    Propulsion of Steamships, <fcc., J. G. Boutland, St. Anthony's.

8495.    Separating Alpha-Monosulpho Acid of the Betanaphthoi., H. J. Haddan.—(The Farbenfabriken

vorm. Fr. Bayer and Co.)

8496.    Heating Water by the Flame in the Combustion of Kerosine, G. Ewart, London.

8497.    Electrical Accumulators, A. C. Henderson. —(J. J. Barrier, F. Tourvieilli, & J. E. Legay, Paris.)

8498.    Machine for Coating Pills, J. W. Pindar, Camberwell.

8(99. Condenser Oils, T. G. Dow, Lanark.

8500.    Detecting Presence of Gas, W. E. Garforth, Norman ton.

8501.    Gathering Corn, &c , into Sheaves, C. Kings-ford, Kingston-on-Thames.

85 2. Osmose Treatment of Saccharine Liquors, J. Imray. -(//. leplay, Paris.)

8503.    Measurement of Electrical Conditions, W. Rowbotham, Woolwich.

8504.    Measuring Resistance of Conductors of Electricity, W. Rowbotham, Woolwich.

8505.    Couplings for Railway Carriages, Ac., T. Bolt, Middlesbrough-on-Tees.

8506.    Button-hole Scissors, H. J. Haddan.— (G. Thtis, Germany.)

8507.    Transferring Coal from Railway Wagons, G. Taylor, Penarth.

8608.    Combination Boards for Cleaning Knives, A. J. Howard, Chiswick.

8609.    Flexible Coupling, W. Lowrie, London.

8510.    Closing Bottles, Arc., T. H. Williams, London.

8511.    Perforating, Arc., Paper, S. P. Wilding.—(W. Hagelberg, Berlin.)

8512.    Revivifying Animal Charcoal, W. R. Lake.— (F. 0. Matlhiessen, Irvington, U.S.)

ABSTRACTS OF SPECIFICATIONS.

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

4394. Construction of the Cylinders of Steam Engines, R. Ogden and I. M. Lirsey, Ashton-under• Lyne.—14(5 September, 1883.    4d.

The object is to obviate unequal expansion and

a con-

commu-

move on

is cans mechanism.

retorts with

ow waifs for heating

the

IF. R.

1883.

se of load-ced to tho

the

eye

6d.

other

to the construction of carr for conveying the sheets to

4988.    Gunpowder, T. Nordenfelt, London.—19(4 October, 1883.    6d.

The inventor claims, First, gunpowder moulded into blocks with indentations on two opposite faces; Secondly, gunpowder moulded into prismatic blocks with convex ends and with indentations on two opposite faces.

4989.    Apparatus for Preventing Down Draught in Chimneys, and for Promoting Ventilation and

THE WITHDRAWAL OF AlR OR GASES FROM ROOMS,

Sewers, or other Places, J. Baker, Penge.—19(4 October, 1883.—(Not proceeded with.) 2d.

Relates to an arrangement of revolving cowl.

The

This

wick

pro-

23rd October, 1883. Ad.

The object is to keep the gut in a lawn tennis bat tight, and to afford facility for tightening it up as required.

contraction of steam engine cylinders, and it consists in making them in the form of simple pipes, open at both ends, and forming the ports and arranging the valves in the end covers.

4439. Construction of Roller Mills, Ac., J. A. A. Buchholz, Twickenham.—17(4 September, 1883. Is.

This relates, First, to obtaining a “ distance adjustment ” between the rollers by means of anti-friction wheels and a cam-shaped rocking frame ; Secondly, to the arrangement of anti-friction rings and wheels carried by radius arms, and serving to support the rollers ; Thirdly, to an arrangement of driving gear consisting of pulleys and straps; Fourthly, to the employment of two narrow endless bands running in a trough in opposite directions to receive the meal from the upper and middle rollers; and Fifthly, to the construction and arrangement of a meal distributor to deliver meal into or from dressing and other machines.

4495. Rock-boring Machines, E. T. Hughes, London. —20th September, 1883.—(A communication from W. F. Heshuysen, Holland.) 6d.

This relates to improvements in the feed of the drill which works in a tube, to the end of which a block is fixed. A second block is connected by rods to the first block, but can be moved independently thereof. Both the blocks are acted upon by cams, and cause wedge surfaces carried by the blocks to grip and advance the drill.

4594. Dynamo Electric Machines, F. H. Varley, J. B. S. Shearer, IF. Beale, and K. H. Padbury, London. —26th September, 1883. 6d.

The armature, in the form of a cylindrical cage made of “ bar conductors,” placed parallel to each other and to the axis, rotates about an interior cylindrical field magnet and between annular outer field magnets. In magnetising steel wire the graduation from hardened to tempered wire takes place while the wire is surrounded by a helix through which stant electric current is maintained. A motor has a segment-shaped rocking armature capable of moving on a plane formed of electro-magnets which are successively excited by a suitable commutator.

4775. Producing Ornamental Stitching in Shuttle Sewing Machines, F. C. 0laser, Germany.—8th October, 1883.—(A communication from G. A. Greiner, Germany.)—(Not proceeded with.) Ad.

The appliances to enable ornamental stitching to be produced can be adapted to button-hole stitching machines, in which the needle bar, with the needle, has a lateral motion, or in which only a slide in the needle bar has such motion. The sliding needle yoke can receive one, two, or more needles, and the hole in the needle plate is widened for their passage. Means are provided to lengthen or shorten the course of the shuttle. For introducing insertion threads a special channel is formed by grooving the base plate and needle plate, such channel terminating in three or more apertures, according to the number of threads.

4859. Boot and Shoe Uppers, E. Kent, London.—12th October, 1883 —(Aot proceeded with.) 2d.

The uppers are made of an elastic porous fabric, consisting of elastic fibres woven with silk, cotton, or other material, and are woven so as to fit the foot without tho use of side springs or fasteners.

4884. Machinery for Ticketing Bobbins or Spools, E. 1 Vcild, Manchester.—13(4 October, 1883. 6d.

The bobbins are placed in separate cells of a box, which conveys them under a die plate, where a set of punches act upon a sheet of printed tickets, and force them on to the ends of the bobbins, which have been previously moistened by damper pads.

4935. Machines for Slubbino, Roving, Spinning, and Winding Fibrous Materials, IF. Tatham, Rochdale.—17<A October, 1883. 6d.

This relatos to the parts for carrying and holding the collars, tubes, and steps of the spindles of stubbing, roving, spinning, and winding machines; and it consists in making the parts to carry or hold the collars of the spindles in the form of a boss, split down one side, and provided with a set screw to tighten it on such collar.

4945. Conductors for Electrical Railways or Tramways, The executors of Sir IF. Siemens, Westminster.—17(4 October, 1883.—(Partly a nication from E. IF. Siemens, Berlin.) 6d.

This relates to slotted tubular conductors. The crossings are constructed of insulating material, the two parts of each conductor on each side of the crossing being electrically connected by a bridge piece. The switches are so arranged that they keep the slot of tho main line open for the passage of the contact slides, and are shifted either automatically or by hand when the contact slides are required to pass into the branch lines. The contact slides consist of a series of pairs of spring cheeks making contact with the inner surface of the tubular conductor; the cheeks are connected together and to the motor by a flexible conductor.

4947- Measuring Electrical Energy, The Executors of Sir IF. Siemens, Westminster.—17(4 October, 1883.— (A communication from E. IF. Siemens, Berlin.) 6d.

Two coils, forming a branch to the main circuit, are mounted freely on the annular pole of an electromagnet, through the coils of which a shunt current is led from the part of the circuit of which the consumption is to be measured. The coils are carried by arms from a central axis, urged by a spring to move in an opposite direction to that in which the coils the ring. The current being automatically interrupted at regular intervals, imparts a continuously oscillating motion to the coils and their axis, and this ed to give motion to any suitable registering

4951. Obtaining Illuminating and Heating Gases and Useful Products from Coal, Ac., H. Kenyon, Altrincham.—17(4 October, 1883. 8d.

The inventor claims, First, formi combustion chambers and lioll the retorts, and air and steam for use in the distillation of coal and other matters; Secondly, admitting ammoniacal vapour into retorts in the process of distilling coal; Thirdly, arranging the retorts to be worked in pairs, so that gases and ammoniacal vapour from one are passed into the other at suitable times; Fourthly, the production „of illuminating gas free or nearly free from carbonic acid and sulphuretted hydrogen; Fifthly, the production of gases for heating purposes having a small proportion of nitrogen by the destructive distillation of coal and other matters, superheated steam being delivered into the incandescent charge; Sixthly, treating ammoniacal vapours derived from the distillation of coal and other matters with salt brine, to obtain bicarbonate of soda and residual liquor containing chloride of ammonium; Seventhly, absorbers or apparatus for agitating salt brine in company with ammoniacal vapours and carbonic acid or spent heating gases.

4961. Apparatus for Electrical Heating, J. S. Sellon, London.—17(4 October, 1883. 6<(.

The current of air to be heated is causod to pass through the holes of a perforated slab of clay, perforations containing suitable coils of wire through which an electric current passes. The slab is contained in any suitable casing.

4967. Apparatus for Producing Intermittent or Flashing Signal Lights, IF. B. Rickman, London. —18(4 October, 1883.—(Partly a communication from R. and 0. Pintsch, Berlin.) 6d.

This relates principally to signal lights on buoys and lightships, which are supplied with illuminating gas under pressure, and it consists in rendering such lights intermittent or flashing, by causing the gas on its way to the burner to be cut off at intervals for a certain time by means of mechanism actuated by a movable part of the chamber, which is caused by th varying pressure to move alternately outwards during the inflow of gas, and inward during the outflow thereof.

4969.    Manufacture of Fabrics for Lining Articles of Clothing, S. Hinrichsen and S. Whitlow, Manchester.—18th October, 1883. 2d.

Consists in first dyeing or printing the fabric with any suitable colour or design or pattern, after which the fabric is subjected to a beetling, calendering with or without friction, hot pressing, or other finishing process.

4970.    Laying of Underground Electric Wires, IF. P. Thompson, Liverpool.—18th October, 1883.—

(A communication from J. F. Martin, Chicago, U.S.) 10 d.

This invention relates to an underground system for electric wires, in which means are provided in the conduit and its branches for allowing the wires to be carried through as they are needed; also to allowing access to the wires at any point; to means for insulating and supporting the wires; to providing currents of air; to coupling and uncoupling the wires; to preventing induction and to “elevated distributors.” There are fifty-nine claims.

4971.    Apparatus for Cutting Fibrous Materials, &c., IF. R. Lake, London.—\8lh October, 1883.—(A communication from I. A. Canfield, Middleton, U.S.) 6d.

Consists essentially in the employment of a metallic die or cutter having a blunt cutting edge, and an anvil, the latter relatively harder than the cutter.

4973.    Constructing and Applying Blocks of Concrete or other Materials for Building and other Purposes, which Method also Provides an Efficient Means of Ventilation,

Cornell, London.—1814 October, 1883.—(Not proceeded with.) 2d.

Tho blocks are constructed so as to leave air spaces in the interior of walls.

4974.    Braces or Suspenders, IF. Varney, London.— 1814 October, 1883. Ad.

The braces are furnished with cords and two pulleys.

4975.    Apparatus for Feeding Boilers or other Vessels Containing Liquids under Pressure so as to Maintain a Constant Level of Liquid therein, IF. H. Beck, London.—1814 October,

—(A communication from E. J. Varlet, Paris.) 2d.

Consists essentially of a hollow valve or tap having a rectilinear alternating movement or a continuous or alternating rotary movement, for taking from a water reservoir without pressure a volume of water which it afterwards conveys into and leaves in the boiler or other vessel it is required to feed.

4976.    Extraction of the Precious Metals from their Ores, Ac., A. P. Price, London.—18th October, 1883. Ad.

The ores are reduced to a fine state of division, calcined, and then subjected to a heating and calcining process with salt or other chlorides, and the resulting product submitted to the action of hydrochloric acid, the solution obtained being separated from the insoluble residue, and treated either with copper in a fine state of division or with sulphuretted hydrogen or a sulphide.

4977.    Breech-loading Fire-arms, E. Bled, Paris.— 1814 October, 1883.—(Not proceeded with.) 2d.

Consists essentially in the construction, combination, and arrangement of the lock mechanism whereby the gun is cocked by the motion of the barrels when breech end is thrown up for the purpo ing. The mechanism of the lock is redn simplest possible form, there being but three parts, viz., the mainspring, the combined hammer and tumbler and the sear, carried by the lock plate.

4978. Curtain-holdf.rs, F. Wirth, Germany.—ISth October, 1883.—(A communication from J. Vaas, Germany.) 6d.

The holder for curtain poles and rods is made adjustable so as to suit different sizes. The holder or knobs for looping up curtains are screwed into a block let into the wall, and can be changed without injuring such wall.

4979.    Castors for Furniture, E. French, Birmingham.—1914 October, 1883. Ad.

Relates to a ball castor, and consists in the manner of arranging a small ball above the larger or castor ball.

4980.    Manufacture of Anhydrous Sulphide of Zinc, E. Hill, London.—19(4 October, 1883.—(A communication from T. Macfarlane, Montreal.) id.

Relates to the manufacture of anhydrous sulphide of zinc by heating hydrated sulphide in the presence of chloride of zinc.

4981.    Bleaching and Purifying Oils, Ac., E. IF. Bell and IF. Fearenside, Liverpool.—19(4 October, 1883.—(Not proceeded with.) 2d.

Consists in submitting the oils when at a temperature sufficiently elevated to render them fluid and mobile, to the action of animal charcoal.

4982.    Dyeing and otherwise Operating upon Fibrous Materials, J. C. Mewburn, London.—19(4 October, 1883.—(A communication from J. Stoltz, France.)—(Not proceeded with.) 2d.

This relates to the use of suitable holders for combed or carded slivers, skeins, or warps, the object being to keep the fibres parallel and prevent them becoming entangled while being dyed.

4983.    Driving Tricycles, Ac., IF. P. Thompson, Liverpool.—19(4 October, 1883.—(A communication from N. M. Lawler, New York.) 6d.

Relates to improvements in the general arrangement of the driving gear.

4985. Windlasses and Capstans, J. and T. Reid, jun., Paisley.—19(4 October, 1883. 6d.

The inventors claim, First, the arrangement of a sliding collar, connecting the chain wheel and the pressure nut; Secondly, the adaptation of a bush or lining of brass, gun-metal, or other metal between the of the chain wheel and the shaft.

4986. Machine for Facing the Ends of and Turning or Boring Gas Retort Mouths, Pipes, or Valves, Ac., J. Ruscoe, Hyde, Chester.—19(4 October, 1883.

The object is to construct a machine for facing the ends of and turning or boring gas retort mouths, pipes, or valves, and the like, which are D, oval, or any other shape or section than round, by revolving the tool or the piece to be faced, turned, or bored.

4987- Apparatus for Feeding and for Gumming, Varnishing, Colouring, Sizing, and Oiling Sheets of Paper and Labels, J. J. Allen, Halifax. —19(4 October, 1883. 1a

Relates to improvements on patent No. 2096, a.d. 1881, First, to improved apparatus for cleaning rollers, or parts employed from superfluous gum or liquid deposited thereon. Secondly, to apparatus for supporting and guiding the endless bands or sheets which carry the paper or labels. Thirdly, to apparatus for gumming, sizing, varnishing, or colouring sheets on both surfaces. Fourthly, to apparatus for feeding and guiding gummed or pasted labels to bottles. Fifthly, to a stripper or apparatus for removing the sheets from the gumming or other rollers. Sixthly, ying or conducting sheet or from the gumming or other roller, and an improved arrangement of feeding, gripping, and gumming rollers, and guide and cleaning brushes or cleaning instruments.

4990.    Galvanic Batteries, G. C. F. Holmes, S. II. Emmens, and F. E. Burke, London.—19(4 October, 1883. 6d.

The cells are hermetically closed, and are charged and discharged by suitable pipes. The batteries may be mounted on trunnions, to facilitate the introduction and withdrawal of the fluids.

4991.    Apparatus used in the Manufacture of Gas,

J. Somerville, London.—20th October, 1883. 6d.

This consists, First, in casting on to dip pipes a funnel-shaped cup dipping into the liquid in the hydraulic main, and having a hole at bottom proportionate to the diameter of the pipe, the object being to relieve the retort from pressure of gas when the coal is being distilled; Secondly, in inserting in each chamber of a washer a number of short tubes, beneath the lower part of which is arranged a cup similar to that described for the dip pipe.

4992.    Looms, IF. IF. Melville, Beith, N.B.—20th October, 1883.—(Not proceeded with.) 2d.

This relates to looms for weaving two or more webs simultaneously, and it consists in the use of long mails formed by connecting two or more mails to act on the corresponding threads of each lino of warp, such long mails being attached to single jacquard harness and weighted. Mirrors may be arranged so as to enable the weaver to detect broken threads or imperfect weaving.

4993.    Grips for Cable Railways, B. J. B. Mills, London.—20th October, 1883.—(A communication from IF. H. Paine, Brooklyn, U.S.) 8d.

The endless rope passes round a drum at each end of the car, such drum being driven by a pinion on a hand shaft adjustable vertically, so that after releasing the grip it will, by a downward movement, engage a clutch pulley, on which a brake chain is coiled, gripping device consists of a series of sheaves, which, when brought into contact with the cable, run thereon, and are gradually locked to start the car.

4994.    Buffers of Railway Carriages, Ac., J. IF. Kelly, Dublin.—28th October, 1883.—(Not proceeded with.) 2d.

Consists in attaching to or forming on the face of the buffer or buffers at one end of the carriage or other vehicle a pin or stud. The adjacent buffer—or buffers—of the opposite carriage has an aperture in its face into which the pin of the opposite buffer enters when the faces of the buffers come together, and so this tends to prevent the jolting of the carriages or other rolling stock by steadying the train at points of great vibration.

4995.    Velocipedes, IF. II. Parkin and D. Davis, London.-—20th October, 1883. Ad.

The backbone is forked and bent at its upper end, so as to enable the saddle to be brought nearer the periphery of the driving-wheel.

4996.    Lawn Mowino Machines, T. Knowles, near Bolton.—20th October, 1883. 6d.

The object is to enable mowing machines to cut the grass growing at the edges of lawns, or upon borders or verges; and it consists in the use of revolving knives acting in conjunction with fixed blades, the revolving knives being situated at opposite sides of the frame and mounted upon opposite ends of shafts, which are caused to rotate by chain or other gearing. The rollers for supporting and driving the knives are placed behind such knives.

4997.    Folding Centre-boards, H. F. Martens and 0. F. C. Bannier, Germany.—20th October, 1883.—(Hot proceeded with.) 2d.

The keel of the vessel is composed of two parallel rails, between which four, six, or more blades are pivotted so as to partly cover each other, the pivots being arranged within tho keel behind each other. Chains may be used to raise or lower such folding centre-board.

4998.    Dust Collectors for Mills, Ac., P. Van Gelder, Sowerby Bridge.—20th October, 1883. 6<i.

relates to improvements in the dust collector described in patent No. 561, a.d. 1882, and consists, First, in the arrangement of a quiet time between the moment when the regular current is cut off and the reverse current enters, also the apparatus for effecting the same; Secondly, in the application of a return current of heated air and apparatus for heating and applying the same; and, Thirdly, the application of metallic skeleton cages inside the filter.

4999.    Fastenings for the Lids of Packing-cases, Ac., F. S. Ollard, Handsworth.—20th October, 1883. 8d.

A nut or screw box is secured at each corner of the case, and in it a screw works up and down, but cannot be withdrawn. The head of the screw passes through a hole in the lid of the case, from which hole a narrow slot leads to a smaller hole which will not allow the head of the screw to pass. The lid is shifted so as to bring the stem of the screw into the smaller hole, and a hook pivotted to the lid is turned so as to engage the stem, when the screw is driven home and secures the lid on the case.

5000.    Production of Mineral Phosphates from the Slags Resulting from Thomas’s Dephosphorising Process, Ac., C. D. Abel, London.—20th October, 1883.—(A communication from J. Brandt, Germany.)—(Hot proceeded with.) 2d.

The uncalcined slag is treated with aqueous or gaseous hydrochloric acid until all iron and manganese are transformed into chlorides, all phosphates have been rendered soluble, and all silicates and sulphides susceptible of decomposition have been decomposed. The hydrogen escaping can be used for lighting or heating or as a reducing agent. The extract obtained is evaporated to dryness, the acid employed being regained in the known manner, and the powder resulting being heated to redness in presence of a current of air or steam.

5003.    Reeds used in Looms, C. A. Burghardt, Manchester.—20th October, 1883. Ad.

This consists in electro-plating reeds or the metal from which they are formed, with a metal which will not rust.

5004.    Apparatus for Cleaning the Tubes of Steam Boilers, F. Geiler, Manchester.—20th October, 1883. —(A communication from 0. Wirth, Leipzig.)—(Not proceeded with.) 2d.

The object is to effect a complete cleaning of the tubes by means of points shaped like plough-shares, by which the coat of soot is not brushed or wiped off as heretofore, but broken up in particles and removed from the inside surface of the tubes.

5005.    Rollers for Window Blinds, Ac., T. Smith, Birmingham.—20th October, 1883.—(Not proceeded with.) 2d.

The object is the connecting or affixing of the blind to the roller and adjustable to any window, and to facilitate the raising and lowering of the blind.

5006.    Velocipedes, A. J. Eli, London.—20th October, 1883.—(Not proceeded with.) 2d.

Two large driving wheels are fitted to an axle made in three lengths so as to fold up into a small width, the joints of the lengths being formed by cones fitting into sockets. A skeleton frame attached to the axle carries the seat, treadles, and other gear. The steering is effected by handles, which release one wheel when turning, and the same handles apply the brake. The wheels are driven from pedals by chain or other gearing.

5007.    Pencil Cases or Holders, IF. R. Lake, London. —20(4 October, 1883.—(A communication from A. T. Cross, Providence, U.S.)—(Not proceeded with.) Ad.

This relates to holders in which the unused stub of lead is expelled from the carrier, and it comprises the combination with the crayon carrier of its operating mechanism, also of a carrier tube provided with spring jaws at its forward end for holding the crayon, with a spring arranged to act against the rear of the crayon, and adapted to eject the stub upon the arrival of the carrier at the propter ptoint near the lower end of the holder.

5008. Apparatus to be used in Telephonic Systems for Putting any of the Instruments Connected with a Central Station into Communication with each Other, IF. R. Lake, London.—20th October, 1883.—(A communication from H. T. Cedergren and L. M. Ericsson, Stockholm.) lOd.

This invention comprises the employment of one or more instruments at the central station for causing electrical impulses to be emitted from a battery to tho line wire, and the employment of one connecting instrument in each subscriber’s circuit. The complicated nature of the instruments and their couplings precludes description without the aid of illustrations.

5010.    Soldering Irons, J. 0. Fry, Nottingham.—22nd October, 1883.— (Not proceeded with.) 2d.

The copper bit is provided with a recess for holding the solder.

5011.    Electro-plating of Rollers, IF. Appleton,

Manchester.—22nd October, 1883.    6d.

To prevent the formation of gas bubbles upon the surface of the roller, it is rotated continuously, and is rubbed by a brush extending its entiro length and suspended from the cathode rod.

5012.    Fixing Metallic Letters and Devices to Cloth, Ac., J. H. Hollinghurst, London.—22nd October, 1883.—(Not proceeded with.) Ad.

Relates to the employment of a wire clip to attach the letters, Ac.

5013.    Spinning and Doubling. Cotton, Wool, Ac., IF. Leach and J. Pearson, Accrington.—22nd October, 1883.—(Not proceeded with.) 2d.

Relates to the arrangement of the spindles.

5015.    Pumps, <fcc., P. Jensen, London.—22nd October, 1883.—(A communication from J. Francois and G. Dubois, Seraing, Belgium.) 6d.

The bottom or end of the motor cylinder communicates with tho chamber between the inlet valve and the outlet or delivery valve, and is fitted with a float or piston. The admission of fluid pressure, such as compressed air or steam, to the top or other end of the motor cylinder, for the purpose of raising the water, is effected by means of a slide valve, which is impelled by the pressure fluid regulated by tappet motion from the float or piston.

5016.    Packing of Frilling, Fringes, Ac., J. MacCullum, Manchester.—22nd October, 1883. 6d.

Relates to the mode of packing frilling, Ac., and to the means for withdrawing the same.

5017- Apparatus for Extinguishing Lamps and Trimming Lamp Wicks, G. IF. Smiley, London.— 22nd October, 1883.—(A communication from T. J. L. Smiley and C. H. Stombs, San Francisco.) Ad. Relates to an automatic lamp extinguisher and trimmer, consisting essentially of a pair of nipping plates or jaws pivotted at opposite sides of the wick, and adapted to be closed together and meet edge to edge in the central plane of the wick by the act of drawing the latter downwards.

5018.    Revolving, or Endless, or Portable Railways, Ac., J. A. Mays, London.—22nd October, 1883.—(Not proceeded with.) id.

This relates to the construction of sleepers, chairs, and rails jointed together to form an endless band round tho periphery of the wheels, and which are automatically laid down upon the road for the wheels to run on and taken up when the wheels have passed over them. The invention also relates to the construction of the wheels of the vehicles.

5019.    Securing Glass in Greenhouses, Ac., E. Newton, Hitchin.—22nd October, 1883. 6d.

Relates to the construction of metallic clips.

5020.    Gas motor Engines, IF. Briscall and A. Black-well, Liverpool.—22nd October, 1883.—(Not proceeded with.) 2d.

This relates to tho goneral construction of gas engines, tho explosive charge being heated in the mixing chamber before entering the cylinder, whereby it will ignite more readily.

5021.    Cradles, Ships’ Berths, Ac., L. Micciullo. London.—22nd October, 1883.—(Not proceeded with.)

2-1.

Relates to the construction of the frame, and to the fastenings tor attaching the cradles, Ac.

5022.    Hinges, Ac., F. and IF. Parker, London.—22nd

October, 1883.    6d.

Relates to the arrangement of the parts of a hinge lock.

5023.    Binding Sheaves and Trusses, J. Howard, Bedford.—22nd October, 1883.—(Partly a communication from J. IF. Twentyman, Christchurch, New Zealand.) 8d.

The invention comprises improvements in those portions of the sheaf or truss binding mechanism which are employed for the purpose of holding or grasping one end of the cord or string with which the sheaf or truss is bound ; and also improvements on patent No. 462, dated 27th January, 1883, whereby the breaking of the machinery when a sheaf or truss becomes entangled with the throwing off or releasing mechanism is prevented.

5026.    Twistino Yarns or Threads, IF. Cunningham Dundee.—23rd October, 1883. 8d.

The object is to improve the construction and action of machinery, by which two or more yarns or threads are twisted together; and the invention comprises mechanism by which, when one of the bobbins supplying the yams becomes exhausted, the yarn from a fresh bobbin is introduced into the twist, and the twisting is continued without stopping the spindle.

5027.    Umbrella Sticks, T. Hetherington, Manchester. —23rd October, 1883.-^A communication from J. T. Smith, New York.) Ad.

Relates to the combination of an outer shell of hollow reed or cane in two parts, the notch fitting between the said parts and the central metal rod or tube connecting the two parts of the same and extending throughout their lengths.

5029. Machines for Corking Bottles, J. J. H. Schultz, Hamburg.—23rd October, 1883. —(Not ceeded with.) 2d.

Relates to the application of cork compressors with convergently arranged compressing jaws.

5032.    Fastenings for Travelling Trunks, Ac., IF. B. Williamson, Worcester.—23rd October, 1883. 6d.

The inventor claims, First, providing the carrying plate, to which the hasp or staple plate is jointed, with trough-shaped depressions or knuckles, and a slot between them, and jointing the hasp by its knuckle to said carrying plate; and Secondly, constructing the locks of travelling trunks and like articles so that they can be fitted into tho moulding on the body of the trunk.

5033.    Recovering Tin from Tin Scrap, E. L. Cleaver, London.—23rd October, 1883. 4d.

Relates to the recovery of tin from tin scrap by tho combined use of a chemical solvent with currents of electricity.

5034.    Lawn Tennis Bats, C. Malings, Woolwich.—

5035. Iron or Steel Vessels, J. Imray, London.— 23rd October, 1883.—(A communication from A. Baude, Paris.)—(Not proceeded with.) 2d.

Relates partly to the mode of connecting the plates. 5037- Silos, Ac., F. Lindsay, London.—23rd October, 1883. 6d.

Relates to the combination of a structure tot ensilage or other purposes of an hermetical inner shell, with an open outer shell suitably jointed and mounted to allow of tho free circulation of air between them.

5038. Splitting or Skiving Leather, IF. II. Stevens, Leicester.—23rd October, 1883. 6d.

This consists in the use of rollers between which tho

leather is passed and brought in contact with a fixed knife, the bottom roller being recessed, so that part of the leather to be split may enter therein, and will consequently remain the full thickness or bo reduced loss than the other parts of the leather.

5040. Plates for Dental Purposes, E. A. Schmid, London.—23rd October, 1883.—(A communication from E. Doerr, Germany.)—{Not proceeded with.) 2d.

This relates to a press in which one portion of the cast is fixed, and the other part is subjected to the pressure of a screw or lever through the intervention of a bearing piece, so as to properly shape the metal placed between the two portions of the cast.

5042.    Electrical Ionitino Apparatus for Gas Enoines, IF. H. Lake, London.—23rd October, 1883. —(A communication from N. de Kabath, Paris.) (id.

The current generated by the sudden withdrawal of an armature from a core surrounded by a helix produces a spark between two conductors immersed in the explosive mixture.

5043.    Electrical Accumulators, IF. P. Thompson, Liverpool.—23rd October, 1883.—(A communication from K. IF. Zenger, Prag, Austria.)—{Not proceeded with.) 2d.

The characteristic feature consists in surrounding the cathode plates with some halogen, such as chlorine, bromine, or iodine.

5044.    Raising Beer by the Generation of Carbonic Acid Gas, A. J. Boult, London.—23rd October, 1883.—(A communication from C. Lauer, France.) — {Not proceeded with.) 2d.

The object is to substitute carbonic acid gas for air for raising beer from casks, such gas being produced when required and its production stopped with the turning off of the tap through which the beer is withdrawn. Tho gas is produced from dilute sulphuric acid and bicarbonate of soda.

5045. Rings for Containing Portraits, &e., A. J. Boult, London.—23rd October, 1883.—{A cation from E. Diamant, Hungary.)—{Not proceeded with.) 2d.

part carrying the stono is hinged to tho ring, its underside one or two frames are secured and

which forms n or similar

5057- Recording Instruments, J. If. Northcolt, Plymouth.—24 th October, 1883.—(Not proceeded with.) 2d.

A worm whocl is mounted on a spindlo, and with it gears a worm. On ono end of tho worm wheel spindle is a hand arranged in front of a graduated disc on whicli the movements of tho whoel nro rocordod.

with caustic soda or lime

id.

sheets of drawings.

5066. Furnaces, C. J. Chubb, Clifton.—2ith October, 1883.—(Not proceeded with.) 2d.

At the lower part of the internal flue of a steam boiler a plate is placed and encloses an air passage which passes along the fire-box from the front of the furnace to tho bridge, such bridge being divided and the air being delivered from the passage to the space within the bridge. The fuel bums on fire bars between which only a little air is allowed to pass. On top of the bridge is a perforated structure which intercepts the gases.

body is supported by a single axle and two wheels, and the object is to construct vehicles of this class, so that the movements of the horse, causing the shaft to play up and down, will not be imparted to the body.

5077- Loading and Unloading Slag, Concrete Blocks, Sic., J. Wood, Wigan, and J. Abbott, Ince. —2bth October, 1883.—{Provisional protection not allowed.) 2d.

Relates to the construction of apparatus for loading and unloading or discharging slag, concrete blocks, Sic.

,un-

8 d.

5168. Chlorate of Potash, E. K. Muspratt, near Liverpool, and G. Eschcllmann, Widnes.—31/tf October, 1883. id.

id.

pe, and also comprises the process of and for manufacturing such conduit. The

and its

procating shuttle driver of a lever for actuating latter, having its centre of motion concentric with the raceway, and actuated by a rotary cam arranged in the rear of the shuttle driver ; Thirdly, in tho use of a vertical shaft connected by gearing driving mechanism, and upon which a series of cams is mounted, composed of flanged cylinder, having removable sections, the object being to facilitate tho changing of the order of working tho harness and enable the loom to weave plain, twilled, or other fabrics; and Fourthly, in tho use of an adjustable

shafts, and in the

form of a cono, so as to readily onablo tho speed of tho take-up to be varied.

tho

g. mi-

From the United States' Patent Office Official Gazette.

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an end of the

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Tho and to

serve to receive portraits. Tho hinged part can be kept in its closed position by any suitable fastening. 5046. Spiles for Casks, Sic., A. J. Boult, London,— 23rd October, 1883.—{A communication from J. P. Schbnig, France.)—{Not proceeded with.) 2d.

Tho spile is in two parts, tho top ono forming a cap fitting into the body, and having side vent holes obliquely rising from the outside inwards, and communicating with tho interior of tho cap, a chamber filled with looso cardod cotto matorial, tho object being to provont dust entering tho barrel with tho air. A spring acts upon a rubbor valve fitted to a soat at tho bottom of tho body of tho spilo, so as to closo tho same when air is not ontoring tho barrol.

5052. Supplying Air to Lamps, If. J. Allison, London.

—24th October, 1883.—(A communication from G.

Ilaseltine, New York.) 6d.

This relates to tho construction of friction goaring for actuating a fan for supplying air to tho flamo of a lamp. A fuzoo is oinployod to oqualiso tho spoed of rotation of tho fan wliool.

5055.    Lighting Cigars and Tobacco Pipes, T. Meek-ham, London.—24th October, 1883. 4d.

A slow fuzo is coiled in a oaso provided with moans for causing tho fuzo to issuo through a slit in tho case, such fuzo being provided at intervals with an explosive, which will ignito by friction, and so cnablo cigars or pipes to bo lighted by tho fuzo.

5056.    Tricyoi.es, Sic., Sir D. Salomons, Tunbridge Wells.—24th October, 1883.—(Not proceeded, with.) 0d.

This relates to driving tricycles by electricity through two rovorsod conical drums, ono connected to tho motor, and tho othor to tho axlo of tho tricycle, and a friction whocl being intorposod botwocn thorn, so as to bo capable of being shiftod to vary tho snood. An arrangement is described whereby tho brushos of the motor may bo shiftod, and tho machine usod as a generator to charge accumulators when going down

5059. Chaining or Linking Warps, Sic., IF. Ilurst, Bochdale.—24th October, 1883. 6d.

This relates to machinory for forming chainod or linked warps, and it consists of an arrangement of fixed projecting hooks, around which passes a trumpet or guide which is actuated so as to pass tho warp round the hooks. In slots in the hooks other hooks are arranged, so as to be moved to and fro, and beneath the fixed hooks two revolving loopers are arranged, tho wholo acting together so as to form chained or linked warps.

5063. Bleaching Fibres for Paper-making Purposes, G. Mackay, Edinburgh.—24th October, 1883. —(Not proceeded, with.1 2d.

Tho materials aro boiloa and soda ash, and after being broken into a pulp are bleached in a smaller quantity of bleach liquor than usual, but to which crystal soda is added as it passes to the “ potching ” engine.

6064. Calcining Bones, Peat, Sic., B. J. B. Mills, London.—24th October, 1883.—(A communication from A. Zwillinger, Vienna.)—(Not proceeded with.)

This relates to the calcining of bones, peat, and other substances containing a large percentage of carbon, and also to the revivifying of bone-black by means of superheated stearn, special apparatus being described for carrying on tho process.

5065. Transmitting Electric Energy to Tram or Railway Cars, M. If. Smith, Halifax.—24th October, 1883. 1*. 2d.

This relates to improvements on patent 1014, of 1883, and is principally for the contact makers to be used in connection with the slotted tubular conductors. A typical form of contact maker consists of two metallic heads connected by spiral springs, and an axial spindle passing within the springs. Many modifications are described and illustrated by means of ten

5071. Horseshoes, J. George and J. J. Walker, London.—25th October, 1888.—(Not proceeded with). 2d.

This consists in forming the shoes of metal of T section, the under part on one side of the vertical web being flat, and the other sloping down from the web. The nails are driven through the sloping part, so that their heads are beneath tho upper edge of the slope. The vertical web is the only part which bears on the ground.

5074. Treating Artici.es of Porcelain and other Earthenware, Glass, and Enamel to Produce Various Effects, E. P. Evans and S. Banford, Worcester.—25th October, 1883. 4d.

Relates to the mode of applying the colours.

6076. Two-wheeled Road Vehicles, II. J. Haddan, London.—25th October, 1888.—(A communication from N. B. Clinch, Florida, U.S.) 6d.

Relates to sulkies or village carts, in which the

5078. Electro-motors and Dynamo Machines, W. B. Lake, London.—25tli October, 1883.—(A nication from H. Walter, Cincinnati, Ohio, U.S.)— {Not proceeded with.) 2d.

The two armatures are of wheel shape, tho cores of the electro-magnets being placed as the spokes, the alternate magnets of one wheel corresponding with the vacant spaces of the other. The field magnets are mounted on vertical discs parallel and adjacent to the outer faces of the armatures.

5079.    Motor Engine with Steam Generator for Driving Sewing Machines, Sic., F. C. Glaser, Berlin.—2bth October, 1883.—{A communication from L. Heinrici, Saxony.) (id.

Relates to a motor engine for driving apparatus or machines requiring small power, consisting of tho combination of an oscillating steam engine with a steam generator heated by a lamp, which may at the same time serve to give light to tho workman.

5080.    Protection Against Loose Hairs during IIair-cuttino, L. W. Thomas, London.—25th October, 1883.—{Not proceeded with.) 2d.

Relates to the construction of a tippet.

5087. Metallic Pens, D. Cameron, Edinburgh.—26th October, 1883.—{Not proceeded with.) 2d.

Relates to the construction of the nib, so as to take up a larger quantity of ink than pens of tho ordinary construction.

5101. Manufacture of Metallic Bedsteads, &c., B. G. Hodgetts, Birmingham.—21th October, 1883.

Consists in tho method of connecting tho head and foot rails to the frame of tho bedsteads, whereby the said rails can bo readily connected to and disconnected from tho frame.

5107- Pen and Pencil Cases, S. Diinkclsbuhler, Nuremburg.—21th October, 1883.—{Not proceeded with.) 2d.

Rolatos to the employment of a spring and trigger for withdrawing or projecting tho pencil or pen.

5108. Cut-out for Telephones, A. M. Clark, London. —21th October, 1883.—{A communication from 0. B. Carter, J. T. Fouche, C. A. Fisher, and C. D. Wright, Petersburgh, 111., U.S.)—(Not proceeded with.) 2d.

This relates to tho combination of a clock train and a circuit closer arranged so as to cut out tho transmitter and recoivor when tho train is set in motion by a local battery.

5138. Steam Pumps, F. and S. Pearn and T. Addy-man, Manchester.—80</i October, 1883. 0d.

Consists partly in tho combination of a small steam cylinder, cataract cylinders, and connections, with tho piston-rod of tho main stoam cylindor for working tho main stoam valve or valves of direct-acting pumps.

5140. Furnaces, A. G. Brookes, London.—30th October, 1888.—{A communication from L. P. French, Boston, U.S.) 8d.

Tho objoct is to offcct moro porfoct combustion of fuel, and to increaso tho heating powor of furnaces; and it consists principally in tho employment of an arch or bridge oxtonding from tho front of tho firebox at a point betweon tho fines and grato roarwardly and upwardly towards tho crown shoot, a portion of tho arch adjoining tho roar wall of tho fire-box abovo tho door through which tho fuel is introduced, and extending across tho top of tho door opening. A dofiection wall dopends from tho crown shoot of tho firo-box downward and forward in front of tho uppor odgo of tho arch, so as to cause tho products of combustion to swoop along tho upper surfaco of tho lattor. Tho arch and deflecting wall nave both openings for admitting air. Means are provided for injecting liquid fuel into tho firo-box abovo tho bridge wall.

This rolatos to improvements on patent No. 3960, a.d. 1883, and it consists, First, in the manufacture of chlorate of potash by the employment of magnesia mixed with water in conjunction with chlorino, the resulting magnesian liquor being boilod down to crystallise out magnesium chloride, and then decomposed by heating it with potassium chloride; Secondly, tho treatment ol tha mothor liquor resulting from tho manufacture of chlorate of potash, as described, with hydrochloric acid and with steam, so as to obtain chlorine and chloride of magnesium.

5183. Chlorate of Soda, E. K. Muspratt, near Liverpool, and Q. Eschellmann, Widnes.—31«t October, 1888. id.

This consists, First, in tho manufacture of chlorate of soda by the employment of magnesia mixed with water in conjunction with chlorine, and subsequently effecting tho decomposition of the resulting magnesian liquor by means of caustic soda or carbonate of soda or mixtures of tho same; Secondly, in tho manufacture of chlorate of soda by the employment of magnesia mixed with water in conjunction with chlorino, then boiling down the resulting magnesian liquor to crystalliso out magnesium chloride, and then decomposing the liquor by means of caustic soda or carbonate of soda or mixtures of tho same.

5206. Treating Peat to Obtain Peat Fibre, Sic., IF. Browne, jun., Cook town, and If. Gregg, Belfast, Ireland.—2nd November, 1883. 6d.

Relates to a procoss of treating peat, in which tho peat is submitted to the action of water during tlio operations of softening, disintegrating, and cleaning. 5255. Metallo-gemmiferes for Working Metals, Stones, &c., P. Gay, Paris.—6th November, 1883.

The invention is based upon the mixture of an agglutinating or agglomerating substance with a hard crystalline substance, or with a substance of a nature capable of grinding or abrading another substance. 5269. Lined Conduits, Sic., C. A. Day, London.—llh November, 1883.—(A communication from C. Detrick, Brooklyn, U.S.) 6d.

This relates to a conduit composed of a tubular lining of thin metal clothed with end pressed cement of a defined sha machinery

cement is applied to the lining within a tubular casing by ramming it into the end thereof and advancing the casing from timo to time.

5393. Manufacture of Metallic Tubular Coils used in Distillation, &c., 1. B. Sharp, Smethwick.—15th November, 1883. 8d.

A piece of metallic tube, somewhat longor than the coil to be made and of somowliat smaller internal diameter, is placed on a mandril, the end of which is curved to the form of about one-fourth of ono of tho convolutions of tho coil, while the othor part is straight. On tho curved end aro three or more spherical bulbs of a diameter corresponding to that of the coil to be made. The mandril is drawn through the tube by ordinary drawing apparatus, curved end coils the tube as desired.

5563. Ventilated Quilt, &c., G. Pocknell, Exeter.— 28th November, 1883.—(Complete.) 4d.

This consists in inserting eyelet holes of special construction in quilts or other similar articles, so as to ventilate the same.

5542. Manufacture of Illuminatino and Heating Gas, &e., A. J. Boult, London.—21th November, 1883.—(A communication 'fom J. Hanlon, New

York, and J. E. Leadley, New Jersey, U.S.)—{Complete.) Is. 2d.

This relates to the manufacture of illuminating and heating gas, First, by the decomposition of steam in contact with incandescent or highly-heated carbonaceous fuel; Secondly, by the distillation of bituminous or soft coal in furnaces at a suitable temperature to preserve the resulted carburetted gas or hydrocarbon vapour from destructive decomposition, and produce hot coke for decomposing steam; Thirdly, by the vaporisation of liquid hydrocarbon; and Fourthly, by combining the gases, hydrogen and carbonic oxide, resulting from the decomposed steam, the gas from the coal and the gas and vapours from the hydrocarbon liquid, and converting them into a homogenous fixed gas in a heated fixing chamber. Various forms of apparatus for carrying out the invention are described.

5593. Apparatus for Obtaining Infusions and Decoctions from Coffee and other Berries, <fcc., IF. N. Hutchinson, Bideford.—1st December, 1883. 6d.

This relates to improvements on patent No. 1906, a.d. 1871, and it consists, in tho addition to the apparatus therein described for obtaining infusions of coffee, Sic., of paddles, beaters, or stirrers capable of being revolved, so as to cause the liquid and grains of coffee or other material to circulate, whereby a better infusion is obtained. Tho paddles or beaters are perforated.

5774. Looms, H. J. Allison, London.—18</i December, 1883.—{A communication from C. I. Kane and B. E. Lester, New York.—{Complete.) 8d.

This consists, First, in mechanism for automatically disengaging the driving mechanism of one or more looms in a series from the common shaft in the event of the warp breaking or failing; Secondly, in tho combination with a curved raceway and curvilinearly reci

with tho

gear wheel sliding on ono of tho driving receiving motion from ono of a series of

SELECTED AMERICAN PATENTS.

297,580. Electric Arc Light, Thomas A. Edison, Menlo Park, N.J.—Filed November 28th, 1881.

Claim.—(1) In regulating mochanism for arc lamps, tho combination of the opposing solenoids or electromagnets located ono in tho lino and tho other in a shunt around tho arc, both of such solonoids or electromagnets having tho samo resistance, substantially as

[297,5 80

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-{o]

sot forth. (2) In regulating mochanism for arc lamps, tho solenoid or electro-magnets of tho samo resistance locatod in tho lino and in a shunt around tho arc, in combination with a shunt around the solenoid or oloctro-mngnct in tho lino, substantially as sot forth. 297,583. Dynamo-electric Machine, Thermos A. Edison, Menlo Park, N.J.—Filed October 10th, 1883.

Claim.—(1) In a dynamo-oloctric maeliino driven by a belt, tho shaft balanced in its bearings, and free to move in cither longitudinal direction, substantially as sot forth. (2) Tho combination, with a dynamo-clectric machine driven by a belt, of means tending to move tho shaft of tho machine longitudinally in ono direction, and means acting with equal force to move it in the opposite direction, substantially as set forth. (3) Tho combination, with a dynamo-electric machine driven by a bolt, of a spring bearing against an end of tho armature shaft, substantially as set forth. (4) In a dynamo-electric machine driven by a belt, the combination of a spring bearing against an end of the shaft of the machine, and means tending to move said shaft against said spring, substantially as set forth. (6) A belt drivon dynamo-oloctric machine placed at

1297:5831

Sp a slight angle from a vertical position, and provided with means resisting the consequent sliding tendency of the shaft of the machine, substantially as set forth. (6) A belt-driven dynamo electric machine placed at a slight anglo from a vertical position, and provided with a spring bearing against the lower end of its shaft, substantially as set forth. (7) In a dynamo-electric machine driven by a belt, the combination of an adjustable spring bearing against shaft of the machine, and means tending to move said shaft against said spring, substantially as set forth. (8) The combination, with a dynamo-electric machine, of a bed-plate therefor, formed as an open-ribbed frame, one or more oil receptacles within said bedplate, and one or more ducts leading from the journal boxes to said receptacles, substantially as set forth. 297,587. Dynamo-electric Machine, Thomas A. Edison, Menlo Park, N.J.—Filed December 12th, 1883.

Claim.—(!) Tho combination, with a dynamo-elcctric machine, of means opposing tho attraction of tho driving pulley by the field magnet of the machine, substantially as sot forth. (2) Tho combination, with a dynamo-electric machine, of a spring bearing on tho end of the armature shaft and opposing the attraction of the driving pulley by tho field magnet, substantially as set forth. (3) Tho combination, with a dynamo-olcctric machine, of a driving pulley nearly removed from the attraction of tho field magnet, and means opposing the slight attractive influence of said magnet

upon said pulley, substantially as set forth. (4) The combination, with a dynamo-electric machine, of a driving pulley partly of magnetic and partly of nonmagnetic material, substantially as set forth. (5) The combination, with a dynamo-clectric machine, of a driving pulley partly of magnetic and partly of nonmagnetic material, and means opposing the attraction of the field magnet for said pulley, substantially as set forth. (6) The combination, with a dynamo-electric machine, of a driving pulley partly of magnetic and partly of non-magnetic material, and a spring opposing the attraction of said pulley by the field magnet of the machine, substantially as set forth.

297,594. Straw Carrier for Thrashing Machines, Maximillion J. Gessner, San Francisco, Cal.—Filed January 2th, 1884.

Claim.—The combination, in a straw carrier, of two or more flexible endloss belts, the cross-bars formed of

|£97.594~|

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round metallic rods or wires bent to form loops or eyes, and rivets for securing said rods to said belts, substantially as and for the purpose described.

297,683. Blast Furnace Apparatus, John Francis Bennett, Pittsburg, Pa.—Filed January 15th, 1883.

Claim.—In apparatus for raising the temperaturo of tho air to bo fed to a blast furnace, a stovo C, having

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cold air inlet A, sloping wall R, dividing tho current, partition walls H II'll" 11"' H"", forming chambers I J J' J", tubes b b b, forming fiuos a a a, passage M, and lieatod air outlet B, substantially as described.

CONTENTS.

The Engineer, Juno 6th, 1884.

Electric Blastino and Lighting in Quarries. 417

Theory of Turbines............

Cloonacanna Bridge. (Illustrated.) ......419

Deptford Storm Overflow Sewer. (Illustrated.) 419

Oxidation and Reduction.......

Antiseptic Treatment of Timber ..    .

Wood Pavement in the Metropolis .

Passage of Upland Water through a Tidal

Estuary....................

Railway Matters :...............

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

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

Albert Exhibition Palace—Details of Ironwork. (Illustrated.)..............

Fairbairn’s Screw Rolling Machine. (Illus.) 423

Electric Light in Powder ..........423

Dynamometer Brake. (Illustrated.) ..    ..

The Corinth Canal ............

Letters to the Editor—

Mr. Chamberlain an» the Shipowners.. .. 424 Efficiency of Fans ..

Water Tube Boilers Imperial Defence Railway Signals Defectivs Castings ..

Hydraulic Lifts Waterproof Paper British Iron Trade Association ..

Rolling Mill Engine. (Illustrated.)

Leading Articles—

Telepheraoe

The Ordnance Survey......

The Downton Railway Accident

Shipbuilders’ Wages ......

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

Professor Wurtz..........

Boiler Shell Drilling Machine. (Illustrated.) 430

Rope Pulley Brake. (Illustrated.) ......

Eyre’s Steel Wheel. (Illustrated.) ......

Torpedo Boat for the Russian Government.

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

Death of Dr. Robert Angus Smith ......

Tenders ....................

The Royal Institution ............

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

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

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

Notes from the North of England .. ,

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

Notes from Wales and Adjoining Counties .. 424 The Patent Journal Abstracts of Patent Specifications. (Ulus.).. 486 Abstracts of Patent American Specifications. 436 Paragraphs—

Institution of Civil Engineers’ Conversazione .. 420 A Fishing Fleet ..    .,

Fast Atlantic Steamers The Panama Canal