cubic feet per minute, and that one of 12ft. diameter will do as much work as a 50ft. Guibal ventilator, with considerably less expenditure of power. We recommend all those interested in fans to visit Mr. Aland’s stand before the Exhibition closes.

per minute, with a blade tip speed of 6700ft., this fan gave a delivery of 53,064 cubic feet per minute, the driving power being supplied by meansof apair of 3in. leather belts working ■j^₀ yjjj    on pulleys of 9in. diameter, one at each end of the fan shaft.

’    We have no hesitation in stating    that these are the most

Messrs. H. Aland and Son, 46, Commercial-road, remarkable results we have known to be obtained with Mr. P. A. Maignen, Great Tower-street, E.C., whose Lambeth,    exhibit    a    number    of their specialities    in    fans    rotary fans, and they seem to us    not only to point to a    name    is    well    known    in connection    with    his

and    blowers,    among    which    we    may particularly    draw    great improvement in discharge,    but also in efficiency.    Rapide,”    exhibits    for    the first    time    a    new    process of

attention to a newly patented mining    softening water, which    is equally

fan or air propeller, which can be    applicable on a small    scale for

arranged for moving large volumes    domestic purposes, as for dealing with

at low pressures, or small volumes    the largest quantities.    The desir-

at high pressures, and is applicable    lllf 1    ability of reducing the hardness of

for all purposes of ventilation, either    ;fl||y|ijjjij^    water is too well appreciated to

for blowing or exhausting. The    /d I II    IHl    require much comment; and in

chief novelty of the invention lies in    /It MW    /jSffllHHnll 1''    > "'iiiB'liUHL    London especially, where the hard-

the arrangement for taking in the    / dll ||/||    lj /|y| WM I'r    ness varies from 14 deg. up to as

air. Instead of the suction passage    i|. || H    ilBffl tfllr j o    much as 24 deg. in the deep-well

consisting of a comparatively small    jj |j H    ; || H||| |flf ’    iwatersupplied by the KeiP Company,

circular opening at the centre, the    I |l HI    ' I H H | i::    •; 11| ||||||||HH9^^^H|    the miseries attending its use are

air is admitted not only at the    _____    |    11^1151 * 1H I    ii 1^I I    universally felt and complained of,

centre, but also through a series of    l|j fill ||[|Bj|ElllL,' ¹    -Jl-j 1 Mil    ¹ lllllllli’l 'il¹'Fk'¹    .Xllh.    A, oue ^em alone—the waste of soap

ports or openings cut in the side    : h|||    Rfl h I i|    —reaching, it is stated, to as much

plates between the blades. In this /    Hill jj 1 Itllllllllllffifflilllllllll    n IH as 3 lb. weight for every 100 gallons

way a very much increased area is    1    IliiSnEli : HUflHII^^HjfliHHHI^HI •'    .1;    Ml    of water used in washing,

obtained, and the quantity of air    ill    E|i§jjp|f|pij ||ffl Bm HHIIl mHO 11111 n |!:    '    ¹ |||l|HHI|n-PMt    H IB mF=    SyL    waters may be divided into two

passing through the fan is greatly    1    IfcgBiHIBPl-A ^IIIHIIIIIHIillll^mTSllllBIIH^BfPII MIMIiIII:    —> j¹    iMi    classes, viz., those which are tempo-

augmented. Two of these new fans \    ^1 I|I1111I|H1|1I11 II ||1    MM rarily hard and those which are

are shown, an experimental one,    \}i||Ill||lltl7^ll|l||NMiflIlflHI M |    . ■ ■ijl'jijilllifflii|WW|    |M HMpHB    |)ermanently hard; but, as a rule,

which was in point of fact the first    H fjlgBlII?"    I Rlii^ 'll 1WIHH    \3|Ik both these properties are to be found

made by Mr. Aland, and a later    | j IIIMlllllllHllack=^ e • Hlllilr! i |j| IIUIIUIWHII RH |    hi any one water. Temporary

example, embodying some improve-    |P|j||;    ¹ lllllllllllllll lUulU I    hardness is chiefly due to the presence

ments suggested by recent experience.    Ill j Ms    !j |j ll|lfflUN|    of bicarbonate of lime in solution, and

The experimental fan is 4ft. diameter,    j 1 ll wlMFl I I llllgi MBH'j ji :i HHH    takes its name from the fact that

and 1ft. wide at the periphery,    ;;j H 11 (IHfl |l|    |    ' lllliilmlH    H    temporary hard water may be

and luus six tangential vanes. It is    ji;i Dfl |II fllfftpll!!| i    H    jj |ll^Hl    H    softened by boiling it a sufficiently

mounted in an open framework of    jiij    H    | jl Wlf[|I |B    L=sjjj=    ^Hl|j i II llfflHHH    M    long time to drive oil some of the

wood, so as to leave the delivery free    ill;    U    11 ilHHlHlll I |M||    jj ||||||(nMffl    I    carbonic acid gas, and so leave a pre-

over the whole circumference, the    :j    ||||    ||| 1 ||||l|n|| I||l|||ll    !l|Kjj|    l|| IIIffir¹    M HilllRi    I    cipitate of insoluble carbonate, which

area thus obtained being 1square    ijj    IH    BullllllllllllllllltiJH IIIIHi    N HU    I    gradually settles to the bottom of

feet. The total suction area is 25    ;f; Ifp™'    ^    I Jj ifl I ' tl IHI    I    the vessel—a    process which is

square feet, or double that of the    : jj |    IIIllllllllllllllllllillllllilllf I    !':    "l 11111111    Ibrought prominently before every

delivery. We tested this fan with    !.! f    11BBHHMI BI^H    \\    ! IIIIIHMIHHI    ^^fillllllllllllllilllllltlllilj:    householder by the furring-up of

one of Casella’s anemometers, when    ij{ ||    I I f! I;j    llflttllfliil    IlHllP i n' kettles, boilers, pipes, &c. The same

running at the rate of 320 revolu-    M l| II    I Hj!, \ j||||||||||||||||    III I llulljyilllLijlii!¹ IIIIIIiIIIkIihIJ;;'    end is accomplished by the chemical

tions a minute, which gives a blade    (^673**^ III    IBR I' ■"    ? I    H llllillllBW^ method patented by i)r. Clark, of

tip speed of 4019ft., the driving strap    ^"illlllti^^saf BHillnBninr    ' ~    ~~~ii W IP*I''___^-^^SiMlllIU I    Aberdeen, in 1841, the various

being of leather, 2iin. wide, and the rnjfl§ jllrlH    US    E MMlMlnl I HfflJ*lJi!,|l!ii    modifications of which have from

pulley on the fan shaft 15in. diameter, * (jfl ||j|    |^—■ f     ___.IjfflF lllM®!illl llliiill § lifillffl llii Hfij:''f||l::r'"V'    time to time been described in the

and ascertained the discharge to be :-4 111 111 III HIM! Ill ill j|||| |j !ji i.ll || l|[li 'jlH (f HH HB    In llllllllIHlii filiiillli'r' •'columns of The Engineer. Perma-

42,150 cubic feet per minute. The    W jlffl    HI    iilil'l!¹ ”    nent hardness is due to the preslater fan is shown in the engraving,    ¹ ll|| |fl    'IIIIH«l:llllllll! Illlll ||||i||jj||lj||||jl ; i | | |!|| |||M|IImIHIiI!!!!'!¹''' p-    ence sulphates of lime and inag-

Fig. 1. It is 3ft. Gin. diameter at tip    "r" if If |j|i|||| ||!l||||| |l;||| H l|||||||'|||||iriiin~H H HIHIfP' ''':?‘    *    nesia’ which    be disposed of in

of blades, and 1ft. wide, and has    - ■,$    ^P;gi^lh!MllM^__ .!|i!IM|l|||,!l!l!.|t!|!l!! pp^lfjllllll'lllli¹s0 simple a manner as the bicar-

also six tangential blades. It is    bonates, but remain in the water

carried by cast iron frames which leave a free delivery For though we had no means of making a determination after exposure to boiling or treatment by Dr. Clark’s all round the periphery, and also admit of the suction of the actual power employed in producing the results, we process, and give it a permanent hardness which, openings being constructed in the manner we have de- noticed that the driving belts appeared to be transmitting in the case of London water, reaches as much as 4 deg.,

MACHINERY AND MECHANICAL APPLIANCES AT THE INTERNATIONAL HEALTH EXHIBITION.

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scribed. Some of the ports between the blades on one side are shown in the engraving, the openings being the same in both plates, though to meet special applications the construction can be modified so as to admit of the supply being taken in on one delivery and suction areas are respectively. When running at the rate of 610 revolutions

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considerably within their maximum amount, more especially in the case of the 3ft. 6in. fan; and this being the case, it is obvious there cannot have been very much margin for waste of power. We hope, however, at a future date to be in a position to place some particulars as to efficiency before our readers. Mr. Aland estimates that a 7ft. diameter fan will give a delivery of 200,000

and sometimes even 7 deg. Clark’s process—which, as far as it goes, is exceedingly efficient, and which in form or another is practically the only system in general use at the present time—is not applicable for ordinary houses, on account not only of the first cost and bulk of the installation, but of the care and attention required in working it; and although Mr. Porter’s modification of it

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has been successfully applied for softening water for large mansions, it cannot be denied that the apparatus is bulky and somewhat complicated. Mr. Matgnen’s process deals with permanent as well as temporary hardness, and consists in mixing with the water to be softened a fine powder, called Anti-calcaire, which acts upon the salts in solution, and precipitates them. The Anti-calcaire is composed of three reagents, prepared in a highly triturated state, the composition varying according to the nature of the water. These reagents have different degrees of solubility, and act in three distinct periods of time, first upon the carbonate of lime, and then upon the sulphates of lime and magnesia. When a small quantity of water has to be softened—such, for instance, as is required for use in a dressing-room—it is sufficient to put in the ordinary water jug at night as much Anti-calcaire as will cover a shilling, tilling up the jug after the introduction of the powder. In the morning the water will be found perfectly soft and clear, the objectionable sulphates and carbonates having been precipitated to the bottom in the form of a fine powder, which is of course removed before filling the jug again. We have ourselves tried the process in this way with the Kent water, and found ic exceedingly efficient. The same system may be applied on a large Beale in the scullery or kitchen by using a tub, the water being drawn off by means of a tap, and if time cannot be allowed for complete subsidence by gravitation, the remaining precipitate may be removed by filtration through a “Filtre Rapide.” When storage capacity in tanks can be obtained for a couple of days’ supply,

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water can be softened even on a large scale without further outlay for plant, as on account of the rapid subsidence of the precipitates it is sufficient to mix with each day’s supply the proper proportion of the powder and allow it to stand for not more than twelve hours before drawing off. then be in use while the other was being cleaned. Another method of applying the process is shown in Figs. 2 and 3. This consists of two cisterns, in one of which the softening is performed, and in the other the filtration. Water is admitted from the main by a ball valve in the usual way, but instead of passing direct into the cistern it flows through a pipe and is delivered over the small water wheel A shown to an enlarged scale in Fig. 3. This wheel is contained in a light iron casing open at the bottom, and is revolved by the action of the water as it passes into the cistern, the speed of revolution varying according as the supply is greater or less. The Anti-calcaire powder is contained in the upper part of the circular easing O, into which the spindle of the waterwheel is extended in order to communicate motion to a small feeding worm. In the bottom of the casing is an opening, the size of which is controlled by a slide, and as the worm revolves the powder is screwed forward to this opening and falls in a greater or less stream into the cistern below. At the same time by suitable gearing the arm II agitates the powder so as to preclude the possibility of it hanging in the casing, and an agitator in the tank, worked by a worm and wheel, thoroughly stirs up the water and produces an intimate mixture with the powder. As soon as the precipitate is formed a part of it sinks to the bottom, from whenceit is removed from time to time by means of a plug in the bottom of the cistern. The remainder is carried forward with the water to the filter tank, where it is separated, and the clear softened water passes on to the collecting reservoir. No labour is required beyond that for occasionally filling in the powder and removing the precipitates. The filtering frames will go for a couple of months without requiring attention, and are then readily cleansed in about half an hour by dashing water upon the cloths. The engraving shows an apparatus for dealing with 12,000 gallons a day, the space occupied being 8ft. by 4ft. by 5ft. high. A plant of this description is in operation at the Exhibition, softening the water for the aquarium and fish-breeding tanks. Fish cannot be kept in hard water in a healthy condition in a confined state, and at the beginning of the Exhibition, when the ordinary water was being used, a white fungus was observed on all the fish, and many of the young ones died. As soon, however, as the softening process was got to work, the fungoid growth disappeared, and the fish became healthy. Mr. Maignen’s process is now in course of introduction at several large and important establishments, and will very soon be in operation at the new works of the Southwark and Yauxhall Water Company at Battersea. For drinking water the hardness can readily be reduced to 1^ deg., but for dye works and ordinary washing and manufacturing purposes 4 deg. or 5 deg. generally answers sufficiently well. One of the chief advantages of Anti-calcaire is the perfect control it gives, as by varying the composition or quantity of powder used, the result can be adjusted so as to meet every different requirement.

A very interesting stand, though perhaps not from a strictly engineering point of view, is that of Mr. Henry Heath, 107, Oxford-street, W., where the manufacture of felt hats may be witnessed. Felting is a process in which advantage is taken of the serrated surfaces of the hairs of certain animals to form without weaving a strong matted material, which, when once properly made, has considerable strength, due to the resistance of the teeth-like projections, which, though offering no obstruction to the travel of the fibres in the one direction during felting, yet prevent their return without the exercise of considerable force. The fur, either beaver, otter, hare or rabbit, according to the quality of the felt, is weighed out into parcels having the precise quantity required for one hat. One of the parcels is then spread out evenly on a travelling band which carries it into the forming machine, in which a series of rollers running at high speeds rapidly pull the hairs apart without breaking the fibres, so producing a fine fluff. The fluff is then immediately caught up by a current of air and projected in a fine stream against a vertical perforated copper cone with rounded top, which slowly revolves and becomes covered with an even layer of the fur. This being done, the attendant thoroughly wets the now partly-formed felt with hot water from a perforated pipe, the precise degree of saturation being finally obtained by opening a valve which places the interior of the cone in connection with the suction of a fan, the excess of water being in this way withdrawn. The felt shell is now skilfully removed from the cone, and is folded up and passed on to the next process. One forming machine is stated to be capable of producing fifty dozen shells a day. The felting is completed in what is known as the planking machine, which consists of a series of revolving grooved wood rollers, which so work up the hairs as to cause them to become thoroughly matted together. The shell after planking, though still retaining its original form, is much thicker and smaller, having become shrunk. A planking machine will turn out about six dozen hats a day. The subsequent processes consist of dressing, blocking, and finishing, but need no detailed description here.

In this and the preceding articles we have endeavoured to place before our readers concise descriptions of the machinery and mechanical appliances shown, and though wantof space has precluded our attempting anything like an exhaustive notice of all the engineering matters which have been brought together, we think we may fairly claim to have left but little untouched. Two or three exhibits which we have been compelled to omit from this concluding article we shall illustrate and describe at a later date under their respective heads.

Before closing we must just give one word of praise to the literary superintendent and his assistants, who have so carefully compiled the catalogue. Unfortunately, owing to the late date at which some of the exhibitors finished their stands, it was impossible to issue a completely indexed catalogue until recently. This was, however, through no fault on the part of the officials, and as it now stands in the third and latest edition, nothing seems to have been left untouched, while the addition of an elaborate and conveniently arranged subject matter index renders it an easy matter for any particular exhibit to be readily found.

THE STRENGTH OF CRANK SHAFTS.

In our last impression we dealt at some length with questions concerning the relative merits of iron and steel for locomotive crank axles. We propose now to say something about steel and iron crank shafts for stationary engines; but before doing so, we desire to correct, or rather to qualify, a statement which we made last week. We assumed, on insufficient data, as it appears, that there is a larger number of iron than of steel crank axles at work on English railways. This is not true now, although it was true at a comparatively recent period. As iron axles have been used up, they have of late years been almost always replaced by steel axles. We hasten to make this correction, because, if it be true that there are more steel than iron axles in use, then the Board of Trade figures—58 iron and 27 steel axles broken between January and June—are by no means so adverse to steel as they would be if the ratio were the other way. So much premised, we may go on to consider crank shafts.

Mr. Longridge, in his report to the Engine and Boiler Insurance Company of Manchester—a report, we may add, which is full of most valuable information, and which ought to be in the hands of all steam users—deals at considerable length with the various accidents and breakdowns to which steam machinery is liable, and this he does from an interesting point of view. His company insure steam users against the consequences of accidents, and he has, therefore, very considerable opportunities of dealing with this subject in an eminently practical way. Thus, if he finds certain combinations or materials giving trouble, it is quite useless to argue on theoretical grounds that they do not. Now, it so happens that Bessemer steel, as a material for crank shafts, gives him trouble, and puts his company to expense, and the figures which he adduces are very instructive indeed, because they show how easily erroneous deductions can be drawn from statistics. Thus the experience of his company is that 25'6 per cent, of the iron shafts examined during 1883 were found defective, while only 11T per cent, of steel shafts were bad. Apparently the legitimate deduction is that steel is better than iron in the inverse ratio of 11 to 25, and such an argument might very well be made to do duty in a discussion before the Iron and Steel Institute, let us say. Indeed, in the hands of a thorough-going advocate of steel it can readily be conceived that it might be used with great effect. But the insurance company finds there is something more to be said, for while the proportion of steel crank shafts replaced has been 1 '96 per cent., the proportion of iron crank shafts has been only T53. To explain this apparent anomaly, we may state that a steel shaft is either sound or worthless, while an iron crank shaft with a flaw in it is by no means to be hastily condemned. It may run for years, and when it gives way will give due notice, which is not a thing to be expected from steel. Among the examples given by Mr. Longridge, we may cite the following:—A pair of tandem coupled engines, with cranks at right angles, and cylinders 34in. and 51in. diameter, and a piston stroke of 4ft. 6in., had a wrought iron shaft, which gave way in one of the journals in the autumn of 1881. It was decided to replace it with a Bessemer steel shaft, which was done. The shaft ran until the 8th of February, 1882, when a fracture was seen to exist in the swell in the middle of the length of the shaft. The shaft was replaced by the insurance company. With a view to have the cause of the fracture tested, the shaft was broken by a falling weight. One portion of the shaft turned over by the concussion, and, striking the other portion, was itself broken in two. No trace of flaw could be found in any of the three pieces. It was evident, therefore, that the metal was itself bad. Again, in the month of July, the Bessemer steel shaft of a pair of tandem engines, with cylinders 18in. and 36in. diameter, 5ft. stroke, gave way. It was put in some years ago, and gave no trouble till the afternoon of the 3rd July, when it began to heat. The engines were kept runnin till the usual stopping time, when the hot neck was examine by the engineman, but no defect was found. On the following morning, however, when the neck was cold, two long cracks were noticed in the middle of the bearing, about 4in. apart, and converging towards each other near the ends, as though a large splinter were coming outof theneck. “Doubtless,” says Mr. Longridge, “ an attempt might have been made to keep the shaft at work by cutting off the sharp edges of the fracture to prevent their tearing up the brasses, and had the shaft been of wrought iron this course might well have been adopted; but seeing the suddenness with which the fractures had appeared, and the untrustworthy nature of the material, the company decided to replace the shaft.” In another case which came under Mr. Longridge’s notice, although the engines to which the accident happened were not insured, a Bessemer steel shaft snapped off close to the swell which carried the belt drum, the fracture disclosing a large hollow place in the interior of the shaft.

Mr. Longridge’s comments on these events are so interesting that we make no apology for quoting them here, and at some length. “Taking,” he writes, “these instances as examples of what happens to Bessemer steel shafts, it seems very doubtful whether the material is one which can yet be safely used. Granted that it is not liable to the unsound welds which so frequently appear as cracks on the surface of wrought iron shafts, and which have, no doubt, been the chief cause of bringing these into disrepute, there remains the important fact that in the one case the effect of a crack when it does appear can generally be calculated with tolerable accuracy, while in the other it generally can not, and hence, although the percentage of defects is far higher in wrought iron than in steel shafts, the percentage of replacements is lower. The company’s experience upon the point is this—that while 25'6 per cent, of the wrought iron shafts examined during the past year have been found defective, as against 11*1 per cent, of steel, the proportion replaced during the last three years has been at the rate of U53 per cent, per annum of wrought iron, as against 1'96 per cent, of steel. The general impression on the minds of millowners is probably somewhat different, but this, no doubt, arises from the fact that many wrought iron shafts are condemned without due cause. The shaft heats, perhaps, and is examined, a crack is found, the neck is felt and viewed from various angles, the crank is blocked, the starting bar, with three or four men at the end, is applied to the spur wheel, and a drop or two of oil is squeezed from the crack, then sentence is passed, and a new shaft ordered. Sometimes even this form of trial is dispensed with, and the shaft condemned out of hand. Now, in many cases the conclusion so arrived at is quite wrong, for the experiment, far from proving the shaft to be unsafe, has demonstrated just the contrary, so far ;is regards immediate danger, and just nothing as regards future risk. Take, for instance, the case of an engine with a cylinder 30in. diameter by 6ft. stroke, with a spur wheel 18ft. diameter, and suppose three men use a bar 8ft. long, with the fulcrum 6in. from the wheel. The weight of the men will probably be about 3 x 150 = 4501b., which, acting with a leverage of x -| = 48 times the length of the crank, is equivalent to a pressure of 21,0001b. upon the crank pin, or more than 30 lb. per square inch upon the piston when the latter is at mid-stroke. In very many cases the pressure at this point is less than 301b., and in such cases the experiment has simply proved that the shaft can bear the ordinary working stress. Obviously, therefore, more than the simple tried above described is needed

proportions, easily found by trial with the spectroscope, isolates the green and extreme red rays with considerable perfection, and exhibits the phenomenon of dichromatism. According to the thickness traversed by the light, the red or green predominates, and there is no difficulty with a given thickness in arranging the strength of the solution, so as to give a full compound yellow. A window backed by well-lighted clouds, when looked at through the liquid and a prism, presents a splendid appearance, the red being isolated on one side, the green on the other; while the intermediate space where the two overlap shows the compound yellow.

The last case is that of a McNaughted beam engine, cylinders 24in. and 34in. diameter; strokes of pistons, 2ft. Din. and 5ft. 6iu.; revolutions, 36-J?; indicated horsepower, 310; ratio of ultimate strength to working stress __fig s

if a right judgment is to be formed. The first question to he decided is whether the shaft can be set to work again or not. In deciding this we must be guided by the following considerations:—(1) That the strain is transmitted mainly by the outside of the shaft, and therefore, if a certain portion of the circumference be sound, a tolerably accurate estimate may be made of the stress the shaft will bear. It is evident also that longitudinal cracks are not a source of immediate danger, and that a hollow place within the shaft has but a secondary influence upon the strength. (2) That it is the practice to proportion shafts so that they will bear five or six times the ordinary working stress before breaking. One reason among others for doing this is to provide for possible defects; therefore, the proportion of sound to unsound surface required for safety must be fixed, not by the absolute dimensions of the crack, but after a comparison of the strength of the shaft with the ordinary working stress upon it. If, after considering the above-mentioned points, we are satisfied that the shaft is safe in the state in which we see it, it may be set to work again without fear, after first filing off the edges of the crack and marking each end, for if the crack extends at all rapidly the edges will cut the brasses and cause heating, thus drawing attention to the danger, if there be any. If there be no heating, the engine may run on for a few days, when another examination should be made. Two or three such examinations will enable any experienced person to predict the future of the shaft with tolerable certainty.” Mr. Longridge then goes on to cite examples of flawed iron shafts which have worked properly for years. McNaughted beam engine, with cylinders 28in. and 32in. diameter, with a stroke 2ft. 6in. and 5ft., has been running for eight years with a flawed shaft, as shown by Tigs. 1

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with crank on centre, 7‘9:1; with pistons at half stroke, 6'6:1. This shaft was first seen by the inspector in February, 1882, but had been in the state shown by Fig. 6 for four years previously, according to the engineman. It was replaced during the summer of 1882.

FIG 6

Another liquid to achieve the same result is made by mixing chloride of chromium and bichromate of potash. The sodium flame is invisible through it, yet the liquid can be made to very closely match it in colour. Later still he made solid films to give the same result, and to do away with the somewhat troublesome method of using liquids in troughs. Films of gelatine or collodion stained with dyes were employed ; collodion for dyes soluble in alcohol, and gelatine for dyes soluble in water. Litmus is dissolved in gelatine, and as its film on a glass plate has a somewhat rough surface, he prefers to coat two sheets of glass, and to cement them together with Canada balsam. A silver-stained orange glass serves to cut off part of the blue end of the spectrum, and in conjunction with the litmus-covered glass to isolate the red and green rays. The whole of the blue is cut off by spreading aurine on the yellow glass. Plates thus prepared answer well to show the compound yellow for a time, but the litmus is at last slowly reddened by the balsam, the action creeping in from the edges. A dye capable of replacing litmus, and free from this defect, is “ soluble aniline blue.”

There is, we think, no reason to question the soundness of Mr. Longridge’s arguments. We have no doubt whatever that cracked shafts are frequently rejected without due consideration, but it must not be forgotten that it is not the original crack that is to be feared, but the extending of the crack, and it is here that the difference between iron and steel comes in. In the steel crank shaft we have a homogeneous material, and a flaw in this plays the part of the minute crack made by a glazier’s diamond in glass, or the initial snip made by a draper in a piece of linen or calico which enables him to tear it across. The iron crank shaft is not homogeneous, and a crack may go through one layer, so to speak, stop at the junction, and leave the rest unharmed. The annexed sketch, Fig. 7, will show in an exaggerated way what we

Lord Rayleigh states that there is nothing more absurd in the idea of red and green producing yellow than there is in blue and yellow producing green, if the matter be considered impartially, without the bias acquired by the habit of mixing pigments. Much is still obscure in the subject of the mutual relations of the colours. As Sir John Herschel has said, why is it' thatiasdarkTyellow’or orange'suggests its character so little as to be called by a new name—brown—while a dark blue is blue still ? Undoubtedly normal vision is threefold, and the three primary elements of colour correspond nearly with red, green, and blue.

In his recent presidential addressTto the British Association, Lord Rayleigh said that it is not well for the students of science to depend too much upon the philosophical instrument maker.

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and 2. There is a bad weld. A considerable number of pieces have come out of the shaft at A B, and there is a spiral crack besides from C to D, out of which oil exudes by simply barring the wheel without blocking the cranks. This would be considered quite sufficient to condemn the crank by many people; but Mr. Longridge shows that it had a factor of safety of 8‘2 to begin with; so that, even if its strength was reduced one-half by flaws, it would still have an ample margin of safety. He cites four other cases. The first is a pair of McNaughted beam engines, cylinders, 26in. and 33|in. diameter; strokes of pistons, 3ft. and 6ft.; revolutions, 35| per minute; indicated horse-power, 250; ratio of strength to stress with crank on centre, 5:1; with pistons at halfstroke, 5'8 : 1. In this case the crack—shown by Fig. 3

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wish to convey. Here we have a portion of a shaft in section. It is supposed to be built up to seven layers of scrap iron. A crack is seen at A, which has extended through two of the layers and stopped at the third. It is quite evident that such a shaft will be much more likely to remain serviceable than will a steel shaft, through the substance of which a crack is certain to extend. We may add that probably a great deal of benefit would accrue from drilling a small hole into the shaft at each end of a crack, and stopping it with a small screwed plug. Such holes would play exactly the same part as the holes drilled in boilers for the same purpose, namely, to prevent cracks extending.

LOliD RAYLEIGH’S EXPERIMENTS ON LIGHT.

In the researches now under notice he put this idea into practice, by building up some spectroscopic apparatus for himself, by arranging prisms and lenses inside a shallow box, blackened inside. Two prisms of 60 deg., cut from an ordinary ljin. by 1 jfn. prism, were arranged in the corner of the box, so as to give minimum deviation. The collimating and focussing lenses were common spectacle glasses, of about 8in. focus. The size of the box was 12in. by 12in. by 3in. Light entering a slit at one side of the box, was Turned*,by the prisms through rather more than a right angle, and threw a pure spectrum upon another side of the box ; this side was cut away, and covered with movable screens of cardboard, so that any part might be opened or closed as desired. By looking through this home-made spectroscope at the wrong end, that is to say, through the slit, the prisms are seen uniformly illuminated with colours whose composition depends upon the situation and width of the slits between the cardboard screens through which light is allowed to enter, in which way a combination may be made of any desired spectral colours. He wished, however, to compare the simple and compound yellows, so had to add to the apparatus, near the dispersing prism, a third prism, which was very acute-angled ; it was placed in such a position that its refracting edge was horizontal, dividing the field of view into two equal parts, and throwing its spectrum somewhat higher up the side of the box than the spectrum thrown by the other prisms. The part of the box receiving the second spectrum is also cut away, and provided with movable screens. The eye placed at the slit as before, now sees two patches of colour, the lower formed by light from the lower Bet of slits, the upper by light from the upper set of slits. These colours being in close juxtaposition may be compared with ease and accuracy. Lord Rayleigh informs us that a London philosophical instrument maker is ..    about to manufacture copies of this apparatus, which therefore

In continuation of our summary of the chief of Lord w;q be obtainable by those who do not wish to take the trouble Rayleigh s experimental researches on light, we turn now to to make it for them8elves. The great difficulty, he says, is to what he has accomplished in relation to the facts and philosophy devise a simple and reas0nably efficient method of controlling of colour. He says that, the theory of colour perception is the positions and width of the slits. He contented himself with fully established in many important points,, although the theory sRpS of blackened cardboard, fixing some with soft wax, others is less generally known in England than it is abroad. Our per- wRh sealing wax, according to probable permanence of their ception of colour, he says, is threefold—that is to say, that any selected postions

—was found on examining the neck, and was considered sufficient to condemn the shaft, which was pulled out forthwith, without any attempt being made to ascertain whether the crack had reached its limit or would extend. The unreasonable nature of the proceeding was proved when the shaft was broken, for the maximum depth of the crack was only lfin.

The second case was a McNaughted beam engine, cylinders 32in. and 34in. diameter; strokes of pistons, 3ft. and 6ft.; revolutions, 334; indicated horse-power, 310 ; ratio of strength to stress with crank on centre, 5'3:1, with pistons at half stroke 4*8 :1. The neck was first examined by one of the company’s inspectors in April, 1880, but it was said by the engineman to have been in the same condition a

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colour may be regarded as made up of three primary colours, Jn the use of this apparatus for experiments on the simple the exact nature of which is, however, uncertain. More strictly and compound yellows, one part of the field wTas lighted by a stated, the fundamental doctrine is that, between any four pUre yenow 0f about the line D, the other part with a mixture colours whatever given, as well in quantity as in quality, there fu]j rcd and full green; the widths of the slits through exists what mathematicians call a linear relation, that is, that w]dch the red and green were admittd were then adjusted either a mixture of two of them in proper proportions-—can for eacp observer until the mixture matched the simple yellow, be found identical, so far as the eye is able to judge, with a jj0rd Rayleigh soon found out with this apparatus that some mixture of the .other two, or else that ^ one of them can be persons have peculiarities of vision quite distinct from colour-matched by a mixture of the other three. .    blindness, and that the compound yellow, which was a pure yellow »

According to a half-yearly circular just issued to the shareholders of the Maxim-Weston Electric Company, the directors estimate that the profits on their summer business will cover the whole year’s expenses. We understand that 300 to 400 of the company’s new incandescent lamps have been running for about 450 hours at Covent-garden Theatre without one renewal.

Professor Maxwell tested this theory m the. year 1857 by bo }ds eyeg; appeared to his three brothers-in-law hopelessly too means of experiments with the colour top, in which he arranged re(p “almost as red as sealing-wax.” The three abnormal an inner circle of colours and an outer circle of other colours, observers agreed among themselves; a fourth brother was yet both circles had the same tint when the top was set n0rmal, as well as the three sisters. Later still, with another spinning. These experiments were repeated by Lord Rayleigh, instrument for mixing pure spectral colours, out of twenty-three who was surprised to find that, two sets of experiments con- male observers, sixteen agreed with him within the limits of ducted on two different days did not agree wuth each other errors of observation. ₀f the remaining seven, five agreed within the limits of permissible error.. He did not attnoute among themselves in seeing too much red, and the other two this to any small physiological changes in the eye, but concluded saw too much green. Mr. Balfour required only about half as that it was caused by differences in the light; on the one day mucb red as Lord Rayleigh to turn a given amount of green tliere was a bright blue sky, on the other day it was cloudy. jnto yedow ]qr Hart required more red than Lord Rayleigh The differences were chiefly in the quantity of red necessary to in the ratio of about 2-₆ to 1. The vision of some of the observers produce a given effect which lie ascribes to light from a blue was 8trictl dichromiC) and was defective only in the sense that sky containing relatively a smaller proportion of red Indeed, it differed from the vision of the maj₀rity. it is known that a misty atmosphere has much influence in reducing the proportion of the chemical rays which reach the earth from the sun. By direct observation he found that if lights from sky and cloud are of equal intensity at the line C in the red, the first will be somewhere about twice as bright as long time. A mark was placed at the end of the crack the other at B in the green. This is for a well-developed blue shown by Fig. 4, and the engine continued running until light taken from the zenith.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—Lieut. Charles G. Dicken, additional, to the Vernon; Lieut. Paul W. Bush and Lieut. William Ricketts, to the Vernon; Lieut. HenryB. Jackson, to the Alexandra ; William Bromley, engineer, to the Agincourt; Richard Green, engineer, to the Duke of Wellington, for service in the Medina ; George F. Greaves, engineer, to the Excellent, for service in the Skylark ; William Pearson, engineer, to the Lord Warden; Thomas F. Brown, engineer, to the Falcon; John G. L. Baker, engineer, to the Pembroke, for service in the Conqueror; Robert C. Moon, engineer, to the Pembroke, for service in the Gannet; Philip Marrack, assistant engineer, to the Himalaya ; and Alfred H. Veitch, clerk, to the Duke of Wellington, as supernumerary.

June, when the neck was again examined. As the crack Among the most curious of his experiments are those in which had not extended it was not thought necessary to replace he makes a compound yellow by mixing red and green, just as a the shaft, and it continued at work till February, 1882, compound green is commonly made by mixing blue and yellow, when it was replaced, owing to the appearance of another He sa>TS tiat “aiU a™ incredulous as to the existence of this a'j'! ^.°<a nigher pressure being required on the piston.    b£ 3 & SE

I he third example was a horizontal condensing engine, Qot ^ be adopted by everyone, he describes several other cylinder 30in. diameter by 4ft.. stroke; revolutions, oo , methods of obtaining it. To isolate the red and green rays by indicated horse-power, 180; ratio of ultimate strength to absorption, lie removes the intermediate yellow and orange by Working stress with crank on centre, 4‘fl: 1 ; with piston means of a glass trough filled with an alkaline solution of at half stroke 8'5:1. This crack, shown by Fig. 5, was litmus, which has great power in cutting off the latter two first seen by the inspector in November, 1881, and had not colours. To remove the blue and bluish green he employs extended when last examined.    chromate of potash. A mixture of these two liquids in proper

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LINDLEY’S ACME GOVERNOR.

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now before us diagrams taken from this engine at various speeds, showing a very good distribution of steam, which should go far to overcome the objections often raised against this class of engine on the score of economy. The governor is placed

horizontally across the cylinder cover, operating an equilibrium valve in the steam pipe, and is made extremely sensitive in its action by a very neat device adjustable to any required speed. The driving shaft is carried by a phosphor bronze bush, bolted to the cover, at the outer end of which is the driving pulley. The lubricator, which supplies oil to the whole of the engine, with the exception of the governor spindle, stands on the steam pipe. Speaking generally of the engine, we may say that the whole of the flanges and phosphor bronze bushes are bright, and fitted with bright nuts; the fly-wheel is turned and polished, and the cylinder lagged with sheet steel, forming a very handsome and compact piece of workmanship. The castings are of an exceptionally clean and perfect character. These engines have up to the present been principally supplied to the inventors, Messrs. Elwell and Parker, of Wolverhampton, for use in conjunction with

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Our illustration represents a new governor—Lindley’s patent —which has been introduced by Messrs. Dealcin and Parker, of Manchester, with the object of dispensing with the complications which are introduced, it would seem almost needlessly, into many of this class of apparatus, without sacrificing its efficiency as a governor capable of exercising complete and efficient control over the speed of an engine when working under the greatest variations of load. The main features of the Acme governor will be readily gathered from the accompanying illustration. Simplicity of construction, which has been one of the chief points aimed at, it will be seen, has been attained very thoroughly, whilst the use of tension springs attached directly to the revolving weights, instead of acting on them througli the intervention of levers and joints, ensures a sensitiveness of action with a minimum amount of friction and wear. The running joint, by which the motion is given to the spindle, is placed at the top, where it can be easily oiled or at once exposed to view, and, if necessary, the spindle can be raised or lowered by unscrewing the cap at the top of the governor, that transmit the motion from the weights to the joint have nothing to do except move the spindle, and they are thus free from all strains. The equilibrium valve is in perfect balance, and offers only the slightest resistance to the motion of the governor, which, by reason of the great weight of the hemispherical flyers, has a large reserve of power. A speeder is attached, by means of which the velocity of the engine can be increased or decreased by simply turning the small thumbscrew connected with the spring as shown, and by this arrangement the speed can be varied quite 25 per cent. These governors are being supplied to electric engines, and for this class of work they have been found to act very successfully.

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lOin. cylinder, 9in. stroke, and is arranged to run at 500 revolutions per minute. This is by no means the highest speed at which it will run, but the company, wisely, does not recommend excessive velocities, as the difference in the power given on the brake and that shown on the diagram becomes so great, owing to the rapid increase of friction, as to seriously detract from the efficiency and economy of the engine.

It will be seen on reference to the illustration that the engine differs from many of the same class by the fact of its having only one cylinder, an arrangement which, it is claimed, without sacrificing steady running, very greatly lessens the number of working parts, reducing the wear and tear to a minimum, and simplifying the whole machine. The cylinder is mounted on a base of box form, which encloses the working parts, and into which the exhaust steam passes. It is provided with circular facings on each side for the two side covers forming the main bearings, a square cover for access to the interior, and the exhaust outlet. The position of the latter plays an important part in the working of the engine, as upon this the efficient lubrication depends. The exhaust steam condenses slightly as it passes through the base, and the water with the oil floating on the top of it accumulates and rises up to the level of the outlet. Before, how-

their dynamos and accumulators, where they have been a great success. We may mention, in conclusion, that the Coalbrookdale Company is now engaged in re-arranging and adding to its engineering department, in which, when finished, it will be able to deal with work of the heaviest and highest class.

SIX-INCH GUN-CARRIAGES OF THE ESMERALDA.

ELWELL AND PARKER’S PATENT ENGINE.

In our recent notice of the Royal Agricultural Society’s Show at Shrewsbury we referred to an exhibit by the Coalbrookdale Company of a high-speed engine, of which it is the sole makers, invented by Messrs. Elwell and Parker, of Wolver-

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In our impression for October 10th we very fully described the Chilian cruiser, Esmeralda, built by Messrs. Armstrong, Mitchell, and Co. Our engraving, page 314, »s from an admirable photograph taken by Mr. Parry, of Newcastle-on-Tyne. Our engraving shows as fully as can be shown on so small a scale the general features of the ship with her two flat funnels, and the 25 ton bow and stern chasers. We have already given illustrations of one of these guns and a view on the main deck of the ship. The engraving, on page 311, shows the central pivot automatic carriages and slides of the 6in. 80-pounder breech-loading guns carried on the broadsides of the Esmeralda. The guns and mountings, it need hardly be added, are of Elswick design and manufacture. In the engraving the gun is shown at extreme elevation, and run-out into the firing position. On the front of the slide is carried the thick protecting steel shield, which shelters the gun crew from rifle and machine-gun fire. The recoil presses are on the top of the slides. On trial the recoil was less than 18in. when battering charges were fired. After recoiling, the gun returns automatically to the firing position. This mounting can be used as either centre pivot or front pivot, and it can be readily transported across a deck if desired by means of the adjustable rollers upon which it moves when training. In the drawing the slide is simply chocked up ; for the appearance of the mounting when in full working order reference may be made to the engraving on page 278 of our issue for the 10th inst. A very small number of men suffices to work the guns of the Esmeralda, and the mounting was greatly admired by the officers of the Royal Navy who attended the trials.

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hampton, and named the Electric, and we are now enabled to lay full particulars and illustrations before our readers. The engine, although of the ordinary single-acting type, presents some features of novelty, and its performances are such as to justify us in saying that for simplicity of mechanism, good arrangement of details, substantial design, and high-class workmanship, it approaches very near to the ideal of a high-speed engine. The particular engine which is the subject of our illustrations has a

ever, it quite reaches this height, the connecting-rod end is arranged to dip into it at each stroke, which splashes the oil and water over the whole of the moving parts. The main bearings are of very ample length, and fitted with phosphor bronze bushes. A passage is cast in the cover above the bush which catches the oil and water and conducts it to the outer end of the bearing, from whence it circulates back along the usual oil grooves into the base again. A small stuffing-box and half-round gland serve to prevent any leakage to the outside. The crank shaft is of forged steel, and the balance weights are dovetailed on and securely bolted.

The slide valve is of the piston type, of novel construction. It consists of three rings, united to each other and to a central boss by webs, the central ring forming a diaphragm to divide the steam and exhaust ports; the other two forming guides, which prevent the cutting of the edges of the ports. A valve of this character is found to work quite tight without any spring rings, and remain so after a large amount of use. The passages are designed to allow a maximum speed of 5000ft. per minute for the steam, the exhaust being enlarged as much as possible, and an auxiliary port formed at the lower end of the cylinder, to be uncovered by the piston in its travel. We have

Danger from a Torpedo Experiment.—The test made by J. L. Tuck of his submarine torpedo boat, at the foot of West Thirteenth-street, came near resulting in the death of one of the three men engaged in the hazardous enterprise. J. R. Rice, the diver, who has always acted as helmsman in the boat, seemed usually fearful, and it is supposed that while under the water he either fainted from fear or was suffocated by the excess of air forced into the air chamber. The boat had scarcely disappeared under water when bubbles were seen on the surface. The leading assistant on the wharf immediately suspected that something was the matter, and brought the boat to shore and took the diver from his perilous position. When brought out of the boat he showed no signs of life, but after a few minutes he began to breathe, and was soon thought to be out of danger. Mr. Tuck did his part successfully, and has no fear but that his torpedo boat will prove a success. Mr. Tuck’s statement of the matter is that the captain in armour in the pilot-house was taken with an epileptic fit. The boat is fish-shaped, 30ft. in length, 7ft. in diameter, and weighs about twenty tons. It is made of strong iron plate jin. in thickness. The boat is driven by a Brush electrical machine of forty cells, and has reached a speed of seven knots an hour. When in use it is entirely under water, and has an apparatus consisting of two screw wheels, one on either side of the boat, by which the boat rises or sinks in the water. Two men in the interior control the electric engine. A diver who stands in the well—a cylindrical depression on the outside of the boat—manages the steering apparatus. The boat is intended for diving under war vessels, and attaching torpedoes to them from below. The torpedoes are carried on the top of the boat in a brass holder, and have fastened to them magnets and cork floaters. The torpedo is let loose by a wire from the interior of the boat, floats up to the hull of the war vessel, and attaches itself by virtue of the magnet. Then the boat withdraws to a safe distance, and the torpedoes are discharged by an electric battery.—A. Y. Tribune.

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banquc.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

NEW YORK.—The Willmer and Rogers News Company, 81, Beekman-street.

TO CORRESPONDENTS.

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

*** We cannot undertake to return drawings or manuscripts; we must therefore request correspondents to keep copies.

%* In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed to the public, and intended for insertion in this column, must, in all cases, be accompanied by a large envelope legibly directed by the writer to himself, and bearing a 1 d. postage stamp, in order that answers received by us may be forwarded to their destination. No notice will be taken of communications which do not comply with these instructions.

A Beginner.—There is no book of the kind in existence.

3. R,—If you like to send a description and drawings to us in confidence, we will give you our opinion on the merits of your invention.

Kbe.—Are you not inaccurate in your statement of facts? Surely the letters patent were granted to the three applicants. If so, any one of them has the right to use the invention.

T. J. B.—A vertical engine driving direct on the end of the shaft is a better arrangement than a horizontal engine driving with a belt. If you do not balance the engine it will work irregularly, as you will very soon find out if you run at any considerable speed.

M. L. A.— Water has been extensively used in gold mining, tremendous jets, iin. and 5in. in diameter, under heads of 400/1., being used to wash down ore from the sides of hills. Almost any modern work on gold mining, such as Lock's, published by Spon, will give you information on this subject.

.1. J. B.—(1) There is no method of rendering timber fireproof by impregnating with solutions, such as sulphate of copper or iron, which will not modify its texture to some extent. By coating it with a.sbestos paint it can be rendered very uninflammable, its texture remaining unchanged. (2) With wire woven into the tape.

Vulcan.—You will see, if you read our article again, that you have completely missed the point at issue. No one is disputing that steel possesses admirable qualities when tested; no one doubts its ductility, ice. The question now raised is, does a considerable mass of steel, like a crank axle, retain its original character, or does it suffer deterioration, as iron undoubtedly does, by being worked on a railway? On this point your letter throws no light whatever.

CLEANING FACTORY WINDOWS AND GLASS ROOFS.

(To the Editor of The Engineer.)

Sir,—Can any of your subscribers oblige mo with the names and

,t Idresses of contractors for window-cleaning—i.e., for factory roofs, <fcc. ? London, October 21st.    Cyclops.

filters.

(To the Editor of The Engineer.)

Sir,—In answer to your correspondent “ H. S.,” the best filtering medium that he can employ for domestic filtration is silicated carbon. The Silicated Carbon Filter Company, of Battersea, manufacture it from an impalpable powder up to grains as large as a Jin. cube.    G. M.

London, October 21st.

BRICKMAKING WITHOUT DRYING SHEDS.

(To the Editor of The Engineer.)

Sir,—I understand there is now a method of making bricks which the casting of the clay and drying sheds, thereby being a great saving of time over the ordinary method. I shall be glad if any of your lenders could give me any account of the process; also the name and address of the patentee.    W. S.

I mkinfield, October 17th.

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THE ENGINEER.

OCTOBER 24, 1884.

THE DEFENCE OF OUR COALING STATIONS.

The discussion of the state of our Navy and that of France would be incomplete if we left our coaling stations unnoticed. We have already referred to their defenceless condition in The Engineer for May 9th, 1884. It is a truism that coal is essential to naval warfare, and as ships of war can carry only coal enough for a few days’ steaming, it is obviously of the utmost importance that a great naval Power should have plenty of coaling stations scattered over the face of the earth, in such a way that our men-of-war may never be rendered power-lt kk by lack of fuel. It should require little argument to prove that coaling stations are as necessary to England as ironclad ships; without the one, the range of the other must be strictly limited. We are, perhaps, better off at t . moment than France, Russia, Italy, or any other ' er in the matter of coaling stations. That is to say,

we have a large number of them. Perhaps the most important are Aden, Trincomalee, Colombo, Singapore, Hong Kong, Sierra Leone, St. Helena, Simon’s Bay and Table Bay at the Cape of Good Hope, Mauritius, and three stations in Jamaica, namely, Port Royal, St. Lucia, and Port Castries; besides these there are many others, in Australia, New Zealand, Canada, &c., of more or less value. It will, perhaps, come as a surprise on many persons to know that none of the stations we have named possess any adequate defences. It is not that the defences are imperfect, or unable to stand a long siege, but that they do not exist at all in any form sufficient to enable a garrison to repel a sudden attack by, say, a couple of corvettes, an ironclad, or even a gunboat. It is quite true that obsolete fortifications and certain old guns may be found at a few of them, but this does not affect the general accuracy of our statement; and the nation has actually gone on for years living in a fool’s paradise, and believing that our coaling stations were all right, and that we had nothing to trouble ourselves about.

As far back as 1882 a Commission reported on the dition of colonial defences, but no action worth naming was taken until the other day. Will it be credited that the Government, in full possession of the facts, have at last resolved to spend no more munificent sum than £150,900 in providing for the works and armaments held to be necessary to make our coaling stations safe against sudden attacks? It is true that more money than this is to be spent, but this is the aggregate sum that the Imperial Government will have to contribute. The remainder will be got out of the countries in which the coaling stations are located. The only places to be dealt with at present are Aden, Singapore, and Hong Kong. The total sum to be laid out at Aden is £128,800, of which sum the Indian Government is to supply one-half. On Singapore £124,000 will be spent, Singapore finding one-half. For Hong Kong £93,000 will be needed, one half being found by England. Nothing can exceed the naivete with which Mr. Leonard Courtney, of the Treasury, writing to the War-office, says: “ And no expenditure need be incurred for the armaments until the works are completed.” We have here in little the whole policy of Government after Government, or we should rather say, Parliament after Parliament, in dealing with matters of the most vital importance to our national existence. One would imagine that it was quite impossible that England should ever again be involved in a great war. The rule is, that if something must be done in the way of ships or fortifications, let it be as little as possible.

When we turn to details of the scheme—if such it may be called—that has been proposed for the defence of our coaling and re-fitting stations, we find excellentreasonforsaying that nothing in any way adequate to rendering those p have named safe is likely to be done. Let us take the case of Aden for example. The island, as it is sometimes called, is the crater of an extinct volcano,and lies in the Gulf of Aden, in longitude 45 deg. east and about 13 deg. north latitude. It is connected with the main land by a species of istli and is probably the hottest place on earth. It very seldom rains in Aden, years often passing without a drop, although there are reservoirs which occasionally get filled. As a rule the garrison and other inhabitants of the place are solely dependent on condensing apparatus for fresh water. For war or other ships proceeding to the East, the great coaling stations are Gibraltar, Port Said, and Aden. It is quite impossible to over estimate the value of Aden as a coaling port; yet the whole sum to be expended on it is for works £94,000 and for armament £34,500. No information whatever has yet been made public concerning the nature of either the works or the armament, but we gather that reliance is to be placed principally on submarine mines. It is easy, we think, to see that very little indeed can be done in the way of defence works in the present day for £94,000, and it is earnestly to be hoped that a false economy will not lead to the use of old type guns. It must not for one moment be forgotten that no armament, no defences whatever, are better than half ments. What is true in respect of Aden is true of Singapore and Hong Kong, and many other places. Let a small once be voted for their protection—heaven save the mark!— and it will be impossible to get another sixpence. Parliament and the nation will be lulled into false security. Should some future member, wise in his generation, rise in the House and say that Aden is unprotected, he will immediately be told that it is not true; that a large sum has been spent in defences, and there the matter will drop. So long as it can be shown that nothing has been done there is a chance of getting everything done; but let it once appear that a little has been done, then nothing further will be effected. It is for this reason that we look with great disapproval and alarm at the scheme now put forward; and nothing should induce Parliament to vote such paltry sums as those named unless the clearest evidence is adduced to show that they are, in the opinion of competent and unbiassed men, ample for the purpose. That this cannot be done is our opinion, and is, we think, the opinion of most naval officers and military engineers who are qualified to express views on the subject.

A correspondence has taken place concerning the defence of colonial possessions and garrisons abroad between the War-office, the Colonial-office, and the Treasury. This correspondence has recently been made public, and it contains a summary of recommendations made by the Inspector-General of Fortifications. It is impossible to read these recommendations without being startled by the picture presented to us. On the one hand, we hear of the great importance of each place named; on the other, we find a very small sum put down as being sufficient to make it safe. “ Trincomalee ’’—Ceylon—says the report, “must always be, as it ever has been, the rendezvous and base for our fleet and ships in the Indian Ocean, and its safe and commodious natural harbour should therefore be made secure.” What sum do our readers suppose is to be expended in constructing works and rendering this natural harbour safe? £25,000 for works and £20,000 for armament. We cannot help saving that, if this sum will suffice, then the negligence which has left Trincomalee unsafe for half a century or so has beep all but criminal. Small as th@

sum is, however, it is not intended to take any action in the way of spending it as yet. Again we read: “Jamaica is the centre of British interests in the West Indies, and will become a place of great importance in the event of the projected canal being made through the Isthmus of Panama. The harbour of Port Royal, where our naval establishments have been placed, must be thoroughly protected.” Quite so. For this purpose £56,000 is said to be sufficient, and even this sum is not to be spent yet, pi’obably not for years.

We need not, we think, go further. We assert that it is simply impossible in the present day to provide fortifications and guns adequate to the required purpose for the insignificant sums named. Even the Inspector-General of Fortifications does not attempt to show that the money is enough for the required purpose. “ The above proposals,” he writes, “ have been based on the principle that sudden attacks could only be made by comparatively small squadrons ; and the defences have been calculated in each case to provide against such contingencies. In the event of a more serious attack being contemplated by a foreign Power, it could not be kept secret, and the support of the British fleet might then be counted on.” We are inclined to think that in the event of war, say, with France, the British fleet would have its work cut out for it at home, at least at first. But whether this would be the case or not, it is obvious that one of the first duties is to leave the fleet unincumbered by having to defend coaling stations, which ought to be competent to take care of themselves. If our ships of war are to be called on, at one and the same time, to defend Aden, and Singapore, and Hong Kong, and Melbourne and Sydney, and the Cape, and London and Liverpool, and Quebec, besides a few dozen other places, they will be called on to do more than can possibly be done, and disaster may follow on disaster. If only Parliament could be got to see that our coaling stations are absolutely essential to our commercial trading, we have no doubt that adequate sums would be at once granted to provide them with defences. Lacking this, it would be better that, as we have already pointed out, nothing at all should be done. The proposed outlay is too large to waste, while it is too small for the requisite purpose. Nothing will avert the danger but a determined effort on the part of that section of the public which can speak with authority on the questions at issue, and we sincerely trust that this effort will not be wanting.

THE HEAVY GUN QUESTION IN AMERICA.

Captain O. E. Michaelis, captain of the United States Ordnance, read a paper on the heavy gun question as it concerns the States, which deserves our attention both on its own merits and as a criticism on the United States Foundry Board Report, reviewed in The Engineer of August 1st last. Captain Michaelis deplores the passive position assumed by his nation on this matter, commencing his paper by the question, “I)o we require heavy guns?” We suppose most readers will accept his conclusion that even America cannot afford to be without arms up to the modern standard, and we therefore pass on at once to the more strictly professional part of his paper. Not long ago he considers that the States “ led the world ” in artillery matters, instancing “ Rodman, Dahlgren, and Parrott ordnance, Colt’s revolvers, Gatling guns, breech-loading rifles, and Ericcson monitors, and American gun iron,” in support of his statement. In the present degenerate times American inventors find a market in Europe, and their designs become swallowed up and even labelled, as it were, with European names. “Mammoth powder” becomes “pebble;” “pressure” gauges become “crusher” gauges; perforated cake becomes “ prismatic;” Treadwell’s system of 1840 becomes Armstrong’s of 1856; Kruppappropriates the “Broadwell system bodily;” Dean’s mandrilled bronze guns develope into the “ Uchatias ordnance,” and so on.

Captain Michaelis then calls attention to the official remedy proposed for the bad state of matters—namely, the appointment of the Foundry Board above referred to, whose recommendations he proceeds to consider. The Board reported specially on three points:—(1) The best United States arsenal or dockyard for a foundry; (2) any other method for manufacturing ordnance; (3) cost. The second point is the one calling for special attention. The Board did not advise the Government to commit themselves to private firms by wholly depending on them. Krupp’s position in Germany was declared to be an evil. England and Russia were considered to have gone too far in the same direction. Government factories supplemented by orders given to private firms, as now carried out by France, were recommended. The Board advised the establishment of a gun factory, but not a gun foundry; so that steel would be obtained from private makers and manufactured into guns by Government. Captain Michaelis objects that the States produced guns in time past which were “models for imitation,” and that American private firms have never failed in time of need, and that no instance can be cited where the Government had to “ guard against extortion.” He then gives some remarkable facts showing the disinterested devotion of Parrott to the interest of his country in neglecting “the opportunity which could never occur again” of manufacturing “on his own terms” and of acquiring enormous wealth, and also showing that the South Boston Iron Company sold guns to the Government “based upon iron at 40 dols. per ton, when the pig iron would have sold in the market at a much higher price, even going as high as 110 dols. per ton.” Captain Michaelis then points out the great advantage of Krupp’s works as compared with Government establishments, because by making for other nations, the demand is equalised more than it would be in a Government arsenal, which must have a much smaller establishment in peacetime than in war; also Krupp can employ his hands and plant railway material to a great extent in peace time. Moreover, Captain Michaelis observes that the fear of being subject to the pressure of a combination of private firms to revise prices applies as much to the supply of raw steel as manufactured ordnance, for “a congress that enacted that the American flag should be made of American bunting would not hesitate to direct that American guns should be made of American steel.” The

can

civil engineer every day we employ Shoeburyness, and that without looking at his teeth and asking if he is over sixty. Surely this fact might suggest some way to avail ourselves of knowledge of as special a character when possessed by an officer, even though a War-office circular should have removed him from the Active List. It may be that the officer whose case we have taken— Major-General Inglis—is anxious to retire; if so, he happily fails to furnish an example of the evil of which we complain, though unfortunately there are others. A voluntary retirement we cannot well prevent, nor does it involve much evil. An officer who wishes to go, unless his wish arises from some misunderstanding, is not the same loss as one who is eager to be in harness; generally his action arises from failing health, or from his having interests in some other field of work. All that our Government can be

THE BREWING EXHIBITION.

The sixth annual exhibition of the apparatus and materials of the brewing and allied trades is now being held in the Agricultural Hall, Islington, and closes to-morrow. By the promoters it is now spoken of briefly as the National Exhibition and Market, and the latter title is the more correct, as it is less than ever an exhibition and more a market. The galleries contain hardly any exhibits, while a large portion of the centre of the hall is occupied by the office structures of different manufacturers, factors, and merchants, who, by the experience of the past five exhibitions, have proved its character; found that brewers and maltsters from almost all parts of the country visit it as they would an exchange, and that the chief necessary is to have a stand in the Exhibition which is sufficiently provided with samples. There is less machinery in the hall this year than on previous years. There is hardly anything that is new, and the raw grain system of brewing has no expositors. The machinery exhibited is almost wholly of the stock character, with the most usual requisites in the way of parts. Messrs. Henry Stopes and Sons exhibit in their collection only one novelty, which consists of worm feed barley-washing apparatus, by which the grain is cleaned and wetted on its way to the steeping tanks. Messrs, G. J. Worssam and Sons show a new form of the continuous hop press, in which the liquid is squeezed from the hops by a roller bearing upon a chain carrying perforated plates, the wet hops being fed in between the chain and the riding roller, and the chain being carried upon a pair of rolls of suitable shape. The same firm shows a malt conveyor, which consists simply of a revolving tube slightly inclined. These are almost the only articles claiming novelty in the way of machinery, with the exception of a few new devices in aerated water machinery and bottle fillers. The Exhibition lias become quite a market for the dealers in brewing materials, and is considered useful for business purposes.

Ruelle Foundry, Captain Michaelis considers, compares badly with the South Boston Iron Company. He dwells specially on the excellence of Siemens-Martin steel as worked at Terre Noire, considering, with Euverte, that “steel derives the whole of its physical properties from its chemical composition and molecular state,” and that rolling and forging are not necessary to improve it when cast without blow-holes and properly tempered. Finally, Captain Michaelis recommends that existing cast American ordnance be strengthened, and new steel guns be cast—apparently in one casting—on a pattern of which he gives a general idea in a sketch. This can be done by American makers, who, “ without pressure,” “ produce a metal good enough for heavy guns,” and witli pressure can do “as well as Whitworth, who so far has beaten the world.” The course, then, is simple. “Let Congress make a standing annual appropriation of two million dollars, and the problem is solved.”

We fear that we have not done justice to the characteristic paper of Captain Michaelis, owing to want of space. He has made a gallant fight for American private firms, but we hardly think he is likely to command success. A Government voting the money as suggested, coupled with the national sentiment on bunting, and pointing to the past history of the disinterested conduct of its private manufacturers, would be a grand spectacle, and a rebuke to the more suspicious ways of other Powers. Nevertheless, we think it is rather more like romance than business. We would not wish for a moment to question the patriotism of Parrott, but do the States produce nothing but Parrotts ? because, by Captain Michaelis’ own quotations, he was in a position to “ manufacture on his own terms,” and “ acquire enormous wealth.” Is a Government justified in deliberately repeating such opportunities ? We should not advise it any more than we should now recommend a young lady to adorn herself with diamonds and walk alone in her innocence and beauty and wealth across Ireland. We should fear that American manufacturers, like Erin’s sons, might occasionally be “ tempted by beauty and gold,” and not “ love, honour, and virtue more ” to such an extent as to prevent their making a handsome thing of their opportunity. An opportunity, be it observed, which Captain Michaelis naively tells us Parrott was advised to take advantage of by some one—a Government official apparently—who, by the way, scarcely seems to have been up to the Michaelis standard. There is no doubt something in the practical objection that steel makers as well as gun makersmightcombine,butwe donot believethey could carry their point; we question even if the order for bunting was made in the face of a bunting combination to raise prices, and bunting is cheaper than steel.

The point of most interest to us, however, is the manufacturing question involved in the casting of steel ordnance in one piece. We believe that Captain Michaelis is right in thinking highly of Siemens-Martin and Terre Noire steel, and in much that he says about it; but here, again, lie cuts the ground from under his own feet. Whitworth is quoted as in advance of the world in steel, but we should be greatly astonished if Whitworth would dream of recommending a 12in. gun 33ft. long to be made in a single casting. We question if anybody connected with the Terre Noire works would do so. Steel guns have only beaten wrought iron by following them in method of construction. Krupp, Whitworth, and France all here tell the same tale. Great improvements will be made in America before the gun on the page facing page 23G in the July number of the “Transactions” of the American Society of Civil Engineers can be depended on.

W ith regard to American inventions, it is to be regretted when they are pirated; but some of the instances quoted sound to us more like the cases that may often be found of different minds independently coming to the same idea. In The Engineer of November 3rd, 1882, we gave descriptions and cuts of ancient counterparts to modern inventions which might spoil the laurels of many inventors if they were to be confronted with them. We do not ourselves believe that in many, if any, cases the modern inventors had benefitted by the ancient designs, though, by the way, it is stated that Colonel Colt was known to have studied a revolver of the seventeenth century, which many would at this day mistake for a Colt’s pistol.

SPECIAL GOVERNMENT APPOINTMENTS.

Whenever occasion is taken to point a moral by means of some individual case, suspicions are aroused, and the natural conclusion is suggested, that the individual in question or his friends have in some way “ pulled the wires.” We are going to illustrate what we regard as an evil by an indivi-pual case; we would, therefore, say at once that we have made a point of writing, without attempting to ascertain the views of the individual in question or those of his friends. Colonel Inglis, RE., has recently been gazetted out as Major-General on attaining sixty years of age, presumably without consulting his wishes on the subject, in accordance with a War-office circular. This is only an example of what occurs occasionally, causing mischief and loss to the country to an extent that is only tolerated because it is not understood. It is, of course, important that no favour should be shown, and that an order of that kind should be applied impartially to all. Even if exception could be made now and then on the ground of special claims, it would be difficult to make them in the case of officers of the Royal Engineers, because all are more or less engaged in scientific work. It is not easy, then, to see how it was possible for Major-General Inglis to escape compulsory retirement. We, however, would urge that some means might be found for retaining his sei’vices on some footing which would not interfere with the prospectsof other officers, for reasons which we think are very strong. Major-General Inglis happens to be the engineer officer who has been employed in connection with iron plate experiments from the first introduction of armour, when his name was well known as the originator of certain designs in armour and backing. The Government system is to limit the knowledge of the great mass of facts concerning experiments to the few officers engaged on committees or otherwise con-nectecl with the trials. The natural result of this is to make us in a great measure dependent on their experience. The five years’ system and the system of compulsory retirement by age both work in badly with this, because, as we have before pointed out, on the five years’ system, as now carried out, we are from time to time sending out men saturated with confidential knowledge to remote parts of the globe, and calling upon fresh men who have hitherto been kept in the dark to take up the threads of investigation which have fallen from the hands of their predecessor's. In course of time when they have performed a tour of regimental duty, no doubt those who have been sent away may probably return to their old work or to some other branch connected with it. Consequently their special information will probably be of use to them directly or indirectly. although at the best we hold the arrangement as a mischievous extension of the original intention of the five years’ system. This intention, as we have conceived it to be, was simply to make the duration of each appointment five years, so that at the conclusion of that period each officer in the natural course of things returned to regimental duty, and did so without any slur on his reputation. If, however, special circumstances demanded it, he might be re-appointed or put into another position in connection with the work on which he was engaged. For this there was much to be said. We are glad, therefore, when we see the rule that officers are to return to perform a tour of regimental duty relaxed in special cases. The compulsory retirement system in the same way may have something in its favour; but like the other, it may tell much more mischievously than most people are aware of if its action is not prevented in special cases.

We now take the case of Major-General Inglis; he possesses, probably in a greater measure than any officer living, experience connected with experiments wliich have cost many hundreds of thousands of pounds. He has been also engaged in the erection of all our armoured forts from the beginning. Every weak point, and the reason for each feature in construction, must be impressed on his mind. If we wished to get any one for the service of the country possessing this knowledge in the same measure, it could not now be done. There are undoubtedly other engineer officers with a considerable part of the same knowledge, but if we counted them up we should not need the fingers of one hand to do it. Possibly only two or three possess any very considerable share of the special knowledge we contemplate. Not, of course, the knowledge of our forts, or perhaps of armour in the abstract, but the knowledge of how each experiment has determined and shaped our armoured defences. Just as no book learning would supply a man with the experience necessary to manage manufacturing operations, no book learning could take the place of the experience of which we are speaking. It is surely a serious matter to have this knowledge confined to so few men; and this being so, it is an extraordinary thing to make no effort to retain their services if a circular prescribes a formula on which they are to leave. This, however, has only given one side of the picture, that of direct loss to the department. There is another side.

Officers of this class on leaving the service are likely to offer their services to those.who know how to appreciate them. General Younglmsband, formerly superintendent of the Royal Gun Factories, on being superseded, joined the Elswick firm, and makes guns for foreign Powers. General Hickson, after being superseded at Enfield, joined a company which were shortly afterwards engaged on an enormous order for small-arm rifies for Germany. Sir E. Reed, on leaving the Admiralty, is found travelling in Russia, and designing foreign armourclads. We hold that there is much to be said for this, so long as the factories employed are English. What we may lose in one way is more than compensated in another. England by this means has factories kept up without expense, which would cease to provide for her enemies and would become available for herself in time of war. If our enemies have arsenals, it is surely better that they should, as far as possible, be in our possession. When, however, this is not the case, when officers or other Government servants are employed by foreign Powers in their own country, the question is different. Some years since, the foreman of the shell foundry in the Royal Arsenal left, and was engaged by Krupp at a salary of a thousand pounds a year. Even this is a matter about which a question might well be raised. Sir E. J. Reed’s advice to Russia is a more serious matter; but would it not be yet more serious if Major-General Inglis were to follow the same line ? It may be perfectly justifiable for our officers to give the services we refuse to friendly Powers—but is it not very undesirable that it should come to this? All Powers reckon asfriendly other Powers till actual war breaks out. Russia is, perhaps, as likely to be at war with us as any nation ; her navy has been assisted by the advice of our ex-naval constructor.

There is, as far as we know, no reason why France should not avail herself of the services of those who best know every plate in every casemate we possess. Is the work done by our committees so perfect, and the knowledge we possess so profound, that we can afford to store up experience in men and then throw them into the opposite scale? We pay twenty-five guineas for the attendance of a skilled

one on committee at

expected to undertake is that no War-office regulations of a general character should interfere with the country obtaining services of a very special character—so special that it is worth our while to offer as good a price for them as is likely to be bid by any friendly foreign Power.

IRON ORE IMPORTS.

One of the remarkable features of the iron trade this year is the falling off in the imports cf iron ore, and that chiefly in the importation from Bilbao. In the first nine months of last year we imported not less than 2,519,833 tons of iron ore—a quantity not very dissimilar from that imported in the same period of the preceding year. But in the first three-quarters of the present year, the imports were only 2,113,788 tons. It had been supposed that the serious decline was due to the operation of the quarantine regulations ; but the supposition is not confirmed when it is found that the fall in the imports last month was less than the average for the preceding months of the year; and as the range of the freights for the carriage of that ore over the ocean have been this year certainly the lowest that has been known in the history of the trade, it would have been thought there would have been an increased, instead of a decreased, importation, because it can scarcely be expected that the present low rate of freight can be maintained in the winter, and in the future, when the check to shipbuilding makes itself apparent in the lessened glut of shipping in the market. Whether the decreased demand for steel rails has had anything to do with the reduction in the imports cannot be very definitely said, but at least it is certain that there is either a large reduction in the demand for hematite iron, and a consequent reduction in the production, or if that production be unchanged, the stocks of ore should be very much reduced. It is one of the singular features in the present day that whilst we are greatly increasing our production of steel, we should have such a fall in the imports of the ore from which so much of that steel has been made. The fall may be temporary, but for the present year there is no likelihood of a recovery, though the removal of the quarantine on arrivals at Bilbao from British ports should lessen the fall in the remaining days of the year, the more especially as the ore is now sent from Bilbao in vessels of larger size than used to be the case even a year or two ago only.

TESTING PRESSURE GAUGES.

Mr. L. P. Casella, of Holborn, has just completed for the Indian Government, under the instructions of General Hyde, a new high column mercury standard testing apparatus for pressure gauges of different kinds. With the high columns of this character, it has hitherto been necessary for the person using the mercury column to have an assistant for reading the mercury indication at any part of the column above about 10ft., and usually it has involved calling up and down the readings. The apparatus now completed by Mr. Casella is provided with a mirror at the foot of the column, and another, supported by a frame running in vertical grooves, and carried by a light wire rope, by which, with a winch handle, it is raised up or down, as is necessary to follow the rise or fall of the mercury within the glass tube. The reading at the upper mirror is reflected in that at the bottom, and much trouble and time are thus saved, while the user of the apparatus is more certain of his readings than if he had a boy aloft to read for him. The column of mercury is larger than is usual for this purpose, a column of about 0'62in. in diameter being employed, presumably to remove all possibility of error, attributable as an effect of using a liquid under pressure in a very small long tube. The additional apparatus described is very simple in details, and General Hyde’s idea has, we need hardly say, been worked out to his entire satisfaction by Mr. Casella.

LITERATURE.

Fortunes made in Business: A Scries of Original Sketches, Biographical and A necdotic, from the recent History of Industry and Commerce. By various writers. 2 vols. London : Sampson Low and Co. 1884.

These volumes relate the history of the rise and progress of a number of very large businesses, some of them new industries, and so much of that of the individuals by whom the businesses were founded as is necessary to give a popular notion of the life and work of the reapers of the fortunes made. In the preface it is remarked that the story of Aladdin and his lamp was “ a sort of prophetic mirror of many romantic incidents in the modern biography of industry and commerce.” From a perusal of these volumes, some readers may be led to think so, for so many years are crowded into one hour’s reading, and so much of crushing disappointment and failure passed over in the eagerness to describe—no, not describe, but chronicle

The rules and formulae are followed up by examples of their use, and the author will have earned the thanks of all practical Englishmen and Americans—for the book is of American origin—for having “ carefully avoided any use of the metric system,” because of an expressed belief in the old English foot and pound, and the possibility of at least equal work by them as by metric measures. The book is supplied with an index, and may be recommended.

1884.

The

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the ultimate monetary success, that it would almost seem some inventors’ eyes were Aladdin lamps, and performed much the same feats as the wonderful one of the fortunate Eastern. The difficulties which had to be overcome by some of the men the history of whose labours and rich rewards are given in these volumes, are indeed told at some length in a few cases, but in most the writers are so well satisfied of the fact that enormous difficulties had to be overcome, that they seem to think that readers will be equally well satisfied without any accurate description of the difficulties themselves. The accounts seem rather to have been written by men who are ready to give those of whom they write infinite credit for remarkable ingenuity, energy and perseverance, in pursuits of which they understand but the results, rather than by men whose technical knowledge enables them to appreciate to their full value the steps by which, through failure after failure, those results were attained. The sketches are readable enough, but they will be considered to be wanting in detail by most readers, who like to know something of the minute as well as the main parts of a structure.

The first sketch is “ the story of Isaac Holden,” for whom is claimed the greatest work in the development of wool-combing machinery. This contains a great deal that is of real interest. Holden, like most of those whose lives are sketched, was a most indefatigable worker; and it is worth mentioning in passing, that when, as a young man, he was lecturing on chemistry, and rose early in the morning to pursue his studies, the difficulty which attended obtaining a light caused him to invent the lucifer match. This, without any of the great work in wool combing by machinery which he afterwards accomplished, and by which he built a vast fortune, was of itself an invention of such far-reaching importance as concerns the comfort of people, that had he thought anything of his invention his name might have become a household word. He made the lucifer match, however, to light the morning candle to pursue the studies he then looked to for future advancement, and made little of this invention. He described it next day to his class, and one of the students, the son of a London chemist, is by inference credited with the sharpness his teacher did not possess, and is supposed to have sent news of the invention to his father, for a short time afterwards matches were sold in London. Holden lived, however, to become the head of vast wool-combing and spinning businesses in England and France, and presumably to regret but little that he did not go to the Patent-office with his lucifer match, as he afterwards did with wool-combing machines, over the experiments on which he spent £50,000.

The second sketch is of “ Mr. S. C. Lister, and the story of the ‘ silk waste.’ ” This sketch is also of considerable interest, which might have been greatly enhanced by some description of the details of the hundreds of inventions by which the conversion into valuable materials of what had always been waste was achieved. This work occupied Mr. Lister many years, and altogether he had expended £360,000 at the time that he had achieved the complete success which converted silk waste into velvets, silks, and plush. He wrote off a quarter of a million sterling, but afterwards got £1000 royalty on each machine made, and had not a competitor at home or abroad, a position which he could not have achieved if he had not previously obtained a fortune in the wool-combing trade.

Sketches of the origin and rise of the Lowmoor Company, and of the life and work of Sir Josiah Mason, are then given, and are followed by what the writer calls ‘ the romance of invention—Sir Henry Bessemer.” The latter tells of what Sir Henry effected, rather than of his inventions and of his difficulties, and how he overcame them. The style is more that of local daily paper articles than of a well-got-up book, and the romance is much more in the views of the writer than it probably ever was in those of Sir Henry Bessemer. The rise of the great business of Sir John Brown and the armour-plate industry is treated in a similar manner; the tale of the invention of alpaca spinning by Sir Titus Salt and the rise of Saltaire, is repeated in the familiar way. The part taken by the Peases of Darlington, and the rise of steam locomotion and railway extension, as assisted by Edward Pease in connection with George Stephenson, occupy the next pages ; while the work and the successes of “ the Fisons and Forsters of Burley-in-Wharfdale ” are next sketched; and the story of “the Fieldens of Todmorden” brings the first volume to a conclusion, with another record of the rise through modern inventions of the descendants of an old Yorkshire family. Like several others whose achievements form the subject of these books, the Fieldens were the sons of farmers, but they also worked and sold the produce of hand looms. They thus possessed a certain amount of knowledge which enabled them to rise with the introduction of steam engines and the enormous industrial and mechanical studies which marked that epoch.

The second volume contains sketches of the Fosters of Queensbury, “ the fortunes of the Gladstone family,” the Bright family, of the Fairbairns of Manchester and of Leeds, of W. H. Perkins, F.R.S., of the Cunard Steamship Company, of Messrs. Wilson and Co., the Hull shipowners, and of Messrs. Bass and the Burton breweries. Both volumes are printed in very large type, widely leaded, and on thick paper ; but there seems to be no reason, judging by the contents, why one small volume should not have contained the whole.

. A Treatise on Toothed Gearing, containing complete instructions for Designing, Drawing, and Constructing Spur Wheels, Bevel Wheels, Lantern Gear, Scrciv Worms, Ac., and the proper formation of Tooth Pre>Jilcs for the use of Machinists, Patternmakers, Ac. By J. Howard Cromwell, Ph.B. London : Triibner and Co. 1884. 245 pp. New York: John Wiley and Son.

This is a book which sticks to its text—tooth gearing. It is, moreover, suited to the requirements of those whom the title page addresses. Although on an old subject, much that has a long time cumbered books upon it has been omitted, and the explanations and rules are all given in a very clear manner, aided with sufficient illustration.

BOOKS RECEIVED.

Home and Foreign Iron and Steel Industries. The Annual Report of the Secretary to the Members of the British Iron Trade Association. London: E. and F. N. Spoil. 1884.

Barn Implements and Machines; a Practical Treatise on the Application of Poiver to the Operations of Agriculture. By John Scott. London: Crosby Lockwood and Co. 1884. Weales’Series.

Fire Protection of Mansions. How to Prevent Fires and how to Extinguish them. With Practical Remarks upon Water Supply and Fire Apparatus. By J. C. Merryweather, M.I.M.E. London: Merritt and Hatcher. 1884.

Duncan's Manual of British and Foreign Tramway Companies, containing Abstracts of Accounts, Traffic Table, and Directory, London: Effingham Wilson. 1884.

Journal of the Society of Telegraph Engineers. No. 53. Vol. xHi. London: E. and F. N. Spon. 1884.

Heroes of Science—Mechanics. By T. C. Lewis, M.A. London: Society for Promoting Christian Knowledge.

Practical Electric Lighting. By A. Bromley Holmes, Assoc. M.I.C.E. Second edition. London: E. and F. N. Spon.

The Establishment of Steel Gun Factories in the United States. By Lieut. W. H. Jaques, U.S.N. “Proceedings” of the United States Naval Institute.

Life and Works of Thomas Graham, D.C.L., F.R.S. By Dr. Angus Smith, F.R.S., LL.D. Edited by J. J. Coleman, F.I.C., F.C.S. Glasgow: J. Smith and Sons. 1884.

A Treatise on Toothed Gearing, containing Complete Instructions for Designing, Drawing, and Constructing Spur Wheels, Bevel Wheels, Lantern Gear, Screw Gear, Worms, Ac. By. J. Howard Cromwell. London: Trubner and Co. New York: John Wiley and Sons. 1884.

Principles of the Manufacture of Iron and Steel, with some Notes on the Economic Conditions of their Production. By I. Lowthian Bell, F.R.S. London: G. Routledge and Sons and E. and F. N. Spon. 1884.

The Principles of Ventilation and Heating, and their Practical Application. By John S. Billings, M.D., LL.D., U.S. Army. London: Trubner and Co. 1884.

The Depreciation of Factories and their Valuation. By Ewing Matheson. London: E. and F. N. Spon. 1884.

Marion's Practical Guide to Photography. London: Marion and Co. 1884.

Minutes of Proceedings of the Institution of Civil Engineers. Vol. LXXVII. London : The Institute. 1884.

Official Year-book of the Scientific and Learned Societies of Great Britain and Ireland. London : Charles Griffin and Co. 1884.

Text-book on Practical, Solid, or Descriptive Geometry. By David Allan Low. In two parts. Parts I. and II. London: Longmans, Green, and Co. 1884.

Treatise on the Purification of Coal Gas, and the Advantages of Cooper's Coal Liming Process. By R. P. Spice, M.I.C.E. London: E. and F. N. Spon. 1884.

The Journal of the Iron and Steel Institute. No. 2. 1883. London : E. and F. N. Spon. 1884.

Transactions of the Institute of Engineers and Shipbuilders in Scotland. Vol. XXVII. Glasgow: The Institution. 1884.

EXPERIMENTS AGAINST ARMOUR AT SPEZIA.

Tiie following statement of the results obtained during the recent armour-plate trials at Spezia is from an Italian source, and has not been verified by us. We have no reason, however, to question its substantial accuracy in all respects. It will be seen that the gun has again scored a victory, and in so far the armour controversy assumes another phase. In a letter to the Times marked by all his great ability, Sir E. J. Reed criticises unarmoured cruisers, and endeavours to show that their destruction must be certain should they encounter an ironclad. The Spezia experiments, however, seem to indicate that the only armour which can be of any real use, must be so thick and of such enormous weight that the construction of a small high-speed armoured cruiser is out of the question. In other words, the fact seems to be that against such guns as those carried, let us say, by the Esmeralda, vessels of the Penelope or Bellerophon type, carrying moderately thick armour, would be as badly off as the Esmeralda herself, while the greater speed of the latter ship would place her in a position to fight or not just as she pleased, and to fight when and how she liked.

The experiments against armour, which took place on the 1st October at the polygon of Muggiano by the Royal Italian Marine, have excited a lively interest in the marine and in military circles. These experiments had been ordered by the Minister of Marine to find out exactly the resistance of the armoured redoubts of the Italia and Lepanto, clad with Schneider steel or compound plates, and above all to ascertain the effective power of the new Armstrong 43 centimetre breech-loading gun, with forged and tempered steel projectiles of best quality. For this purpose there had been erected three targets representing the redoubt of the Italia. The plates were placed against a backing of teak wood 520 millimetres thick. The plates measured all three 3050 millimetres long by 2600 millimetres wide by 480 millimetres thick, and were all fixed to the backing by eighteen bolts. One of the plates was forged Schneider steel from the works at Creusot, and two of the compound type from Cammell’s and Brown’s works. ’ In all experiments hitherto made, chilled cast iron or steel cast projectiles had been used with a velocity not exceeding 470 metres at impact. In the experiment of the 1st October, not only were forged steel Krupp projectiles used—which are supposed to be the best at present—but they were also fired with a velocity of 580 metres, i.e., with 100 metres more velocity at the point of impact than in the previous tests.

The introduction of these two new factors in the firing were, as had been perfectly foreseen, of such a nature as to modify the results obtained. In effect, the Schneider and the compound plates had until now broken the projectiles of medium quality, such as cast iron and cast steel, at the firstshock. Such shot produced in the plates damage varying according to their degree of fragility, without piercing them. The new forged steel projectiles, such as those of Krupp’s make, possessing tenacity and great cohesion, require, in ord^r to break them, an effort and space of time infinitely greater than those of cast irop or, brittle metal, so that their effort of penetration or punching the material of the plates has time to develope itself before the pieces of the projectile become separated.

In the test of the 1st October, the circumstances foreseen by the competent authorities were completely verified. The 43 centimetre Armstrong gun was charged with four bags of 87£kilogrammes each, being altogether350kilogrammes of progressive Fossano powder, and a perforating hollow projectile of forged and tempered steel from Krupp’s works at Essen, weighing 835 kilogrammes weighted. Under these conditions the initial velocity measured at each discharge was an average of 572 metres, and the target being at a distance of 99 metres from the mouth of the gun, an average velocity at impact of 568 metres was the result. The projectile had therefore a total energy of 13,700 metre-tons at impact, that is to say, the energy required for piercing an iron plate 99 centimetres thick, according to the formulae of the French Navy.

Under such conditions of firing, which have never hitherto been produced with any gun, the following results were obtained:—The first shot tired against the Cammell plate pierced it and the backing, dividing the plate into six large pieces by radial cracks. The shot was broken up, the point being carried to the sandhill, distant 15 metres, which it entered to a depth of 400 millimetres, second shot was fired against the Brown plate. The results were similar. The plate was divided into four pieces only by radial cracks, but the steel face was torn off round the point of impact. The projectile was more broken up than in the first shot, and the point was found lying at a distance of 7 metres in the rear of target, i.e., in the front of the sandhill. The third shot was fired against the Schneider plate. The projectile pierced the plate neatly, like a punch, forming a circular hole 580 millimetres diameter. The plate was divided into three large pieces by radial cracks. The projectile was found to be least broken up of the three, and the point to have entered the sandhill to a depth of 1400 millimetres. The compound plates have therefore, it appears, shown more resistance to penetration than the steel plate, although they were more broken, as anticipated, but no portions were stripped from the target, and the lateral support which the compound plates have from the adjoining plates when fixed on the ship sides would place them there under much more favourable conditions than in the Spezia experiments; whilst the same conditions would not increase the resistance of a softer material, such as the Creusot steel plate or an iron plate. As compound plates 48 centimetres thick under favourable circumstances nave shown such resistance to penetration at close range and normal fire of the present most powerful gun, it is evident that, when placed on a ship—especially at an angle as in the Lepanto and Italia—they will afford perfect security against the attack of the same gun when bred at any probable distance and under the most favourable circumstance which are likely to exist in actual warfare. They have also the well-known advantage of resisting the projectiles from small guns better than steel plates. These can be destroyed by projectiles which would have very little effect on compound armour.

Frightening Rats and Mice.—The latest issue of the Official Gazette of the United States Patent-office contains some amusing patents. One mute inglorious Nelson, heedless of his country’s fame, patents the figure of a cat to frighten rats and mice. The body is to be covered with luminous paint, “the eye having a coating of phosphorus, so as to shine out more brilliantly than the body.” This is a step in the right direction, and doubtless we shall soon have patent illuminated snakes to frighten men who drink whisky, and illuminated pictures of Canada to deter bank cashiers, and representations of trains of cars to hinder street-car drivers from testing the colliding powers of locomotives. We forgot to add that the patentee proposes to perfume his cat, “so as to be obnoxious to rats, mice, &c.” “Imagination,” says thq Railroad Gazette, “shudders at the idea of perfumed snakes !”

A Wonderful Substance.—Among the most interesting developments which have followed in the wake of the discovery of petroleum is the immense trade which has sprung up in ozokerite. No fairer substance ever sprang from most unpromising parentage than the snowy, pure, tasteless, opalescent wax which is evolved from the loud smelling, pitchy dregs of the petroleum still. The Mining Review thus sums up the many uses to which this remarkable substance is applied:—This comely, impressionable article, with all its smooth, soft beauty, defies agents which can destroy the precious metals and eat up the hardest steel as water dissolves sugar. Sulphuric and other potent acids have no more effect on ozokerite than spring water. It is alike impervious to acids and to moisture. Its advent seems to have been a special dispensation in this age of electricity. Every overhead electric light cable or underground conduit, or slender wire, cunningly wrapped with cotton thread; all these owe their fitness for conducting the subtle fluid to the presence of this wax; and in still more familiar forms let us outline the utility of this substance. Every gushing school girl who sinks her white teeth into chewing gum chews this paraffine wax. Every caramel she eats contains the wax, and is wrapped in paper saturated with the same substance. The gloss seen upon hundreds of varieties of confectionery is due to the presence of this ingredient of petroleum, used to give the articles a certain consistency, as the laundress uses starch. So that a product taken from the dirtiest, worst smelling of tars, finds its way to the millionaire’s mansion, an honoured servitor. It aids to make possible the electric radiance that floods his rooms; or, in the form of wax candles, sheds a softer lustre over the scene. It polishes the floor for the feet of his guests, and it melts in their mouths in the costliest candies. For the insulation of electric wire, paraffine wax has to-day no successful rival, and the growth of the demand for this purpose keeps pace with the marvellous growth of the electric lighting system. A single Chicago firm buys paraffine by the car load. Its price is but half that of beeswax, and yet the older wax yields readily to sulphuric or other acid, this being a test for the presence of beeswax in paraffine. The demand for paraffine for candles as yet heads the list. Then comes the needs of the paper consumers. In 1877 a single firm in New York handled 14,000 reams of waxed paper. Not only for wrapping candy is this paper valuable, but fine cutlery, hardware, &c., incased in waxed paper is safe from the encroachment of rust or dampness. Fish and butter and a score of other articles are also thus wrapped, and there seems literally no end to the uses found for the paper saturated with this pure hydrocarbon. In the chemist’s laboratory it is invaluable as a coating for articles exposed to all manner of powerful dissolvents; brewers find it a capital thing for coating the interior of barrels, and the maker of wax flowers simulates nature in sheets of paraffine; and yet, until Drake drilled his oil well in 1859, the existence in this country of this boon to civilisation unsuspected, and it lay in the depths of Pennsylvania rocks, where thousands, possibly millions, of years ago it was stored by the hand of an all wise Creator.

THE ELECTRICAL EXHIBITION, PHILADELPHIA.

The interior of the Exhibition was brilliantly illuminated by arc lights on the Weston, Brush, Van Depoele, and Western electric systems. We have already described the Weston, whose display of arc lights per machine is beaten in number by the Brush Company. This company claim to exhibit the most powerful arc light machine ever manufactured. It has a capacity for running sixty-five lamps of nominal 2000-candle power, the greater number of

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which are outside of the building, leaving twelve in the main hall. The novel feature of this machine is a set of switches on the main shaft, by turning which the current can be transformed from 10 to 20 amperes. The dynamo machine can then run thirty 4000-candle po a smaller number of increased power. A

ups, or Brush

matically switched it out of circuit, and registered the current used in charging; acting in the reverse way, the circuit is opened when the battery requires recharging. Mr. Brush contends that the batteries should not be drawn on to their full extent, and that after a certain amount of current is withdrawn, they must be re-charged, a precaution which detracts from their utility unless a very large number of cells is employed.

The Van Depoele Electric Light Co. of Chicago showed three dynamo machines respectively for sixty, twenty, and twelve arc lights. The main features of the system consist in the disposition of the field magnets, and the construction of the armature, Fig. 1, which at first appears to be very like the Gramme. The core is widely different, in that whereas the Gramme ring is composed of several layers of wire coiled one upon the other, the Van Depoele has a number of iron bars, each separated from the other, which are rivetted to the inner and outer periphery of two metal rings, several of which are placed between the inner and outer layer of iron bars, the whole being rivetted together so as to form a solid frame. The arrangement of the field magnets of the dynamo machine is shown by Fig. 2, the soft iron cores being secured to semi-circular pole pieces, between which the armature revolves ; the bearings are fixed to an extension of the lower plate. This plate has some advantages, but certainly does not improve the look of the machine. The brush holder is peculiar to the system, the brushes being fixed in a frame, Fig. 3, which can be moved

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machines are now fitted with a new form of wrought iron armature, consisting of laminated plates, which, besides securing better ventilation, obviate the existence of Foucault currents to a large extent. The outward form of the armature is preserved, the material change being in the bands of iron about T'₅in. thick, which are wound circumferentially upon a wrought iron ring in superimposed layers ; between each layer, as the winding proceeds, are placed pieces of wrought iron of similar thickness, which

so as to adjust their position either by hand, or automatically by means of a current regulator, which is shown in Fig. 2 on the top of the framing. An automatic switch and indicator, Fig. 4, is inserted in the service line, the latter showing the working current, while the former is set so as to break that which energises the field magnets in the case of any short circuit taking place on the line. Several designs of arc lamps are exhibited; those employed for lighting the company’s exhibit require a 15-ampure

faction in western cities. At Elgin, Illinois, the city is illuminated by twenty-nine lamps slung to seven towers, of which six are 125ft. in height, and one 150ft., each tower lighting a radius of 2000ft. in a very satisfactory manner.

The Western Electric Company, which is well known as manufacturers of telegraph instruments and materials, has lately taken up electric lighting, and showed its system in operation. The dynamo machine has the outward appearance of Weston’s; the cores of the electromagnets, however, are of wrought iron bolted to cast iron pole pieces; the armature, composed of sheet iron rings, is wound in a complicated manner, which, in the absence of drawings, is difficult to describe. Twenty-five arc lamps are maintained, taking an 18 arnp&re current; they differ from the ordinary type of clutch lamps in that they are not differential, the feeding magnet only coming into operation when the arc is too long. In the dynamo machine cast iron bearings are used without any bushing, the spare bearing furnished with the machine being interchangeable for either end. This company has as well a very large exhibit of telegraph instruments, annunciators, and some very ingenious fire-alarm bells for hotels, which, if fixed in every room, can be simultaneously rung by the watchman on duty by turning a switch in connection with the battery used for the ordinary electric bells.

Considerable attention was paid to a machine exhibited at the Fishery Exhibition last year, which was known as the Ball Unipolar inductor dynamo machine—Fig. 6. As the factory of the company working the system is near Philadelphia, we were not surprised to find a large exhibit of these machines. In the absence of important trials it is impossible to form an opinion on the merits of the invention, but we certainly do not agree with the assertion on the descriptive circular, “that the percentage in the external circuit of the best machine at the Crystal Palace Exhibition of 1882 was only 45 per cent, of the power absorbed,” and cannot see how “ the pole pieces are brought nearer to ,L,he armature core” when two armatures are employed.

The Union Switch and Signal Company of Pittsburgh 'lad a complete system of incandescent lighting, which it calls the Stanley triplicate series’ system. It is, in fact, m arrangement of lamps in series, using a special electrolier aolding three lamps so constructed that when one fails die second lamp is automatically switched into the circuit, md upon the failure of this lamp the third is lighted, vhile, if by any chance all three were to fail, the :ircuit remains complete to the rest of the series. The iconomy in wire where long circuits are employed may render the adoption of series lighting advisable, but we do lot think the entailed complication would recommend the triplicate arrangement. An old form of compound-wound Weston dynamo machine, with cast iron armature core, las apparently been re-christened the Stanley, and was exhibited working a number of 100 volt lamps, which are laid to take ‘49 amperes per sixteen candles. These lamps vere arranged in series, in connection with an automatic egulator.

In concluding our description of this section of the Exhibition we may remark that American practice is in r'avour of strength and practical utility, and that all tbe machines were well made, with interchangeable parts, and lot picked out with colour and japanned after the style of the early Brush machines, whose outward finish was not unlike that of a sewing machine.

The recent announcement of the city authorities at Philadelphia respecting overhead wires, which, if strictly carried out, will necessitate their removal underground, lias caused some stir among the numerous inventors who

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project so as to form cheek pieces, between which the armature coils are wound. It is stated that 20 per cent, more lamps can be maintained with the same number of revolutions which would be required if the old cast iron form of armature was employed. A low tension dynamo machine is also exhibited for working two hundred Swan glow lamps. But the principal feature of the Brush exhibit to have been the new storage battery. Owing to some unexplained cause only two of these were shown in action, and as they are both kept under lock and key, the curiosity of the public as to their alleged merits can hardly be said to have been satisfied. It was explained to us that the two batteries are charged upon the same circuit in which are running motors and arc lamps, and that when either battery was fully charged the current manipulator auto

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current, and are arranged to burn eight hours ; they are of the differential type, and somewhat similar to the new Weston pattern, which represents a type that completely cuts the lamp out of circuit should it burn irregularly or

poele system of dis-be arrived at by the

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fail to strike the arc. tributing power as well as light is to use of a motor somewhat similar to Fig. 5, which, however, is only intended for power. Should it be required to take off a low tension lighting current, it is proposed to arrange the motor so that the induced currents may be collected from tbe revolving armature and utilised as light with safety, while the economy of transmission by the use of high E.M.F. is to be maintained. We are not aware that this has passed the experimental stage, but understand that the Van Depoele arc system has given great satis-

WOODWARD’S ELECTRIC MAIN CONDUITS.

have given attention to this subject. The section of electric conductors was divided into seven classes, the largest of which was that which deals with underground conduits. It includes devices for avoiding injurious induction; for laying wires in conduits; for removing wires from conduits; for carrying out loops from conduits and subways for electric conductors. In all, there are twenty-one exhibitors in this class, the largest being that of the combined Edison companies, who show their complete system of laying wires from a central station. We propose illustrating and describing these arrangements in connection with the Edison exhibit, so now pass on to the first on the list, which is that of the Electric Construction and Maintenance Company, which is the manufacturer of the Brooks system of underground conductors. Its special features are the use of iron tubes, through which the wires

are led in the usual manner. Afterwards the pipe is filled up with mineral oil, which spreads itself between the interstices of the wires and effectually insulates them. Any leakage is provided for by having a tank at one end of the line at such an elevation as is necessary to produce a small head of oil. The conductor brought into the Exhibition building is a pipe, which carries eighteen Morse circuits and seven telephone circuits a distance of eight miles to the branch station of the Pennsylvania Railway. Correspondence could be carried on with this station by means of a telephone on the exhibitor’s stand. The noise from induction caused by the Morse circuits is very small. Fig. 1 shows a junction box and the hand holes and outlets for taking wires into adjoining buildings; a similar tube would be used for the electric light arc wires. The Brooks system would require several pipes to accommodate all the overhead wires which at present adorn the side walk of most American cities, and in some instances it may be necessary to build a conduit. The Cosmopolitan Telegraph and Telephone Company provides for a large number of wires by erecting a conduit of terra-cotta composed of quarter sections placed over a bed or base-plate of the same material, as a foundation. The interior is fitted with

are perspective views of the kerbstone, or rather its hollow iron substitute, the wires being shown in position. Fig. 3 is a vertical section at a street corner, and Figs. 5 and 6 are plans of corners, the former having an inlet for the electric cable which is supposed to have crossed under the street. A much larger scheme was put forward

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by the Continental Underground Cable Company, which proposes laying the telegraph and telephone wires quite separate from the electric light cables. For the former a brick conduit is recommended, in which at intervals are

FIG. 8

manholes are necessarily fitted with air-tight lids. This is not the first time a system of air-drying has been recommended; but it appears to us that much simpler methods might be adopted, and the air kept in a sufficiently dry state by placing some moisture-extracting chemical in the manholes, and by means of a natural draught causing a slow circulation of the air through the tube.

STERN WHEEL GUNBOAT FOR THE NILE.

Amongst the many requirements of the Nile Expedition, the stern wheel paddle-boat recently completed by Messrs. Yarrow and Co., of Poplar, attracted a great deal of attention. It is very similar to Le Stanley, a boat built for L’Association Internationale du Congo, which we fully illustrated in our impression for the 1st of February last. Like the expedition itself, this boat was not decided upon until the last minute, and it had, of course, to be finished immediately the order was given, and it was, in fact, completed in the short space of seventeen days from the date of the order. The order was given out on the 13th September, and the boat, practically complete, was inspected by the Admiralty and War-office authorities on the 2nd inst. The Admiralty wras represented by Mr. G. W. Rendel, Lord ' of the Admiralty; and Mr. N. Barnaby, Director of Navel Construction ; and Mr. James Dunn, Chief Constructor. The War-office was represented by Sir Ralph Thompson, Sir Arthur Herbert, Sir Edmund Morris, General W. E. M. Rielly, Colonel Cameron, Mr. E. C. Nepean; and Lieut.-Colonel Grove, Mr. J. Allington, and Mr. T. Soper were present on behalf of the Constructive Department of the Admiralty.

The boat met with universal approval, and the remarks made on the great rapidity with which the boat and her engines and machinery had been constructed were most flattering to Messrs. Yarrow and Co., whose performance had given a good idea of the enormous powers of rapid production of small vessels which England possesses in case of any specially urgent demand. The dimensions of the vessel and engines are : —

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CONTINENTAL CABLE COMPANY’S MAIN SUPPORTS.

iron frames which clamp plates of some suitable insulating material, which are perforated with holes of various sizes suited to the gauge of wire to be used. In the section exhibited the insulator was a slab of glass, and suggested an easy plan to neutralise the effect of induction with telephone wires, by causing these to be laid so as to cross spirally round each other, for which purpose the holes in the glass could be numbered to assist the threading of the

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CONTINENTAL CABLE COMPANY’S MAIN SUPPORTS.

placed uprights B, Fig. 7, which support the circular sheet iron pockets A, which extend from one manhole to the next, and secure a perfectly smooth surface. The wires

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Length over all......................

Beam..........................

Estimated draught in steaming order with armament

and stores, but not passengers ............

Draught for each additional load of from 2⁻5 to 3'0 tons .

Height of deck above water .............

Height of upper deck above water...........

Height of gun deck above water ...... .....

Cylinders, diameter .................

,, stroke...................

Revolutions .....................

Steam.........................

The boiler is similar to that used for torpedo boats, and has, like the vessel, been sent out in parts to be put together in Egypt, riiis operation will take much longer than the time occupied by Messrs. Yarrow in the construction of the whole.

The boat is intended to take part in the Nile Expedition, and will probably be used for whatever purpose it may for the time being be most required, for either towing the numerous rowboats, to serve as a gunboat, or for simply conveying stores up and down the Nile. Messrs. Yarrow have made a speciality of stern-wheel boats, and find that of all the different types of river steamers there are none so well suited to fulfil the ordinary requirements of a shallow-draught river boat as one propelled by a stern wheel. It is far better than a side-wheel boat in consequence of the remarkable steering power which it possesses. l’he wheel, by being placed aft, is well protected from floating obstructions, and, from a structural point of view, it is possible to build a stern-wheeler much lighter, and consequently of less draught than a similar boat on the side-wheel plan. In comparing it with a screw boat or any boat with its propeller completely immersed, it has the great advantage that everything is above the water, and consequently accessible when the vessel is afloat. This for service in foreign countries cannot be over estimated, because accidents are so apt to occur through grounding and otherwise, and in the event of a screw propeller being damaged it becomes necessary to lift the boat out of the water at the stern and do the needful repairs. Moreover, the paddle engine has an advantage over the screw by moving slowly, and consequently causing less wear and tear to the working parts, and less liability to a break-down. The Government authorities came to the conclusion that this class of vessel is the best suited for the purposes of the Nile Expedition.

The boiler being placed in the bow of the boat, and the engines and wheel quite aft, these weights balance one another. In the immediate bow there is a steam capstan, provided with a view to be able to haul the vessel up through the rapids. On the upper deck is arranged a small saloon, and here also are two Nor den felt guns. Above the entire vessel is a sun deck as a protection from the climate, and in the centre of the vessel on this deck—which is strengthened for the purpose—is another Nordenfelt gun, by which means a great range of fire is obtained in consequence of the elevated position it occupies. The boat was completely put together in Messrs. Yarrow and Co.’s yard, everything being fixed in its place, and the engines tested under steam. It has been dismounted and packed in numerous cases for shipment to Egypt. Every piece of the hull and machinery is marked and numbered, and a model provided, similarly marked and numbered, so that it is instantly clear to what part of the boat or machinery any specific piece belongs, this being facilitated by painting one half the boat with red lead colours, md the other half with slate colour, every piece being similary painted. In the works of Messrs. Yarrow and Co. we saw a small stern-wheeler, built for a Mexican firm, having a draught of only 10in.; and Mr. Yarrow considers it possible to build similar vessels having draughts even less than that.

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38 to 40 1401b.

CONTINENTAL COMPANY’S METHOD OF KEEPING MAINS DRY.

are either drawn through by hand or by the use of a small electro-motor C, which runs on rails B, Fig. 8, and to which by means of a cross arm F the cords attached to the wires are fastened. The inside measurement of a eonduit suitable for 7200 wires is said to be 1ft. llin. by 2ft. 3in. Underground electric light wires have been strenuously opposed on account of the tendency to leakage in damp weather, and consequent loss of tension. To obviate this the Continental Company proposes keeping the air in the conduit or tube under considerable pressure and perfectly dry, and in order to do so it would be necessary to erect an air pump and force the air through a dryer. The arrangement as applied to a lighting station is shown by Fig. 9; the street

wires in the most suitable direction. The American Sectional Electric Underground Company exhibited a full-sized conduit of cast iron, similar to that which has been laid down on Chestnut-street, Philadelphia for more than a year, in order to carry the electric wires used for the street lighting. The objection to the system would be the great cost of such a casting, which is designed so that it can be opened at any part in order to get at the wires, which rest on the bottom and on a tray above. A plan which has the advantage of accessibility without disturbing the street is that shown by Mr. James Woodward; and although the idea of utilising the kerbstone is not altogether new, this arrangement has good points. Figs. 2 and 4, p. 318,

The Westinghouse Brake.—The manager of the Westinghousc Brake Company, Limited, sends us a copy of a letter sent to the vice-president of the company by M. Blount, chairman of the Western Railway Company of France. On that line the Westing-house brake has been in use for more than four years, and has 'iven complete satisfaction. Accompanying the letter is a report which M. Blount has had drawn up concerning the working of the brake upon his line. Annexed to the report are three tables. From the first and second we learn the different dates between April, 1878, and the beginning of 1882, at which different portions of the service trains were fitted with the brake, and in the third we find a statement of the principal accidents avoided by the use of the Westinghouse brake. These accidents are classified carefully, under the heads of collisions, persons walking on or crossing the line, obstacles on the line, and rolling stock not removed in time; and it is clear from these tables that upwards of forty accidents, some of them of an alarming nature, have been avoided by the prompt use of the brake. Not merely are we given a list of all the accidents avoided, we are told distinctly in the report that there has been no case in which the brake has failed to act when called upon. The report enters somewhat minutely into all the advantages that have accrued to the company in the course of ’ the four or five years that have elapsed since the brake was adopted.

LETTERS TO THE EDITOR. '

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

Boulton, or some other of your numerous readers, throw any light on this subject ?

London, October 23rd.

X.

THE ROCKET LOCOMOTIVE.

Sir,—With a wish to express every respect due to Mr. J. Nasmyth, and his sketch so kindly meant and sent to you, I think it can be easily seen how the mistake may have occurred. It does not seem to me that he made his note or remark on the hand sketch until years after—perhaps not until the day he forwarded it to you. It is well known that the Meteor, Comet, Arrow, Dart, Phoenix, North Star, and Northumbrian, as well as the Rocket, were experimenting and being run about the day before the opening just as much as the Rocket; and we know that these seven engines had all outside cylinders, the first four lOin. diameter, the last three llin. diameter, with cylinders at a slight angle, with 16in. stroke, and all by Stephenson; and I think that it is very likely that Mr. J. Nasmyth made his sketch from one of the seven larger cylinder engines. I have often thought it was very fortunate they got through the day’s opening on the 15th of September, 1830, without any further serious accident. Fancy seven locomotives, with four coaches each, on one road running helter-skelter some parts of the road, although it is very straight, and not to have one single hitch, nor to run over any one, excepting poor Mr. Huskisson; and fancy the state carriage, in which rode the Duke of Wellington, being pulled—tail-roped, as we now call it—all the way from Park Side to Salford, viz., when the accident ppened to Mr. Huskisson! The Northumbrian being road to herself, was detached from the state carriage and hurried on to Eccles with Mr. Huskisson.

Park Side, it was decided to proceed on to Manchester, the state cirriage was attached by a side chain stretching across what we now called the 6ft.—but which was then only 4ft. 8£in., and laid quite as correctly to gauge as the road itself—from the state carriage on one road to the side of the train on the other road, and the noble duke was thus tail-roped to Salford. The Rocket can be pretty fully accounted for from the trial day in 1829 to the opening day, September 15th, 1830. For instance, I find the first crossed Chat Moss on May 1st, 1830, and I have many similar notes of her movements, and also of little alterations that were done to her, such as reducing her blast pipes; she had two, and they delivered her exhaust steam in two separate jets high up in the chimney, whereas all the others had a breeches pipe, and delivered the exhaust in one jet in the centre and lower down. I have heard some queer stories told of the early working of the Liverpool and Manchester, such as an engineman early one morning was going with a goods train from Manchester to Liverpool and stuck fast on Sutton incline; he put a good fire on, weighted the safety valves down so that she could not blow off, opened the regulator ; he and the fireman got off, and speaking to the engine said, “ Now you follow me when you are ready;” walked on up the incline some distance and waited, and she did ultimately follow them up, where they got on and proceeded to Liverpool. I may say, if I have time I will by next week forward you extracts from notes which I have somewhere, which will perhaps convince your readers that the Rocket of 1829 was the identical Rocket which ran over Mr.

J. W. Boulton.

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When, after a consultation at

CALCULATING CONVEX SHIP SURFACES.

Sir,—The following rule to calculate the convex surface of the bottom plating of an iron ship by means of the ship’s drawings may be found useful. Divide the top breadth line of half breadth plan into any convenient even number of equal parts, and divide the keel line in same plan into the same number of equal parts, and join the corresponding points of division by straight lines—straight lines are sufficiently accurate. Lay off these straight lines as cants rabatted in the body plan, measuring the true lengths of the curves obtained in the body by bending strips of paper round them. Arrange these lengths consecutively in a column, and, regarding them as the vertical ordinates of a plane curve, multiply each by the proper multiplier, according to Simpson’s first rule, add up the products and divide the sum by three times the number of common intervals between these ordinates; the result may be considered the mean breadth.

To obtain a mean length, divide in the body plan, the stem, sternpost, midship section, and a few intermediate sections into any convenient even number of equal parts, and join the points of division by curves; lay off these curves in the half-breadth plan as rabatted diagonals, and measure their true lengths by bending strips round them. Arrange these length consecutively in a column, and consider them as longitudinal ordinates of a plane curve. Multiply them by Simpson’s multipliers, add up the results, and divide the sum by three times the number of intervals as bef length. The convex surface required will be the product of the mean breadth and mean length. In actual practice it is generally sufficiently correct to regard the square stations of the body plan as the rabatted cants, and when the stern overhangs the keel to a great extent, the sternpost of the sheer plan should be produced to meet the top breadth line in same plan, and the intersection being squared down to top breadth line of half breadth, the top breadth should be divided from the point squared down to the stern, leaving the stem to be calculated separately.

Example.

Calculation of portion of convex surface of a ship.

Longitudinal ords.

89-75 X 1 40-00 x 4 40-50 X 2

40- 75 X 4

41- 75 X 2

42- 75 X 4

43- 50 X 2

44- 50 X 4

45- 00 X 1

combustion of the gas the proportion of 3"97 : 23'4—which is 17 per cent, of the available work. In this example I have taken ordinary illuminating gas. No doubt as high, if not much higher, result could be obtained with the heating gas which it is proposed to burn under steam boilers.

The result above shows that at present the gas engine gives nearly 70 per cent, more work than the steam engine. This statement is borne out by the actual experiment with Dowson gas given in your columns of November 2nd, 1883. By a more economical manufacture of gas of high explosive quality, such as would be obtained from the most modern gas producer of H. Hutchinson's —where not only gas is obtained but valuable bye-products—the economy effected by such a method of generating motive power would be such as to astonish the most sanguine.

Accrington, October 21st.

C. J. Whittaker. [With reference to boiler efficiency see our impression for July 25th.—Ed. E.]    _

Square stations as Vert. ords. 38-125 x 1 87-250 X 4 36-500 X 2 35-750 X 4 34-875 X 2 33-750 x 4 32-875 X 2 31-750 X 4 30-500 X 2 29-375 X 4 28-125 x 1

II II II II II II II II II II II

ore.

The result may be considered as a mean

Products.

38-125 149-000 73-000 143-000 69•750 135-000 65-750 127-000 61-000 117-500 28-125

Products.

1! II II II II II II II II

39-75

160-00

81-00

163-00

83-50

171-00

87-00

178-00

45-00

1007-250

1008-25

1007-25 8 x 10 Convox aroa =

= mean breadth; 1007-25

1008-25

= moan length.

Huskisson on September 15th, 1830. Ashton-under-Lyne, October 16th.

8x8

--X ¹⁰⁰⁸~2j = 1410"49 square foot.

3 x 10    3X8    ¹

Convex surface ascertained experimentally = 1411-24 square feet.

Alcester-terrace, Southsea, October, 1884.

James E. Caine.

Sir,—Having to depend on memory only with regard to the Rocket and its history on the Liverpool and Manchester Railway, I have hesitated about saying my say on Mr. Nasmyth’s sketch of that engine, in the expectation that others possessing written memoranda would confirm or modify my recollections of those early days in locomotion. I did not see the trials at Rainhill, therefore cannot say what the Rocket was like at that time; and although I stood on the bridge at l’arkside on the opening day of the Liverpool and Manchester Railway, viz., the 15th of September, 1830, and saw the trains arrive there from Liverpool, and the com-tion caused by the unfortunate aooident to Mr. Huskisson, I do not recollect the Rocket in particular from the other engines. Early in the year 1833 I was a pupil with Mr. Melling, the locomotive superintendent at Edge-hill, where I had, of course, daily opportunities of seeing all the engines then at work on the railway, and I distinctly remember that the first job I was put to on joining the Edge-hill shops was to assist in taking the tubes out of the Rocket, my personal recollections of which engine, based upon two or three years’ personal observation, do not coincide with Mr. Nasmyth’s sketch, inasmuch as I think the cylinders were placed higher, and, of course, at a greater angle, than he shows them; the top of the fire-box not flush with the top of the boiler, but below it, something like yours of the 12th September last, except that the top of the box did not slope downwards towards the fire-door, and it was slightly convex. The engine had a smoke-box something like his sketch, and the crank pin was in the boss of the driving-wheel, and not in a separate arm, as seen in your sketch. My recollections do not definitely settle the question as to whether the Rocket of the Rainhill trials was the same engine as worked under that name from and after the opening of the railway, but I strongly suspect it was the same, because it was the only engine I remember in use in 1833 with the low fire-box; all the other engines had fire-boxes a little higher than the top of the boiler as sketched by Mr. Nasmyth, about which sketch I think it is unfortunate the name of the engine was not sketched at the same time. Mr. Nasmyth’s statement that the 12th of September, 1830, the day before the opening of the railway, is an error; the line was

Thos. Hunt.

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STEAM V GAS.

Sir,—I am at present engaged in drawing up a comparison between the old method of generating motive power, viz., by burning fuel under steam boilers and using the steam in the steam engine, and the more modern method of converting the coal into gas and using the gas directly in the gas engine. Having arrived at certain conclusions, I wish to submit them to your columns. When coal is burned, no matter by what method, whether quick or slow, the same amount of heat is developed, providing in all cases we have complete combustion, that is, the carbon verted into carbonic acid, the hydrogen to water, and sulphur to sulphurous acid, &c. By experiments conducted by the famous Eavre and Sillberman, one pound of coal developes in its complete combustion heat equivalent to raising 14‘(>2 lb. of water rom 100 deg. C. into steam at the pressure of the atmosphere. When coal is burned under the steam boiler the waste gases pass off to the chimney at a temperature considerably higher than the water in the boiler, carrying with them a certain amount of heat.

Taking the average performance of steam boilers—given on page 776 of D. K. Clark’s ‘‘ Rules, Tables, and Data,” second edition— at 10'5lb. of water evaporated from 100 deg., we see at once that the possible heat bears to the heat obtainable the proportion of 14"62 : 10"5. If the steam be now applied in the most modern steam engine, it is found that for every l"751b. of coal consumed under the steam boiler we obtain power equivalent to one indicated horse-power, or that lib. of coal gives '57-horse power. Now let us convert -57-horse power into its equivalent of water evaporated from 100 deg. C.

'57 x 33,000 = 18,810 units of work.

In these comparisons the coal is consumed in one hour. Taking Joule’s mechanical equivalent 1390 C deg.

18,810 x 60    n,₀

~18907    ’

which means 812 lb. of water raised 1 deg. C., the latent heat of steam being 537'2 C deg.

con-

812

= 1-51.

opened on the 15th of September, 1830. London, October 16th.

Sir,—My attention has been called to notices about the Rocket. The large sketch by Mr. Nasmyth is not the Rocket that ran at Rainhill, but I should say an entirely new engine. I was at Rainhill all day on one of the days of the race, and I saw the Rocket running to and fro and also saw it standing still. The cylinder was at a considerable angle, not as on Mr. Nasmyth’s sketch. The Rainhill Rocket never worked on the line as a regular locomotive, but was, I understand, taken off after the race, because the experience gained showed that important changes necessary. In my opinion it is certain that the Rainhill Rocket is not the one that worked at the opening of the railway. I may also say that I one morning had a ride of a mile or two on a locomotive, a ballast engine of a very rough kind, and also, I think, called the Rocket. This engine was dragging ballast wagons on the part of the line under construction between Waver tree-road and the Olive Mount cutting.

At the time of which I am writing, constant changes and improvements were made in the locomotive, so that the engines of the early period were speedily superseded by those of a later struction. I was present at the opening of the Liverpool and Manchester Railway, but could not at this distance of time state what kind of engines were used in the procession, but I understood that the Rainhill Rocket was not there.

were

con-

W. Lockhart, F.R.C.S.

Granville Fark, Blackheath, S.E., October 22nd.

Sill,—It seems to me quite certain that the engine drawn by Mr. Nasmyth was not the Rocket, but the Northumbrian.

Now, the engine is radically different from the Rocket, and was the first engine ever built with a true locomotive boiler. The boiler of the Northumbrian is as great an improvement on that of the Rocket as the boiler of the latter was an improvement on “ No. 1 ” of the Stockton and Darlington Railway. Now, who designed this boiler ? No history of the locomotive can be plete if the name of this man is not recorded in it. Can Mr.

com-

537'2

which is equivalent to 1"51 lb. of water at 100 deg. converted into steam. We therefore see that from the possible heat of combustion equivalent to the evaporation of 14'62 of water at 100 deg. C. we obtain in practice 1*51 lb., which is about T\y, and this is the general result given in works on steam; but I have never seen it pointed out that the boiler gives 71 "1 per cent, of the available heat, and the proportion below shows the relative economy of boiler and engine:—Available heat, 14"62; abstracted by boiler, 10"5; given out by engine, 1"5. The boiler then gives 71'1 per cent, of the heat of combustion. The engine gives only 14"39 per cent, of heat in the boiler, and only 10 per cent, of the total heat. The boiler is therefore five times more efficient than the engine in which the steam is applied. It is generally stated that we throw away the steam or water at the temperature of the condenser. Of course this is one of the defects in the medium we employ to carry the heat, and the fact of using a gas like steam, which is always comparatively near its point of liquefaction, and therefore a very imperfect gas, will account for such a small yield of available energy.

If, now, we turn to the great efforts which are being made by engineers to increase the calorific power of coal by first converting it into gas and then consuming the gaseous fuel under the steam boiler, we see at once that if it were possible to abstract the whole of the heat from the waste gases and turn them out at a temperature of 0 deg. C. in the present method of hand firing, it would only be possible to obtain 28"9 per cent, more heat, and yet we have it stated that gas firing gives a yield of 30 per cent, more heat, which is simply impossible; taking a trial of an Otto gas engine which consumed 20 cubic feet of gas for every indicated horse-power, taking 30 cubic feet of gas to weigh lib., and if burnt would generate heat equivalent to the converting of 23‘4 lb. of water at 100 deg. C. into steam.

A consumption of 30 cubic feet of gas per hour would give 1*5 horse-power, which is equal to 1"5 x 33,000 x 60 = 2,970,000

units of work, and to2,9!^⁰⁰ = 2136-6 water raised 1 deg. C., I01K)

= 3-97 lb. of water evaporated; which gives, that the

FAST CRUISERS FOR THE NAVY.

Sir,—The strength of the British Navy, as compared with those of foreign Powers, continues to occupy the minds of leading men connected with shipping on the north-east coast. The articles recently published in The Engineer upon the question have been eagerly read and discussed. It does not appear that any extensive addition is urgently needed, except that of a certain number of cruisers of the Esmeralda type. Seven of these could be built for about a million pounds, and could easily be completed by next midsummer. France, our great present bugbear, and the only nation seriously aiming at competition with us for naval supremacy, has nothing afloat comparable to the Esmeralda. She has certainly in progress four cruisers similar to those built at Elswick for the Chinese Government two years ago. The engines have been made in England, and delivered, but the hulls, which they building themselves, will not be ready until next July. Even when completed, they will not be able to steam more than seventeen knots per hour. If then an additional million were voted by Parliament for the special purpose, and seven Esmeraldas were put in hand at once, then next autumn would find us, as owners of this class of vessel, far before France or any other nation ; and should it then appear that no further improvement can be made—which is scarcely likely—in design, then seven others could be put in hand, and so on year by year until we had spent seven millions, and owned forty-nine swift cruisers. All this is on the supposition that no great war affecting England were to break out. In that case, obviously, the speed of building might have to be largely increased. Considering the heavy war expenditure in which France is now involved, and her comparatively small mercantile marine to be protected, it is scarcely likely she would care to vie with us in the building of swift cruisers, if we set to work in real earnest. An extra million a year would scarcely be felt by us, and it is really all that is wanted in our present circumstances to keep our Navy abreast of our needs, and to silence the oft-repeated outcry that we are becoming relatively powerless at sea—an outcry which is to some extent a reasonable one. There is, however, much that is unreasoning and foolish said just now about the British Navy. Inasmuch as the Esmeralda, with her high speed, her heavy nt, and her unsinkable hull, has only just been pleted, it is quite clear that any cruisers built hitherto would now be behind the times as compared with her. Our mercantile marine has, moreover, not in recent years suffered for want of efficient naval protection; nor has our naval supremacy been doubted by any but ourselves. Instead, therefore, of grumbling that more money has not been spent over now more or less obsolete types of war vessels, we should surely rather congratulate ourselves that we still have it to spend over a type of vessel unequalled by anything in any Navy,except the Esmeralda herself and her sister ship.

It is not uninteresting to speculate what would be the history of a fast-steaming cruiser of the kind under consideration, supposing we were plunged suddenly into war with an enemy possessing one. She would undoubtedly be sent forth at once to prey upon our shipping. All unarmed vessels she cared to chase and attack would become easy prey. The fear of falling in with her would keep in port those unarmed steamers which could not make 17 knots per hour, and all sailing ships, unless they were prepared to be captured if they fell in with her. This would mean the crippling of the carrying trade in British bottoms for the time being, and would be so calamitous and intolerable that the cruiser must needs be caught at any sacrifice. But how could she be overtaken and captured ? No ironclad could come up to her, or follow her into shallow water. No improvised gunboat made, say, out of an American liner, would dare to come within reach of her heavy guns. She, herself, would carefully avoid forts and ironclads. Nothing would be of any use in dealing with her except a similar cruiser, not inferior in speed, armament, and other respects. One or more such cruisers would therefore have, of necessity, to be sent after her, and before her depredations could be stopped would have to fight her. No British Esmeralda would ever refuse to engage a foreign one of equal size and powers and, therefore, single combats between similar cruisers will in future wars between naval Powers certainly take place.

The engines, boilers, and magazines below the shot-proof deck being invulnerable, effective shooting would be necessarily confined to riddling the upper works and silencing the guns each of the other. The great thing would be to gain an early advantage, as then the enemy’s power of doing damage would be less, and his chance of receiving damage greater. The gain of such an early advantage, depending on rapidity of working the guns and skill in manoeuvring the vessel, would probably fall to the best officers and crew. Indeed, the personal element will in future decide the action as in the past, other things being equal. The enemy’s guns being silenced, he might still slip away into shelter if near one of his own fortifications or ironclads, inasmuch as his engines would be undamaged. But as every efficient Esmeralda possessed by an enemy would require at least one to watch her and fight her, it is clear that the naval Power which had some such left after all the opposition ones were silenced would then be able to roam the seas undisturbed, as far as that enemy was concerned. The conclusion would seem to be that if we desire to retain the mastery of the sea we ought at any time to have available a somewhat greater number of cruisers of the best type than belong to any two other Powers combined; and this end would probably be .attained by building seven per annum for the present, at the cost of an addition to the Navy Estimates of one million per annum.    H.

Middlesbrough, October 22nd.

are

armame

com-

2136-6 637"2

work given out in the gas engine bears to the possible heat of

and

T1DAL ACTION.

Sir,—Mr. Boult has evidently mistaken the purport of my last letter, which was written principally as a protest against him taking advantage of Mr. Hurtzig’s letter to introduce theories of his own which had no bearing whatever on the question at issue. He announced his intention of joining in the discussion: but his reference to the points raised in Mr. Hurtzig’s letter reminds one very forcibly of Mark Twain’s story of “ Uncle Lemmy’s Ram.”

Fortified with his Admiralty tables, he corrects my tidal heights; but for the purposes of my arguments, the heights given by me were sufficiently near; and perhaps Mr. Boult can tell us the actual number of tides, say, in the Mersey, which rise within a foot of the heights given in the table.

I am surprised that Mr. Boult disputes the funnel mouth theory, for this is admitted by most authorities on the subject; and how he can quote the bottle-necked entrance of the Mersey estuary as funnel-mouthed I fail to see. The extra rise of tide at Portishead does not in any way upset the funnel theory, for there are other influences at work there which easily explain the difference. Mr. Boult says I do not explain the equally low range of tide at the Mull of Cantire, and asks, Am I aware of certain facts ? I have made a special study of the tides around our coasts, and did not mention the faots he refers to for the same reason that I did not

Mr.

mention those in connection with the tides at the antipodes.

Boult also assumes my ignorance of the fact that obstruction causes friction; am I then to conclude that he is of opinion that this friction prevents any afflux whatever ? I simply referred to the formation of the afflux, and not to its amount.

As Mr. Boult says, the tides around our coast are very interesting and instructive; but I think if he wishes to discuss the phenomena, the subject should be introduced in a legitimate manner, and not by shelving another man’s work.

John J. Webster.

Stephenson-chambers, 25, Lord-street, Liverpool, October 14th.

Sir,—With your permission I should like to offer a few opinions anent the subject of tidal action and scour, and the nature of fluid friction, which has some bearing on this subject, now being discussed in your columns. I think that those who have a difficulty in correctly understanding the very complicated phenomena connected with tidal waves would find it an assistance to consider these grand phenomena in comparison with their more ponderable analogues, ordinary waves, such as may be artificially produced in a pond, or better, are to be found ready to hand at sea. It will be found that aqueous waves, great or small, are precisely similar in their nature, and exhibit tbe same phenomena, whatever their primary cause. Thus, the high-water which passes Van Diemens Land every twelve hours, becomes, after the lunar influence is removed, simply a monster wave, having an amplitude infinitesimal in relation to its length—meaning by its length the distance from crest to crest—and having the lesser ordinary waves superposed upon its surface. The normal rate of progression of this wave depends upon the depth of water under it, being greatest where there is least resistance to the motion of the water affected by the wave, i.e., where the water is deepest. Consequently it traverses the deep mid-ocean swiftly, with a bias in the direction of its original momentum, but is capable of being considerably bent or deviated—refracted, in fact—from its original direction. This is very clearly shown by a chart of cotidal lines, which also shows the greater closeness of the lines marking the summit of the wave at successive hours, and their approach to parallelism with the shores or shoals as they near them. Being thus far similar to ordinary waves, it is reasonable to expect further analogies, or such phenomena as reflection, interference, nodes, refraction, and all the infinite variety of effects connected with ordinary waves.

Let any one stand where he can overlook a flat shore, preferably when there is a good ground swell on; he observes that the waves come rolling in, in lines more or less parallel with the shore, being bent out of parallelism with the water-mark, seaward or landward, according as the bottom is deeper or shallower than neighbouring parts, and that when the waves have broken, their force is almost entirely destroyed as they finally fall forward, by reason of the now—relatively—quickly increasing resistance of the ground to their progress, and spread out thin on the sands, so that there is no reflection to speak of. But if the side slopes quickly to a fair depth, he will, on the contrary, see that the wave does not break, and that it is reflected, but with diminished force, out to sea again, alternately augmenting and destroying the incoming waves over which it passes. If he now takes boat, and proceeds out to sea, he will find the distance between the waves becomes greater, because their velocity is greater; therefore also their energy is distributed over a larger extent of water, and therefore their amplitude must be less. Sir William Siemens, I believe, invented a means of taking the ocean’s depth, when other means could not be adopted, by observing the speed of the tidal wave, so true to each other are depth and velocity. Moreover the waves may, as he proceeds seaward, ultimately become rectangular to the shore. This demonstrates that even with waves so small as those we are speaking of, the increasing shallowness as the shores are approached refracts the waves so much that they finally roll in parallel—to all appearances—with the shore. The analogy between the tidal and ordinary waves is complete. When its amplitude is great and the resistance strong—I ought to say sudden—enough it even becomes a breaker, as in the tidal bores.

I think I have now said enough to render it evident that the amplitude of the tides and their rate of progress depends upon the same conditions as obtain, only on a different scale, in the case of ordinary waves of small amplitude, such conditions being:— (1) Expansion, i.e., increase in the length of the wave’s axis owing to unequal speed and consequent bending, or circular expansion after passing from a narrow into a broad expanse of water. (2) Decrease of wave length by resistance which temporarily increases its amplitude at the expense of its velocity, and as this depends upon friction, it is necessarily accompanied with a loss of energy. Thus, as a wave passes out of deep into shallower water, its motion is more retarded in front than in rear; and if this state of things is maintained, the rear of the wave gradually encroaches on the front, heaping up the water higher, unless in particular cases, where the rate of decrease of depth is slow, and energy is destroyed by friction faster than this effect is produced. (3) Interference along certain lines caused by reflection, as already referred to, or by the manner in which two parts of the same or different waves meet after passing round an obstruction. In fact, we must look for the whole paraphernalia of phenomena connected with wave force in the tides as in ordinary waves. The action of the tide in the Mersey, which first provoked this discussion, presents some effects which, in the view of Mr. Boult, are not satisfactorily accounted for by Mr. Webster. I think that the fact that there is a greater range of tide at Garston than at the narrower mouth of the estuary might have arisen from one cause, such as Mr. Webster submits; but in all probability it arises from a combination of causes. As the tide rushes up the estuary, the increasing resistance, due to shallowing of channel, raises the height of the wave in the manner I have described. This effect is intensified by the meeting of the flow from the sea and the ebb of the previous tide, from the upper part of the estuary—the reflected portion of the previous tide I call it. This heaps up the water at some place, and these two causes combined produce a maximum amplitude somewhere, and that ought not to be far wide of Garston. I quite agree with Mr. Boult that the funnel shape of an inlet has practically nothing to do with high tidal ranges, simply in virtue of its funnel shape. I must for lack of time let alone the question of friction; I have found so many words necessary to say so little about the tides.

Widnes Foundry, Widnes,    R. Snowdon.

October. 15th _

In reference to the question of the automatic vacuum not being continuous and automatic, it will be sufficient to quote the opinion of Colonel Rich, who, in his report to the Board of Trade on the Wigan accident, after recommending the use of a “good continuous automatic brake,” says: “ The automatic air brakes have now been successfully used for several years by many of the large railway companies in the United Kingdom. They meet the requirements of the Board of Trade.” As there are only the two kinds of automatic air brakes in use, viz., vacuum and pressure, it is clear that the vacuum does fulfil “ the requirements of the Board of Trade.”

As to the power being destroyed in the automatic vacuum “ on the first application,” it is absurd to say so, and with the automatic vacuum which “remains on” after application it is an impossibility, because the ball valve is immediately seated when the air to apply the brake is let into the train pipe, and however many times it is applied, the valve preserves the vacuum on the top of the piston. The regulation of a brake could not be more perfect than it is in this one. If a slight brake block pressure is required, say, for descending an incline, all the driver has to do is to destroy a few inches of vacuum and keep his gauge at the reduced figure; the ball valve at the same time preserves the vacuum on the top of the piston, the full power being at command if required, even after several successive applications. This cannot be so with the Westinghouse, because to release the brake the compressed air is allowed to escape into the atmosphere; and if the brake is wanted again immediately, it cannot be applied with full power, as part has been lost in the previous application. The automatic vacuum loses none of its power by application, as the vacuum at the top of piston is not interfered 'with.

There is no difficulty at all in getting the vacuum at 80 lb. pressure, and I may say that if it is wanted, it can be obtained at much lower pressures. I have never known of a case where it could not be obtained on account of the steam pressure being only 801b., and there is certainly no case of the sort in the Board of Trade returns from January to July last.

The question of steam brakes on engines has nothing to do with the vacuum brakes, as it is simply one of arrangement, and it can be made automatic, or the vacuum cylinders may be fitted to the engine and tender, as is done in very many cases.

Geo. Kieknan.

14, Cobden-street, Manchester, October 15th.

laid it, and that Mr. Furness was the contractor in charge. My husband was, up to the date of his death in April, 1883, chief engineer of the Southwark and Vauxhall Water Company.

13, South View Villas, Anlaby-road,    E. Rumble.

Upper Teddington, October 22nd.

Sir,—I have read with great interest your article, page 299, upon the “ Continuous Brake Returns,” and all the opinions there expressed against “leak-off brakes” are fully confirmed byfacts. Last week I referred to a run past Bedford, on the 10th inst., but on the 13th the dangerous performance was repeated. On this date a special train left Birmingham at about six in the morning, for London; the “two-minute brake” was applied as usual, but instead of stopping the train at Bedford it ran—with the exception of one vehicle—past the platform and foul of the junction. One of the Birmingham passengers informs me that the brake was put on and acted well for a short time ; then that it ceased to hold, and the train ran through the station.

On the night of the 15th inst. a gentleman well known in Leicester came home from St. Pancras by the 12 o’clock express. He informs me that the brake was put on to stop at Luton, speed was reduced to a few miles an hour, about a walking pace, when just at the last the brake came off, the train gave a jump forward, and the engine and first part of train overran the station. I am very glad to see that the public is taking such interest in the brake question; it is somewhat amusing to notice that as the companies neglect to furnish the true reports of failures to the Board of Trade, the passengers themselves furnish the correct facts to the newpapers. In conclusion, I consider it extremely hard that engine-drivers should be blamed and fined in the way they are, and the defects of the two-minute leak-off system hushed up.

Clement E. Stretton.

40, Saxe Coburg-street, Leicester, October 21st.

ELECTRICITY AND IRON.

Sir,—I have heard it asked, why should railway rails not in use, and lying by the side of those in use, deteriorate ? But no explanation has been given. Here, then, is one: Wet iron and wet cinders with a conducting medium give off a current. I have found a wet rail and a wet cinder deflect a magnetic needle 2 to 3 deg., and with coke 5 deg. Given, then, a wet day, rails on the ground, with cinders from passing trains, .and decomposition of the iron may be set up, for three of the requirements are present for certain.    J. D. Shakespear.

October 22nd.

LOCOMOTIVE CRANK AXLES.

Sir,—Your correspondent “W. P.” is not a railway man, otherwise he would have known why the returns show a larger mileage for iron than steel axles. Of late years steel axles have been used, and speed and loads have increased, requiring heavier and more powerful engines, and this work is done with the newer engines with steel axles. The older and lighter engines, fitted with iron axles, having smaller cylinders, lower pressure, smaller wheels, &c., have been handed down to corresponding work, and while also making mileage, consider under what different conditions and work done per mile, and you at once have the explanation. In my opinion the day for pitting iron against the beautiful and reliable mild steel now made has gone past; an iron axle built up of welded slabs is more or less reedy and loose from the first as any iron turner knows. Such material under vibration soon becomes still more shaky, opens up, and fails.    Loco.

South Side, Glasgow, October 21st.

Sir,—As the question of iron v. steel for locomotive crank axles has come up again, I think some information as to the running of straight axles will not be out of place. I have been informed that for upwards of thirty years iron axles—made by the Lowmoor Company—have been solely used under the North-Eastern Railway carriage stock, and that there has never been a broken axle. If some of the carriage superintendents on our great railways will give their experience, and, if possible, the life and mileage of both iron and steel axles, the information will be very valuable.

London, October 23rd.

M.E.

DAS ENGINES.

Sir,—Referring to my letter which appeared in your last week’s issue, I find that you have mistaken the line of the expansion of air for that of compression. I enclose you another diagram, in

EXPERIMENTS ON THE FLOW OF WATER THROUGH A FORTY-EIGHT INCH PIPE.

By Mr. F. P. Stearns.*

These experiments were made on a pipe on the line of the Sudbury Conduit, used to carry water across a valley. The pipe was cast iron, coated with Dr. Angus Smith’s coal tar preparation. The pipe was straight, and was on either side of the valley laid on a slope of 17ft. per 100, with a level portion at bottom 1124ft. long, the total length of the pipe being 1747ft. The pipe had been in use two years. The tar coating was in good condition. The formula used was—

v = c V R I,

v being velocity in feet per second; a coefficient;

the mean radius or hydraulic mean depth;

I ,, the sine of the inclination or loss of head per unit of length.

The volume flowing was measured at a weir ten miles above the pipe, and a connection added for filtration into the conduit. The loss of head in the pipe was measured by gauges in the chambers at ends of pipe connected with brass tubes running along the bottom of the 48in. pipe, holes being drilled in the top of the brass tubes and their ends plugged. The features common to all the experiments were

Diameter of pipe (D)

Area of pipe (A)..

Mean radius

Length of pipe used in the experiments, measured

along its axis..................

Temperature of water, about 38 deg. Fah.

The variable features are given in the following table

I!

(»-?)

4-000ft. 12-566 sq. ft.

1-000ft.

1747-2ft.

Date ..........

Volume cub. ft. per sec.

(Q)    ..........

Mean velocity, feet per

SI.V

•(- )

1.

2.

3.

4.

May 1,1S80 May 5,1880 Ap’l 26,1880 Ap’l 27,1880 32-867    46-972    62-391    77’852

2-610

4-965

Total loss of head, feet ..    0"5557

Loss of head per foot

(0

0-0003181

Value of c in v = c \/ HI.. 146"67

3-738 1-243

0-0007115    0-0012200

140-14    142-11

0-195

2-133

3-230

0-0018485

144-09

The first experiment seeming anomalous, an average of the last three experiments gives:—

Mean velocity ..

Mean coefficient Mean value of R I

4-966ft. 142-11 0-001221

The formulae of the older experimenters, Prony, Eytelwein, D’Aubuisson, Weisbach, Neville, and others, give results from 35 to 45 per cent, lower than these. Darcy’s formula for clean cast iron pipes is

0-00000102

RI=(0-0000772G +

This, for a pipe of 48in. diameter, becomes v = c V R I, in which c = 112 "6. This coefficient requires 26 per cent, increase to equal those found as above. But by adding an amount obtained from some of Darcy’s experiments on small coated pipes, his results would be only 9 per cent, too low.

The experiments of Hamilton Smith, jun,, M. Am. Soc. C.E.— “Transactions” for April, 1883—give curves of coefficients for pipes up to 30in. diameter. Extending these curves would give for a 48in. pipe, with velocity of 5ft. per second, a coefficient o 128, as compared with 142 "1 as above. The experiments of J. N. Tubbs, M. Am. Soc. C.E., on pipes of 2ft. and 3ft. diameter, would give by extending the curves a coefficient about the same as that iu the average above. In a table of velocities in clean iron pipes, given by J. T. Fanning, M. Am. Soc. C.E., the velocity under the present conditions is given at 4 "61ft. per second, as compared with the 4"900ft. per second above—a difference of between 7 and 8 per cent. The experiments of Dr. Lampe at Dantzig give results somewhat higher than those of Mr. Hamilton Smith, jun. A comparison of some experiments of Darcy and Bazin, on channels lined with pure cement, give a coefficient 7 per cent, higher than those above, while in the same channel lined with cement mixed with one-third fine sand the coefficient is about the same as found above for the pipes.

The writer concludes that while these experiments have given unusually, but not unreasonably, high results, the older formula: are entirely inapplicable to new, large, coated pipes. Also that a formula giving as high results as these experiments would not be applicable to uncoated pipes, or to any in which tubercles had begun to form.

RAILWAY BRAKES.

Sill,—Among the many letters which have appeared in your valuable paper on the above subject, that of Mr. Joseph Brooke shows that that gentleman does not understand the subject upon which he tells you that he thinks he is “fairly entitled to express an opinion.” He says that when an engine and tender are fitted with steam brakes, and the train with the vacuum, if the train came to grief, the brake “ will only act on the carriages, and not on the engine and tender, and therefore is not a continuous automatic brake;” but when an engine has no brake, and the train and tender are fitted with the Westinghouse, “it is because of the ideas of the locomotive superintendent.” To say that “ no other brake up to the present time is a continuous automatic brake, and there is no other which complies with the requirements of the Board of Trade,” is a statement which no one who understands the subject can agree with. Has Mr. Brooke ever tried the automatic vacuum on a train of “eighteen or twenty coaches?” If he has, how did he test whether it acted at “the rear end of the train?” If he has not, how does he know it “ won’t act at the rear end ?” There is certainly nothing in the principle of the brake to prevent it from acting, and it is so simple in construction that it cannot fail to act if the vacuum is reduced in the train pipe, for it must then be reduced also at the bottom side of the pistons, which always in direct communication with the train pipe, and so apply the brakes.

EXPANSION

The Mineral Wealth of Venezuela, though not yet properly developed, is attracting much attention from capitalists in other countries, and many enterprises are on foot, or in process of organisation, to explore her territories and discover her hidden treasures. The rich auriferous deposits of the territory of Yuruary —100 miles south-west of the mouth of the Orinico River— are special objects of interest, and the prosecution of mining in that section seems to be attended with good results. Arod, in the State of Lara—about seventy-five miles west of Puerto Cabello—is the site of rich deposits of copper ore. An English company has constructed a narrow-gauge railway from the port of Tucacao to that point, and is mining and exporting the ore to Swansea. It is stated that the exports for the years 1880, 1881, and 1882 amounted to 44,596 tons.

are

COMPRESSION

which the compression is effected during the last 3in. of the in-stroke. The lowest line shows the compression of the combustible charge; the higher lines are caused by expansion of the heated air; the highest line being that immediately following explosion.    Robert Skene.

Wickham Works, Wickham-street, Lambeth,

October 21st.

an

FLEXIBLE MAIN UNDER THE THAMES.

Sir,—I beg to thank you for your kind notice of the flexible 30in. main laid under the Thames in 1878 by my late husband, Mr. T. W. Rumble. As I have received many letters and inquiries on the subject, I shall esteem it a great favour if you will, in your next issue, mention his name as the engineer who so successfully

The American Consul at Dusseldorff reports that the demand for labour in that consular district, a great centre of the iron, steel, and coal industry, has very much increased during the past few years. He has acertained the opinions of many of the best informed persons there on the subject, who claim that this happy return to prosperity, as they call it, is to be attributed entirely to the good effects of protection in Germany. From his own observation, the United States Consul also states that he feels quite safe in asserting that wages in the Dusseldorf district have undoubtedly been on the rise since the introduction of the new German tariff. Competition with foreign imports has lately diminished, and there has been an increase in the demand for home production. Since the year 1879 there has been a specially large increase of labour and wages in the local ironworks, the number of workmen having increased by 26⁻3 per cent., the total wages by 41*8 per cent., and the individual wages by about 11 per cent.

* American Society of Civil Engineers.

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

The

rice. £6 10s. continues to be £6 to £5 15s. for common.

(From our own Correspondent.)

Orders are still somewhat slow in arriving at the works, other than the sheet mills, and trade is again gradually assuming the hand-to-mouth character which it wore some time ago. improvement which manifested itself a month back has scarcely been maintained, and it is not now an easy matter to keep the mills in anything like full employ.

The chief source of compaint, however, continues to be the low prices which rule, due, not a little, to the competition from other districts, whose facilities are greater for shipment. Certain of the marked bar firms have recently received some new specifications, but they are small, and most is doing by the makers of medium and common descriptions. The £7 10s. quotation for marked bars is scarcely more than nominal, for even where orders are invoiced at the figure, considerable discounts and rebates are allowed when the settlement has to be made, which largely reduces the apparent p the figure for medium class bars, and

Fair orders for merchant iron have lately been received on export account from Australia and South America, and some encouraging specifications from the Government sources have also reached the district. Angles and tees are in moderate request, particularly those of the medium quality, but more would be done if it were not for the North of England competition.

The Lower Church-lane Ironworks, Tipton, which have been standing for more than two years, have been purchased by Messrs. Paddock Bros., of the Phoenix Ironworks, Cradley, and will be put upon the manufacture of bars of all descriptions.

Hoops are not in vigorous demand, and no very substantial improvement can be recorded in the tube strip trade. Staffordshire prices have, therefore, to be kept very lo at the works is about the price for fair qualities, descriptions can be got at slightly less.

Galvanisers are not placing many new orders for sheets. Prices of sheets keep up better than for any other description of iron. Singles are priced at £7, or a little under, everything depending the exact nature of the order offered. Doubles are £7 7s. fid.

some

seams, 2s. per ton less as to the several qualities; forge coal, 5s. fid. to (>s.; steam coal, 5s.; rough slack, 5s. to 4s.; and fine slack, 2s. fid.

There is a proposal to reconstruct the firm of John Bagnall and Sons.

So satisfied are Messrs. Tangycs, Birmingham, with the first year’s working of the scheme under which they issue bonds to a certain number of their employes, so as to give them a sort of industrial partnership, that they have just determined that the system shall be extended so as to operate in the proportion of about one bond to twenty-five men, instead of as previously, one bond to forty men. Referring to the accident fund, Mr. Richard Tangye has stated that it was capable of proof that more than nine-tenths of the accidents at the works during the past year would not have come under the operation of the Employers’ Liability Act. The Messrs. Tangye on Tuesday made a donation of £200 to the sick fund at the works, to provide the nucleus of an extra fund.

also continue fairly busy, and some of the tool makers have moderately good orders in hand, chiefly for abroad. There is, however, generally, as I pointed out last week, a serious falling off in the weight of new work coming forward, and in many cases engineers have comparatively little or nothing to follow on with after the work now in hand has run off.

Messrs. Wm. Collier and Co., of Manchester, are completing for delivery the entire plant of machinery for a railway carriage and wagon repairing shop in the Brazils. The order embraces the ordinary class of tools, such as wheel, tire, and axle lathes, wheelforcing machine, and planing machines, &c.; but in several of the machine tools special features have been introduced which it will be of interest to notice. One of these is an improved planing machine, in which all upright rods and screws are placed inside the box upright, where they are thoroughly protected from any liability to injury, and the gearing and pulleys are carried on a foot-plate behind the upright, thus enabling the workman to set work from either side, and leaving the front of the machine perfectly clear. There is also attached to the cross slide a shaft with gearing to raise and lower it from the end instead of from the top of the upright, as is usually done, and a special adjustable feed motion is provided, useful for finishing planing, and in which the traverse can, if required, be made up to l|in. to each stroke of the table. Another tool of special design is a spring-making machine, which embraces all the operations of shearing to length, tapering the plate, punching the centre hole, cutting out the slot, pressing in the nib, and spearing the points, and it is very compact throughout in its arrangement. Amongst other tools of a special character that are being made by the firm are an improved pinning

pins left on the bolts by the heading machine; a bolt, rivet, and spike heading machine to make bolts, rivets or spikes up to l|in. diameter and 18in. long, and a special portable apparatus for reboring and re-planing locomotive cylinders whilst fixed in their places.

The promoters of the Manchester Ship Canal are issuing this week a new pamphlet, with coloured mail and descriptions of their revised scheme. An outline has already been given in The Engineer of the main features of the revised scheme, but I may add one or two further particulars from the new pamphlet. The docks at Manchester have been entirely remodelled, and, large dock on the racecourse site, three smaller docks have been designed, which will afford a greater length of quay space, and they will be entered from the canal by large ship locks below Trafford Bridge. All of these docks will allow of steamers of large size to unload at their quays, 26ft. of water being maintained. The alterations which have been made with regard to the estuary have already been referred to, and along the course of the new channel, which is to be constructed to avoid the estuary, locks will be provided through the embankment opposite the existing docks at Runcorn, Weston Point, and Ellesmere Port, to enable vessels to pass in or out of the estuary. As sea-going vessels can only reach the Upper Mersey ports at spring tides, it is claimed by the promoters that the canal will be of great advantage to them as enabling them to reach their port without waiting in the Lower Mersey, as they are now compelled to do.

In the coal trade business h

Steel rails are a lost industry for Sheffield. I am that the last rails to be rolled in this town were turned

no powder.”

Mr. R. F. Drury, of the Patent-office, Sheffield, gives manufacturers the interesting information that fancy words, which formerly could only be registered in conjunction with a device, may now be registered alone.

A remarkable case of foolhardiness in collieries is reported from Woodthorpe pit. William White, an intake collier, was leaving work, when he and several other miners attempted to get on a train of empty corves which were being drawn towards the pit bottom. White leaped too high, caught his head against the roof, became entangled in the corves, and broke his back and legs. He died almost instantaneously. The others escaped.

on

She a few

stood or tear

w. £6 5s. to £6 10s.

Minimum

upon

to £7 10s. as the minimum, and range in some cases up to £8 Lattens are 20s. additional.

The little spent in trade which we have lately experienced has not benefitted the plate-makers. Tank plates are quoted from £7 upwards at works, and common boiler plates are £7 10s. to £8 while for superior sorts £8 10s. to £9 is demanded.

Pig vendors in Wolverhampton yesterday, and in Birmingham this—Thursday—afternoon, were free to admit that prices of common sorts made outside this district are easier by, in some cases, fully Is. per ton, compared with a month or so ago. Best mine pigs, hot air, range in price from £3 to £3 5s. and £3 7s. (id. per ton; cold air averages about £4 5s. per ton; part-mine, £2 5s. to £2 78. fid.; cinder iron, £117s. fid., £2, and £2 2s. fid.

The iron market is but little affected by the action which of the colliers have taken in giving fourteen days’ notice for an advance of 4d. per day or stint in the thick coal seams, and 2d. per day in the thin coal seams. The Central Strike Committee has requested those miners who have not given the notice to do so to-morrow—Saturday—but it is scarcely likely that there will be any general determined movement for the rise.

Now that the strike is at an end, coal suitable for the ironworks and manufactories is in over-abundant supply, and rates have a tendency to ease. Staffordshire prices were this afternoon named as:—Best thick—furnace—coal, 9s. to 10s.; mill coal, 7s. to 8s.; forge, fis. to (is. (id.; rough slack, 5s.; and fine, 3s. per box. Cannock Chase quotations were as follows :—Best deep—house— 11s.; deep one-way, 10s.; cobbles, 9s.; fuel from the shallow

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

Manchester.—Business throughout the iron trade of this district is again settling down into a depressed condition, and there is a decided falling off in the weight of new orders coming forward as compared with a few weeks back. The prospects of trade in the immediate future are so discouraging that buyers are disposed rather to wait than give out any orders that can be held back, and the present actual requirements of consumers appear to be very small. So far as the prices quoted are concerned there is no material change, but the market has lost the tendency towards firmness which was noticeable a short time back, and sellers are open to take the low prices at which business was previously being done, whilst there is more disposition to sell for long' forward delivery at the present low rates.

The Manchester iron market on Tuesday brought together a good average attendance, but business generally was extremely quiet, with, if anything, an easier tone both in pig and finished iron, enquiries for which, as a rule, were very small in weight. Lancashire pig iron makers still quote 41s. for forge, and 42s. for foundry, less 2It per cent., delivered equal to Manchester, but they are getting very few new orders. In district brands sellers are again open to take 41s. fid. to 42s. 6d., less 2\ for forge and foundry Lincolnshire delivered here, with contracts extended well over the first half of next year at these figures, and Derbyshire brands are to be got at about Is. per ton more, Middlesbrough iron is also being offered here at low figures, and good foundry brands could be got delivered equal to Manchester over a considerable portion of next year at about 44s. 4d. net cash, with forge qualities offering at about 3s. per ton under this figure.

The hematite trade continues without improvement, and it is only at extremely low prices that business of any weight can be done, 52s. fid. to 53s., less 2J, being figures which in some cases would be taken readily for good foundry brands delivered into this district.

In the manufactured iron trade most of the makers in this district are being kept fairly well employed on work in hand; but except that sheets continue in tolerably good demand for shipment, new orders are only coming forward slowly, and any attempted upward movement in prices has been abandoned. Makers, however, still hold firmly to £5 12s. fid. for North Staffordshire and good qualities of Lancashire bars delivered into this district, and it is only here and there that some local brands are to be had for less; local made hoops are quoted at £6 2s. 6d., and good qualities of Lancashire sheets at about £7 5s. per ton delivered here.

Some branches of the engineering trade aie still being kept tolerably well supplied with work, although it has to be competed for at extremely low prices. Messrs. Ashbury and Co., of Manchester, have secured the contract for the whole of the rolling stock on the new Mersey Tunnel Railway, and they have also other good orders in prospect. Locomotive builders and boiler-makers

machine for cutting off when cold the instead of one

as quietened down considerably, as the result of the continued mild weather, and there is, if anything, rather an easier tone in prices, although there has been no actual giving way in the quoted rates. The better qualities of round coal are in fair demand for house fire purposes, but other classes of fuel meet with only a slow sale, and inferior descriptions of steam fuel are plentiful in the market. At the pit mouth prices average about as under:—Best coal, 9s. 6d.; seconds, 7s. fid.; common house fire coals, fis. fid.; steam and forge coals, 5s. fid. to fis.; burgy, 4s. fid. to 5s.; good slack, 4s.; and common about 3s. per ton.

In the shipping trade there is rather a lull, and Lancashire steam coal, delivered at the high level, Liverpool, or the Garston Docks, does not average more than 7s. 3d. to 7s. fid. per ton.

Nominally, the agitation for an advance of wages is still being carried on amongst the miners in the West Lancashire district, but no definite action has yet been decided upon.

Barrow.—I hear it stated that an improvement has taken place during the week in the number of inquiries coming to hand from botli home and foreign consumers for hematite pig iron. It may only be that buyers who have been holding back are forced to purchase a little heavier for immediate requirements. If this is the case, the present change will not be sustained. Makers, however, appear very hopeful, and expect that during the coming winter new developments will take place. This expectation is somewhat borne out by the facts that many departments of the steel trade exhibit greater impetus. The output is, on the whole, well maintained, and it is not thought that a further restriction will be necessary. Quotations are unchanged, 43s. still representing mixed parcels of Bessemer iron, and 42s. No. 3 forge per ton net at works prompt delivery. The steel trade, as I notice above, is somewhat brisker, and business is steadier. Rails show moderate inquiries at from £4 10s. to £5 per ton net at works. Hoops are in good request, and the wire trade keeps good on the whole, orders being fairly abundant. Engineering and iron founding are in an unsatisfactory state. Shipbuilders are doing rather better, and some large orders are expected. Iron ore easier at last week’s rates. Coal and coke dull. Shipping quiet.

THE SHEFFIELD DISTRICT.

(From our own Correspondent.

The success of an American firm of rail makers in securing a 10,000-ton order for the Canadian and Pacific Railway has not excited so much interest here as the Americans appear to have expected, informed

out three weeks ago by Messrs. Charles Cammell and Co., who will now have all their rails made at their Penistone Works for home railways, and at Workington for export purposes. A very large order is stated to have been recently booked by Messrs. Charles Cammell and Co. for New South Wales. This is, no doubt, part of the work which the New South Wales Government were anxious to give to some enterprising firm who would localise the iron and steel industry in that colony. At 28£ dols. a ton, the American company cannot make much out of their Canadian contract.

Some interesting facts have been disclosed during the steel controversy. Messrs. Vickers, Sons, and Co., for example, are stated to have eight furnaces of 10 tons capacity, from which they have cast ingots of 70 and 80 tons in weight, and with a push could cast ingots of 100 tons from the same furnaces. Their hammers range from a very small size up to and including one with a tup of 15 tons and 10ft. stroke. Messrs. Vickers have also a rolling mill for the production of large gun jackets, for which they have a great demand. Messrs. Cammell and Co., at Grimes-thorpe Steel Works, have nine melting furnaces of 6 to 12 tons capacity, and are building three new furnaces to melt 20 tons each. For manipulating these they have a spacious hammer shop, in which stands a large steam hammer with a tup of about 25 tons weight, surrounded with suitable cranes and reheating furnaces. They also have in hand a 100-ton crane and 50-ton ladle, which will enable them to undertake forgings of very large size. Messrs. Thos. Firth and Sons have been engaged in the gun trade for over twenty-three years, during which they have supplied guns to every nation of any consequence. In their gun foundry they can cast ingots of about thirty tons weight out of crucibles alone, and latterly they have made provision by which they are able to cast about 50-ton ingots, which they expect to increase to 90 or 100 tons. For hammering these they have, amongst others, two hammers with tups of 25 tons weight each, 10ft. stroke, and working at 601b. steam pressure. Messrs. Firth are thus able to deal with the heaviest kind of forgings that may be required for some time to come. It is thus pretty clear that those who accuse the Sheffield manufacturers of lack of enterprise in not progressing with the times speak without knowledge of the extensions recently made, and now being made, to our productive powers.

The resolution of the shareholders in the Mill Dam Mining Company to close their works has now taken effect. The works are closed, and the plant is to be disposed of, an intimation which has caused much distress amongst the lead miners of Eyam, Bradwell, and Great Hucklow. The chief part of the workings was closed several years ago, since which time the population of these places has considerably decreased. The lead industry in North Derbyshire is entirely profitless at present; but hundreds of people cling to their little patches, and warmly retain their ancient right in the King’s Field—a wide stretch of country where they have the privilege of going on any person’s land and searching for ore. If they are successful, they can insist on a road to river or highway, the only condition being that a certain portion of the ore goes to the Crown. All who buy land in the King’s Field, which includes most of North Derbyshire, buy it subject to that right.

The municipal elections this year have one feature of trade interest. In the Ecclesall, commonly called “ the Waterloo ward,” placards are issued strongly condemning the Government for sending contracts out of the country for steel rails while our own workmen are starving. They are also denounced for buying powder from abroad, which discourages English powder firms from putting themselves in a position to deliver large supplies in case of war. The second count in the indictment is headed, “ We have

THE NORTH OF ENGLAND.

(From our own Correspondent.)

The Cleveland pig iron trade is still in an unsettled and unsatisfactory condition. The market held at Middlesbrough on Tuesday last was fairly well attended, and some of the makers succeeded in making sales at a price. Consumers, however, are undoubtedly keeping back their orders in the expectation that prices will fall still lower as soon as the shipping season has closed. Producers are quoting 36s. 6d. to 37s. per ton for No. 3 g.m.b. for prompt delivery. Most of them are sufficiently supplied with orders for the actual present, and are very reluctant to offer at below the figure named. Merchants, however, who are not troubled with any compunctions are freely quoting 3fis. 3d. for prompt and 35s. 9d. for forward delivery. They are able to offer only small lots for immediate delivery, and buyers are not eager to commit themselves far head. For forge iron 34s. per ton is usually asked, but a certain quantity is said to have changed hands at fid. less.

Warrants are freely quoted at 35s. 9d. per ton, but purchasers are not to be found.

Messrs. Connal and Co.’s stocks of pig iron both at Glasgow and Middlesbrough have been further reduced during the past week, the former by 871 and the latter by 510 tons.

Shipments of pig iron from the Tees have improved during the last few days. The combination ironmasters, at a recent meeting, gave out this as their reason for deciding not further to reduce their output at present. The general impression is, however, that further restriction by agreement was found impracticable, and that the ring has fallen to pieces from its own inherent weakness. Up to Monday night 56,297 tons of pig iron had been shipped this month, that quantity being about 5000 tons less than was shipped during the corresponding portion of September.

In manufactured iron and steel, things are no worse than they were a week ago. Orders for plates, angles, and bars are being given out, but only slowly. The North-Eastern Railway Company has just ordered a quantity of steel rails sufficient to keep three firms in the Cleveland district busy for some time. Of a total of 20,000 tons, 9000 tons have been placed with Messrs. Bolckow, Vaughan, and Co., 6000 tons with the North-Eastern Steel Company, and 5000 tons with the Darlington Steel and Iron Company. Besides the above, Messrs. Bolckow, Vaughan, and Co. have orders for tin bars and steel ship-plates, which will keep their mills at work some weeks.

The West Hartlepool Rolling Mills, which were restarted a fortnight ago, have again been closed, having completed the whole of the orders upon their books. The Hartlepool Malleable Ironworks, which have been idle some time, was, however, reopened on Monday, and will give employment to about 400 men for a time.

Prices of finished iron are unchanged, ship plates being £5 per ton, angles £415s., and common bars £5 2s. fid., all free on trucks at makers’ works, cash 10th, less 2£ per cent. Puddle bars are £3 5s. per ton net, free on trucks at makers’ works. The price of heavy steel rails is about £4 15s. per ton as fixed by the combination.

The Richmond Ironworks at Stockton, which have been closed for a number of years, are about to be opened shortly for the manufacture of thin sheets and bar iron. The ostensible lessee is Mr. Wm. Gill, formerly of the Teeside Ironworks.

The Wellington Foundry, Middlesbrough, is to be re-started by Messrs. Stainton and Jones, late of Stockton. They will make iron castings of all kinds. It is eight or nine years since this foundry was at work.

Some indication of improvement in the prospects of steam shipowners may be found in the fact that three or four of Messrs. Turn-bull and Co.’s steamers, which have been idle at Whitby for many weeks, are now being got ready for sea, having in view employment in the Black Sea grain trade.

Triple expansion marine engines continue to grow in public estimation. A vessel called the Shagbroke has just been built by Messrs. Wm. Gray and Co., of West Hartlepool, and engined the triple system by the WallBend Slipway Company, steamed with her new engines from Wallsend to Hartlepool days since. The steam was at 150 lb. per square inch, and the number of revolutions obtained was ninety. The vessel had no cargo on board, and no tests of speed or fuel consumption were made; but it was clear that more than usual steadiness of the machinery, and freedom from vibration on the part of the vessel, were obtained. This is probably due to distributing the effects of the revolving and reciprocating weights over more bearing, and a larger area of bed-plate. When inverted marine engines were first introduced—about the year 1851—a short centre shaft was used, having a crank at each end and a bearing at each neck. These short shafts soon began to give trouble, and double crank shafts with four bearings were substituted with good lesults. The three-throw crank shaft now used for triple engines goes still further in the same direction, and with continued advantage; but after all, the great thing to secure steadiness in any engine is to make sure by calculation that the revolving weights are fully counterbalanced, and the reciprocating weights as nearly so as possible.

The comparative merits of iron and steel locomotive crank axles still continue to find a place in the conversations of north-country engineers. There is a general feeling that as regards steel it is not enough to produce magnificent samples, and quote unprecedented tests. That sort of thing, and steel paper-reading generally at Iron and Steel Institute meetings, has of late been carried almost usque ad nauseam by members having pecuniary interests in the results. Mr. Baker’s Montreal paper on the Forth Bridge candidly related how Landore steel plates which had all the usual tests at makers’ works, were still liable to break <

recen

>■

The

THE PATENT J0UENAL.

14£A October, 1884.

15 th October, 1884.

13.601.    Automatically Feeding Ratchet or Drill Braces, E. Parfitt, London.

13.602.    Paving for Carriage Ways, D. Allport, London.

13,693. Scavenger’s Cart, R. C. Sayer, Newport.

13.604.    Medical Preparation, E. A. Parnell, Liverpool.

13.605.    Locks or Latches, H. Nance, Liverpool.

13.606.    Ferry Bridges, C. W. Vosper and R. L. Batchelor, Plymouth.

13.607.    Metal Beads, R. and J. Walsham, Birmingham.

13.608.    Table Tongs, G. and C. Ball, Birmingham.

13.609.    Air and Gas Compressing Engines, E. Holt, Radcliffe.

13.610.    Gas Consumption Indicator, <Sjc., T. Thorp, Wliitefield.

13.611.    Opening and Closing Taps, &c., W. C. Ainley, Halifax.

13.612.    Electric Contact Makers, M. H. Smith, Halifax.

13.613.    Gumming, &c., Paper, J. J. Allen, Halifax.

13.614.    Envelope Machines, W. P. Thompson.—(S. A. Grant, U.S.)

13.615.    Arresting Cars, M. F. Bonzano, London.

13.616.    Ties and Scarfs, F. Theak and A. Le May, London.

13.617.    Mercurial Pressure Gauge, S. M. Yeates, London.

13.618.    Bushes <fcc., J. McEwan, Glasgow.

13.619.    Valves for Motors, G. Temple and A. Fine-stone, Sheffield.

13.620.    Flapped Axles, J. Richards, Birmingham.

13.621.    Chimney-tops, R. G. Kirton, London.

13.622.    Registering Thermometer, (Sic., W. Mtiller. — (6”. Derckmann, Dortmund.)

13.623.    Bottom Boards of Boats, &c., H. G. Wood, Richmond.

13.624.    Fixing Ships’ Position on Charts, H. Porter, London.

13.625.    Wire Netting, W. F. Dennis, London.

13.626.    Washing Stonework, E. Wood, London.

13.627.    Threading Needles for Sewing Machines, T. Slater, London.

13.628.    Core Bars for Casting Metal Pipes, &c., J. Chambers, London.

13.629.    Distilling Coal Tar, &c., H. W. Fenner, London.

13.630.    Heating Stills or Boilers, H. W. Fenner, London.

13.631.    Ironing Machines, T. Bradford, London.

13.632.    Railway Milk-can Tops or Covers, T. A. A. Amies, Ashbourne.

13.633.    Judging Distances, W. J. Cock and J. Dowling, London.

13.634.    Applying Veneers of Wood or other Substances to Cloth, <fcc., Prince of Mantua and Mont-ferrat, London.

13.635.    Tea pots, D. Lindo, London.

13.636.    Automatic Sash Lock, F. Howcroft.—(E. C. By am.)

13.637.    Telegraphic Translators, W. E. Gedge.—(J. Kolzer, Duisburg-on-the-Rhine.)

13.638.    Stiffeners for Boots and Shoes, G. F. Red-fern.—(M. Hynes, W. 0. Cruickshank, and B. F. Lamb, Canada.)

13.639.    Horseshoe, F. R. Aikman, London.

13.640.    Engraving, C. T. lago, London.

13.641.    Delivery Carts for Bakers, &c., E. H. Weeks, London.

13.642.    Aiming Guns by the Aid of Artifical Light, W. H. Maw, London.

13.643.    Computing Machinery, H. Tunnard, London.

13.644.    Life-saving, <fcc., Apparatus, K. Scherer, Karlsruhe, Germany.

13.645.    Administration of Anaesthetics, A. T. Clarkson, London.

13.646.    Gas Pliers, H. C. Gilchrist, London.

13.647.    Moulding Sugar, C. and J. Lyle, London.

16f/t October, 1884.

13.648.    Folding Paper, J. H. Buxton, D. Braithwaite,

' and M. Smith, Manchester.

13.649.    Spills and Spill Holders, W. E. Hickling, Leicester.

13.650.    Heating Substances for Distillation, B. P. Walker, Birmingham.

13.651.    Portable Wagon Gauge, II. Adair, Ballymena.

13.652.    Crochet Needles, E. Shrimpton, Redditch.

13.653.    Toy, H. D. Child, Twickenham.

13.654.    Cutting Action of Shears, R. Hides, Sheffield.

13.655.    Strap Pulleys, li. Ogden, Manchester.

13.656.    Sanitary Appliance, E. H. Booth and F. N. Dyer, Manchester.

13.657.    Lamp Burners, W. Robinson and G. W. Anderson, Manchester.

13.658.    Cotton Cords, D. Madeley, Manchester.

13.659.    Reel Ovens, W. F. Mason, Manchester.

13.660.    Oil Can, J. A. de Macedo, Thorner.

13.661.    Engines, Pumps, and Blowers, J. Dunbar and C. Smith, Glasgow.

13.662.    Hook Fastener, J. McKenny, Dublin.

13.663.    Life-belts, &c., S. Alley, Glasgow.

13.664.    Telephonic Call Apparatus, J. Poole and K. Maclver, Manchester.

13.665.    Securing Railway Rails to Chairs, R. Gough, Cardiff.

13.666.    Roughing Horses’ Shoes, W. J. Nash, London. —15i/t October, 1884.

13.667.    Extracting Nutrition from Cereals, Sic., A. J. Bickmore.—(II. Lehrenkrauss, Stuttgart.)

13.668.    Door Handles and Spindles, S. Willett, London.

13.669.    Rail Fastenings, B. G. Martin, London.

13.670.    Telephonic Apparatus, J. Stephen, Glasgow.

13.671.    Automatic Dancing Figure, W. Britain London.

13.672.    Burners for Heating Purposes, W. G. Apple-ford, Birmingham.

18.673.    Packing for Stuffing-boxes of Engines, &c., A. Beldam, London.

13.674.    Injecting Steam and Air into Furnaces, J. Clarkson, Leeds.

13.675.    Spring Mattresses, Ac., I. Chorlton. London.

13.676.    Metallic Protectors for Boots ana Shoes, J. and S. Moseley, London.

13.677.    Slaughtering Horses, Ac., R. T. Shearman, Plumstead.

13.678.    Bleaching, C. F. Cross and J. P. Rickman, London.

13.679.    Railway Carriage Rests, J. G. Laing, London.

13.680.    Rolls for Drawing and Spinning Machines, C. Coupland, London.

13.681.    Trimming Lamp Wicks, W. R. E. Alexander, London.

13.682.    Telephony, J. N. Mclntiro, London.

13*683. Lathe Chucks, J. H. Storey and J. F. Phillips, London.

13.684.    Sawing Timber, S. Pooley, London.

13.685.    Artillery Machine Gun, Ac., K. S. M. de Ricci, Hampton Court.

13.686.    Locking Bolts and Nuts, T. Richmond, Nottingham.

13.687.    Percussion Tool, A. M. Clark.—(J. S. McCoy, U.S.)

13.688.    Double-barrelled Breech-loading Firearms, J. Gibson, London.

13.689.    Hot and Cold-water, Ac., Valves, H. Osborne and F. Herbert, London.

13.690.    Taps and Cocks, J. Waller and B. Farringdon, London.

13.691.    Supplying Disinfecting Fluid to Water-closets, G. Nobes, London.

13.692.    Apparatus for Cutting Wood, A. L. Dennison, London.

13.693.    Links for Fastening Shirt Cuffs, Ac., W. West, London.

13.694.    Fastenings for Cravats, Ac., T. K. Scruton, London.

13.695.    Shadowless Shade for Gas and other Lamrs, J. H. Weston, London.

13.696.    Producing Blocks for Surface Printing, W. J. Palmer, London.

13.697.    Steam Steering Gear, G. Davidson and R.

Turnbull, London.    ,

13.698.    Electrical Conductors, T. J. Handford.—(E. H. Johnson, U.S.)

13.699.    Bakers’ Ovens, H. G. Harris and G. Beavis, London.

13.700.    Pipe Joints, G. Coultas, London.

13.701.    Turning Shafts, Ac., E. P. Alexander.—(Japy Brothers and Co., Paris.)

13.702.    Road Engines, G. F. Page, Baltimore, U.S.

13.703.    Rolling Tires, H. H. Lake.—(J. Munton, U.S.)

13.704.    Warming Food, Ac., J. N. Harvey. — (C. FranckLyn, U.S.)

13.705.    Bicycles, W. J. Downton.—(C. O'Neill, New South Wales.)

13.706.    Harness Buckles, H. H. Lake.—(J. D. Robo t-son, U.S.)

13.707.    Steel and Iron Plates for Sleepers, A. Cooper, London.

13.708.    Manufacturing Cigars, H. H. Lake.—{E. A. l'inchant, Antwerp.)

right across unless the sheared edges were first planed, or the whole made red hot after shearing.

He also told how these plates could not be truly and satisfactorily bent cold, because they sprung, and that when bent hot they needed to be afterwards set cold, because they contracted unevenly in cooling. Details of this kind are not usually mentioned by the readers of steel papers, and if hinted at in course of the discussion, they are rather repelled as calumnies than considered fairly and scientifically, as would be done by men really seeking after knowledge and truth. It follows from Mr. Baker’s experience, which is abundantly confirmed by that of others, that if anything be done to a steel plate, whether in the way of punching, or shearing, or local-heating, at any period of manipulating it, it must afterwards, and finally, be annealed, to avoid risk of treacherous behaviour; and this is true, no matter what results may have been previously obtained by testing.

The great amount of testing necessitated by the extension of the use of steel has raised a demand for improved testing machinery. The self-recording power-worked machine designed by Mr. Hartley Wicksteed,and manufactured by Messrs. Joshua Buckton and Co., of Leeds, is getting more and more into favour, and but for its somewhat heavy cost, would soon find its way into almost every works where iron and steel are made or used in quantity. It is strange, however, that no tool maker has yet produced a machine able to plane the edges of test-pieces quickly and cheaply. As now usually prepared they cost half-a-crown apiece, which is simply preposterous, considering they are required by the score, and that except for yielding information the labour is entirely thrown away. What is really wanted is a milling machine with cylindrical milling tools about 1ft. long. The test-pieces, about 16in. long by 2Jin. broad, should be placed side by side and clamped together to a total width of, say, lOin. A pair of milling tools with axes parallel, and placed at right angles to either edge of the plates, should be so held by the machine that they could be brought together until there was only the required 2in. between them, which interval would be occupied by the group of test-pieces. The milling tool mandrils must, of course, rotate; and must also traverse lengthwise the edges of the test-pieces for, say, lOin. The ends of the latter might be left rough. Such a machine would be extremely simple, and ought to be cheap. It would prepare a dozen samples of gin. plate or bar just as they came from the shears by traversing lOin. of their length two or three times, and instead of half-a-crown as the cost of preparing each sample, that sum ought to defray the cost of the whole dozen.

It was rumoured that the South Gare breakwater, forming the southern point of the mouth of the Tees, and which has only just been completed, had been damaged by the sea during the t gale. This, however, turns out to be incorrect. A portion of the scaffolding was somewhat damaged, but the breakwater itself was unaffected. During the gale a large barque laden with American oak came ashore near Saltburn. The crew were saved by the Redcar life-boat. The vessel itself has since broken in two, and will become a complete wreck.

NOTES FROM SCOTLAND.

[From our own Correspondent.)

The Scotch iron trade is in much the same position as it was a week ago. Warrants have been in fair request in the course of the week at prices which, on the whole, appeared to indicate that there was considerable firmness in the market. For makers’ iron the inquiry is also moderately good, Scotch pigs being just now in extra demand for Russia and Canada in anticipation of wintry weather interrupting the navigation. The continental inquiry is also considerable for the season. The total shipments of pigs for the past week were 10,245 tons against 11,651 tons in the preceding week, and 16,440 tons in the corresponding week of 1883. By the lighting of an additional furnace at Langloan there are now ninety-five in blast, compared with 104 twelve months ago. The stock of pig iron in Messrs. Connal and Co.’s Glasgow stores shows a reduction for the week of 1000 tons.

Business was done in the warrant market on Friday at 41s. lOd. cash, and on Monday at 41s. 8jd. to 41s. 8d. and 41s. 9d. cash, and 41s. 9d. to 41s. lid. one month. At Tuesday’s market transactions occurred at 41s. 9d. to 41s. 9Jd cash, and 41s. lid. to 41s. lljd. one month. A good business was done on Wednesday at 41s. 9Jd. to 41s. lOJd. cash. To-day— Thursday—being a holiday, there was no market held.

A few of the secondary kinds of makers’ iron are 6d. cheaper, but the best qualities are unchanged, as follows:—Gartsherrie, f.o.b., at Glasgow, per ton, No. 1, 55s. 9d.; No. 3, 50s. 6d.; Coltness, 60s. and 52s.; Langloan, 58s. and 52s.; Summerlee, 54s. and 47s. 3d.; Calder, 53s. 6d. and 47s. 6d.; Carnbroe, 50s. 9d. to 47s.; Clyde, 48s. 6d. and 45s.; Monkland, 43s. 9d. and 40s. 9d.; Quarter, 42s. and 40s. 6d.; Govan, at Broomielaw, 43s. and 40s. 9d.; Shotts, at Leith, 54s. 6d. and 52s.; Carron, at Grangemouth, 49s. (specially selected, 53s. 6d.) and 48s.; Kinneil, at Bo’ness, 44s. and 43s.; Glen-garnock, at Ardrossan, 50s. 6d. and 43s.; Eglin-ton, 44s. and 40s. 9d.; Dalmellington, 47s. 6d. and 43s. 6d.

The shipments from Glasgow in the past week of iron and steel manufactures included five locomotives for Bombay valued at £8500, and one for Otago, £1160; machinery, £6010; a steam launch and barges for Calcutta, £2200 ; sewing machines, £2700; steel goods, £2200; and general iron manufactures, £26,500,

In the western districts of Scotland the coal trade is fairly active as far as regards the inquiry for household sorts, but the shipping demand continues quiet, and at many of the pits the colliers are working short time. The week’s shipments from Glasgow included 2040 tons for San Francisco, 1600 tons to Rochefort, 1000 tons for Bordeaux, and smaller quantities elsewhere. Shipping orders in Fifeshire are the reverse of pressing, and it has been necessary in some cases to sell at rather lower prices. As the miners are working steadily, there is an accumulation of unsold coals at some of th pits. At Grangemouth the shipments were 7903 tons; Troon, 7678; and Ayr, 6939 tons. On account of the backward condition of many manufacturing industries, the inquiry for furnace coals is dull all over the country.

Reports were submitted from the Fife and Clackmannan collieries at a meeting of the Miners’ Executive Board, held at Dumfriesshire a few days ago, showing that deputations of the men had waited on the employers, soliciting an advance of wages to the extent of 15 per cent., or 6d. a day. It appeared that the masters were desirous to meet the wishes of the men, but could not do so at present, as prices for some qualities of coal have fallen 3d. a ton.

The students of the Institution of Civil Engineers, resident in Glasgow and district, have con-tituted themselves into a local branch, and elected office-bearers and an executive committee for the ensuing twelve months.

An important addition has just been made to the Binend Works of the Burntisland Oil Company, and their retorts are now capable of dealing with an output of 500 tons of shale a day, which will yield about four millions of gallons of oil per annum.

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

A leading ironmaster with whom I conversed this week said : “No one but those in the trade know the extreme badness of the times. And to make matters worse, while orders are few and far between, our manipulation is so narrowly scrutinised by foreigners, and our cost sheets so keenly analysed, that they are able in many instances to get work that would otherwise have been ours.” From one end of the iron district to the other I cannot see any hopeful sign. It is true that some small undertakings are being restarted—such as the College Ironworks, Llandaff —and another gratifying fact is that the notice to the men at Treforest Iron and Steel Works has been withdrawn; but against this I must place short time and prevailing despondency in every direction, and the impending closing again of Cyfarthfa Works. The steel works at this place, erected at an immense cost, and supplied with plant—as illustrated lately in The Engineer— of the latest and best description, have never been started. The work done there has been accomplished by the furnaces and a few of the mills. Latterly the chief business has been turning out pig; and a great accumulation has been the result. This is now, I am given to understand, to end after a month from date, and a large number of hands will be thrown out and furnaces stopped.

The coal trade of Cyfarthfa is also not so brisk as one could wish to see, and very little has been done at the Castle Hill this week. I am sorry to find also in my inquiries about the* ports that coal is “ weakening.” A considerable shipper says: “ People who have made long contracts are unaffected as yet, and they give a certain amount of activity to the railways and the docks; but it cannot be concealed that new business is lessening, and that some collieries already begin to feel it.”

Thus, prospects for the two great industries of Wales are not so encouraging as one would like to state. I must confess that I see little hope for a revival of the iron trade this year. Extra competition, the longer life of a steel rail compared with an iron rail, forbid any “ boom,” until some new country is opened out for railways; for renewals are simply “ bread and cheese business.”

In respect of coal I am more hopeful. This is only a temporary lull. The vigour with which new collieries are being opened out, and the number of projections afloat, imply full confidence in the future. The Messrs. Crawshay, I see, are offering sites for building ground at their new collieries near Ynysybwl. These will be sold by auction to highest bidder, on Wednesday next, at Pontypridd.

Reference was made in The Engineer lately to the increasing use of hauling engines in collieries. In this district, as the colliery workings have been extended, this has been strikingly shown, and a capital engine, previously noted and described in The Engineer, from the foundry of Mr. H. W. Lewis, Treherbert, has been extensively purchased, both for home and foreign work.

Mwyndy haematite mines, works, and plant, near Llantrissaint, and well situated near the Great Western system, are, I see, to be sold. I am reminded of this class of mine, and of the Forest of Dean ones, of a prejudice of Rowland Fothergill in favour of Welsh mine. “ There is no good in this red stuff,” he exclaimed. Now it is only “ red stuff ” that is used, and Welsh mine is only worked when met with in collieries.

Tyla Coch, under the management of Mr. Evans, formerly of Harris’s Deep Navigation, is being floated as a limited company. The projector’s circular is a tempting one.

The opening of Parliament reminds me of the railway Bills that are to be brought forward for Wales. The Taff Yale and the Rhymney Railways are to come into collision. I note, too, the earliest whisper of something intended when the Rhymney and Great Western joint line run into Merthyr. It is probable that this branch will give a direct route to London, via Pontypool-road and Newport. The Taff Company intends to move for a line from Llandaff to the eastern end of the new Roath Dock. This will be a serious blow to the Rhymney, if gained; but the fight will be a severe one, and especially if the Bute and Taff interests are led into the fray by Mr. W. T. Lewis on the one hand, and Mr. Fisher on the other. In addition to this contest, the Taff Vale are booked for a line to Barry, and Lord Bute for a great railway project connecting Cardiff with the Rhondda and the Glamorgan Canal scheme. There will be no Barry fight next year, but a series of contests quite as severely waged.

An effort is being made to foment a collision between enginemen and employers, and substitute eight hours for the twelve hours’ work at present.

The Dowlais doctors’ dispute is being settled in the spirit of my suggestion. Losing Dr. Cress-well, with his twenty-five years’ experience and great surgical skill, would be a calamity, managers of Gelli and Tynybedw are offering liberal overtures to end the strike.

A French coal brig blew up at Porthcawl this week. Cause surmised, but not stated.

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.

13.537.    Circular Hosiery Machines, B. Kerr and E. Newton, Leicester.

13.538.    Table Cutlery, C. H. Wood, Sheffield.

13.539.    Boot Making and Boot Finishing Stands, J. Bulmer, Leeds.

13.540.    Fustian Cutting Frames, D. Allen, near Manchester.

13.541.    Mechanical Propulsion of Cycles, &c., E. Butler, Newbury.

13.542.    Propelling Pleasure Boats, &c., H. Ault, Barrow-in-Furness.

13.543.    Checking Machine for Public Telephones, J. J. Mann, Radcliffe.

13.544.    Excavating and Refilling Drains, R. M. Whitaker, Skipton.

13.545.    Hanging and Drawing Window Curtains, E. Ashton and T. Aldous, Manchester.

13.546.    Precision Valve Gear for Steam Engines, L. Engebretsen, Liverpool.

13.547.    Mariners’ Compasses, W. Batty, Liverpool.

13.548.    Varnish for Coating Ointment Boxes, <fcc., W. Charleson, Manchester.

13.549.    Braiding the Edges of Hats, &c., F. W. Cheet-ham, Manchester.

13,559. Regulating the Tension [of Blind Cords, W. Dobson, Manchester.

13.551.    Handle for Tools, W. England, jun., London.

13.552.    Handles of Table Knives, &c., W. England, jun., London.

13.553.    Soap, B. Hammond, Guildford.

13.554.    Lock Furniture, R. C. Jones and J. W. Cunningham, London.

13.555.    Frame tor Reading Glasses, &e., J. Granger, Birmingham.

13.556.    Window-sash Fastener, A. C. Carver, London.

13.557.    Couplings for Railway Rolling Stock, J. Darling, Glasgow.

13.558.    Railway, &c., Brakes, T. W. Ward and J. Leach, Sheffield.

13.559.    Guards for Butchers’, &c., Knives, J. Mills, Sheffield.

13.560.    Coating Iron, &c., with Tin, &c., A. Guten-sohn, London.

13.561.    Printed Waterproof Paper, H. P. Howard and S. and F. Jones, London.

13.562.    Cigar Holders, J. C. Macdona, West Kirby.

13.563.    Horse Hitching Device, H. J. Allison.—(L. C. Harrison, U.S.)

13.564.    Hydraulic Sun - and - Planet Engines, W. Patterson, London.

13.565.    Covering Rollers for Spinning Machines, J. Quinlan and G. Carr, London.

13.566.    Locomotive Engines, J. Armstrong, New Swindon.

13.567.    Steam Engines, J. Armstrong, New Swindon.

13.568.    Hat Brushes, W. H. Mann, London.

13.569.    Hooks for Holding and Automatically Releasing Boats, die., G. Davidson and J. Hays, London.

13.570.    Hooks for Mine Cages, G. Davidson and J. Hays, London.

13.571.    Hooks for Boats, G. Davidson and J. Hays, London.

13.572.    Can for Preserves, R. Holbrook, South Norwood.

13.573.    Motive Power Engines, J. S. Fairfax, London.

13.574.    Perambulator, H. Dinn and G. B. Richards, London.

13.575.    Guns and Projectiles, T. W. Rammell, London.

13.576.    Suspending, &c., Electric Lamps, T. H. Harrison, London.

13.577.    Printing, H. J. Haddan.—(H. P. Graves, U.S.)

13.578.    Safety Valves, H. J. Haddan.—<(?. II. Crosby, U.S.)

13.579.    Recovering Paraffine from Oil, H. H. Lake. —(R. H. Smith, U.S.)

13.580.    Extracting Paraffine from Oil, H. H. Lake. —(A. H. Smith, U.S.)

13.581.    Nut Locks, H H. Lake.—(/. P. Ball, N. M. Bennett, and M. E. Bates, U.S.)

13.582.    Lifting Jacks, H. H. Lake.—(/. Chase, U.S.)

13.583.    Bale-ties, H. H. Lake.— (F. Cook, U.S.)

13.584.    Safety Valves, H. H. Lake.—(F. H. Hills, U.S.)

13.585.    Ball Bearings for Velocipedes, H. H. Lake. —(J. S. Murray, U.S.)

13.586.    Button-hole Attachments for Sewing Machines, W. H. Gilbert, London.

13.587.    Roasting of Fibres, E. Capitaine.—(Dr. Baur, Stuttgart.)

13.588.    Purification of Waters, E. Capitaine.—(M. Nahnsen, Elbe.)

13.589.    Air, <fec., Pumps, E. G. Brewer.—(M. Coryell and F. M. Wheeler, U.S.)

13.590.    Producing Alkali Carbonates, P. Jensen.— {A. Vogt and A. Figge, Wester hausen.)

13.591.    Well for Adjusting Anglers’ Floats, &c., W. Abbott, London.

13.592.    Ocean and Inland Transportation, R. Gordon, London.

13.593.    Fireplaces for Heating Pottery, &c., Kilns, W. Hassall, London.

13.594.    Machine Belting, Bands, &c., G. S. Sapsworth, London.

13.595.    Semaphore, &c., Signal Lights, A. J. Boult.— (2?. S. Piper, Canada.)

13.596.    Gelatine Plates for use in Photography, A. J. Boult.—(G. Eastman and It'. H. Walker, U.S.)

13.597.    Bits for Horses, A. Thornton, London.

13.598.    Permanent Way of Railways, J. Brown, London.

13.599.    Producing a Douche or Jet of Water, &c., W. Nathan, London.

13.600.    Ties and Scarfs, F. Theak and A. Le May, London.

17th October, 1884.

13,709. Shoes for Horses, &c., C. Goodwin, S. P. Longman, and W. L. Howell, Lond

nil.

From the United States’ Patent Office Official Gazette.

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13.710.    Bearings of Temple Rollers of Looms, H. Almond and T. Grimshaw, Halifax.

13.711.    Shell or Torpedo, W. Balch, Greenwich.

13.712.    Water-waste Preventer, R. G. Medland, Sutton.

13.713.    Planes, Spokeshaves, <fcc., E. Preston, Birmingham.

13.714.    Dressing, ’<fec., Twines, Cords, or Ropes, W.

G.    Bywater and T. B. Beanland, Leeds.

13.715.    Driving Pulleys and Drums, A. House, Manchester.

13.716.    Throstles, J. Schofield and T. Holt, Manchester.

13.717.    Heating Apparatus, W. II. Stephenson, Blackburn.

13.718.    Alarm Scar and Stop Lines W. Burgess, Malvern Wells.

13.719.    Fixino on to Roofs, &c., Sheets of Zinc, &c., T. W. Helliwoll, Halifax.

13.720.    Screw-cutting Lathes, G. Harrison, Halifax.

13.721.    Loin Protector, J. T. Hearn, Dover.

13.722.    Treating Residual Liquors, G. L. Wigg, M. Steele, and W. J. Wigg, Liverpool.

13.723.    Oven, &c., Heater, J. H. Sambrook, Stretford.

13.724.    Rocking Perambucot, H. Wilson and F. Woods, New Radford.

13.725.    Preserving Animal, &c., Substances, J. J. Coleman, Glasgow.

13.726.    Treating Alcoholic Liquids, E. J. Mills, Glasgow.

13.727.    Tube for Loading Cartridges, &c., W. Ford, Birmingham.

13.728.    Constructing Bridges, W. Morris, London.

13.729.    Gas-motor Engines, J. P. Lea, Handsworth.

13.730.    Controlling the Valves of Engines, &c., J. S., T. A., and E. R. Walker, Liverpool.

13.731.    Reoulating the Supply of Air to Organs, T. Hardman, Manchester.

13.732.    Lock Catch for Bracelets, &e., 8. Cartlidgo, Hanley.

13.733.    Steam Generators, G. H. Taylor, Liverpool.

13.734.    Rotary Enoines, G. T. Lcitch, Glasgow.

13.735.    Communicating between Residences and Cab Ranks, M. Lumley, London.

13.736.    Facilitating Escape from Burning Houses, Ac., E. Edwards.—(J. B. Fremiot and L. A. Rabdche, Condi sur Noireau.)

13.737.    Continuous Discharge Centrifugal Machine, J. Laidlaw, Glasgow.

13.738.    Shop Window Folding Shutters, J. Carru-thers, Carlisle.

13.739.    Spring Beds, &c., J. H. Knowles, Sheffield.

13.740.    Table Cutlery, C. Ibbotson, Sheffield.

13.741.    Distilling Hydrocarbon Oils, P. M. Crane and P. Holland, London.

13.742.    Continuous Discharge Centrifugal Machine, J. Laidlaw, Glasgow.

13.743.    Preventing Collisions at Sea, W. H. Moody, London.

13.744.    Galvanic Electric Batteries, &c.,T. Rowan, London.

13.745.    Melting Kino, Ac., J. Humphreys, London.

13.746.    Safety Lamps for Miners, R. Purdy, London.

13.747.    Sewing Machine Stands and Treadles, J. K. Macdonald.—(Singer Manufacturing Company, U.S.)

13.748.    Feed-water Heaters for Boilers, J. Howo, Gateshead.

13.749.    Raising Grain, Ac., G. M. Capell, London.

13.750.    Apparatus for Ventilation, Ac., G. M. Capoll, London.

13,761. Weavino Carpets, Ac., W. Longbottom and W. S. Lawson, London.

13,752. Secondary Batteries, G. G. Andr6, London. 13,763. Heating and Cooling Fluids, S. Smillio, London.

13.754.    Gas Regulator or Governor, A. E. Falding, London.

13.755.    Telegraphing by Reflected Light, II. C. Mance, Brockley.

13.756.    Multiple Cylinder Engines, P. Brotherhood, London.

13.757.    Rotary Engines, E. Fielding, London.

13.758.    Reflecting Circle for Nautical use, E. L. Garbett, London.

13.759.    Compound Galvanic Battery, S. II. Emmens and tho United Patents Corporation, London.

13.760.    Drills for Boring Holes, H. H. Lako.— (Messrs. Wirth and Co., Hohcnlimburg.)

13.761.    Manufacture, Ac., of Articles of Gypsum, Stucco, Ac., M. Dennstodt, London.

13.762.    Adjusting, Ac., Cannon, R. R. Symon and

H.    S. Maxim, London.

13.763.    Cutting up Sugar Canes, Ac., F. A. Bonnefin, London.

13.764.    Immovable Wood Mosaic and Block Flooring, R. Davison and W. H. Bright, London.

13.765.    Clocks, V. Blumberg, London.

13.766.    Gas Motor Engines, T. Parkor, London?

13.767.    Lithographic Printing Machines, F. Ratcliff, E. Bush, and W. Pickersgill, London.

13.768.    Aerial Navigation, II. F. Phillips, London.

13.769.    Steam Engines, P. W. Willans, London.

13.770.    Metal Frames for Casement Windows, T. Elsley, London.

13.771.    Hansom Cabs, J. Marston, London.

13.772.    Preparing Patterns for Tapestry, Ac., A. Twietmeyer and H. E. Kramer, Leipzig.

13.773.    Dropdown Handles, G. H. Nash, London.

13.774.    Transferring the Film of Photographs to Canvas, J. M. D. Worsnop, London.

13.775.    Fire-escapes, W. Davison, London.

13.776.    Portable Fountain, W. Tucker, H. Tye, and

C. J. Came, London.    ,

18th October, 1884.

13.777.    Nosing Motion for Winding on Motion of Self-acting Mules and Twiners, B. A. Dobson and R. Hardman, Manchester.

13.778.    Printing Machines for Textile Fabrics, W. Mather, Manchester.

13.779.    Attaching Door Knobs to the Spindles, J. Walker, Birmingham.

13.780.    Prevention of Damage in Ship Collisions, D. Macdonald, Alcaig-by-Conon.

13.781.    Macrame Frame, F. Anyon, Manchester.

13.782.    Filters, E. M. Knight, Halifax.

13.783.    Roller Bearings for Bridge and other Structures, J. A. McDonald, Liverpool.

13.784.    Preventing the Destruction of Cotton Selvages, J. H. Riley and J. Downham, Bury.

13.785.    Lathe for Brassfinishing, W. Devoll, Erding-ton, and O. Howl, Tipton.

13.786.    Supplying Hot and Cold Water to Baths, H. Mainwaring, Manchester.

13.787.    Gas-tight Cartridge Case, W. W. Watts, Dublin.

13.788.    Hauling in Fishing Nets, H. M. Chalmers, Roseneath.

13,7S9. Raising and Forcing Fluids, &c., C. S. Madan, Manchester.

13.790.    Boots and Shoes, W. Freeman, Leicester.

13.791.    Checking Apparatus for Omnibuses, &c., R. W. Vining, Liverpool.

13.792.    Fastening for Boots, L. M. Ducker, Liverpool.

13.793.    Eyelet Connector for the Tabs of Braces, T. Evans and W. Deayman, Birmingham.

13.794.    Securing tho Tabs of Braces, T. Evans and W. Deayman, Birmingham.

13.795.    Steam Pumping Engines, G. Thomley, Burton-on-Trent.

13.796.    Folding Tables, <fec., J. Smith, Peebles.

13.797.    Shields for Holding Thread, A. Black, Paisley.

13.798.    Heating 'Apparatus for Railway Carriages, J. Magee, Glasgow.

13.799.    Automatically Checking Omnibus Fares, C. J. Williams, London.

13.800.    Drying Grain, &c., W. Hope and G. F. Deacon, London.

13.801.    Stocks and Dies, P. Whiteside.—((?. B. Malette, United States.)

13.802.    IIorolooical Apparatus, B, Sudjow, Man

chester.

18.803.    Lawn-tennis Bats, H. C. Seddon, London.

13.804.    Playing Cards, I. L. Ximenes, London.

13.805.    Rotary Motion, D. R. Cameron, London.

13.806.    Perforated False Bottoms for Brewers’, &c , Utensils, F. E. Pontifex, London.

13.807.    Picture Rings, W H. Richards and W. D. Wilkinson, Birmingham.

13.808.    India-rubber, <fcc., Pads for Horseshoes, T. S. Price, London.

13.809.    Binding Separate Papers into Books, C. D. Abel.—(C. Siegert and 0. Hoffman, Vienna.)

13.810.    Armatures for Dynamo-electric Machines,

F. Wynne, London, and R. P. Sellon, Surbiton.

13.811.    Solitaires, F. E. Hollyer, Brentford.

13.812.    Stoppering Bottles, &c., D. Rylands, London.

13.813.    Detaching or Disconnecting Stirrup Leathers, H. E. King, London.

13.814.    Supporting Revolving Lamps, J. O. Spong, London.

13.815.    Obtaining Products from the Yolk or Grease of Wool, W. H. Beek.—(C. Viollette and A. Busine, Lille, and A. Vinchon, Roubaix.)

13.816.    Telephonic Apparatus, S. Williams, Newport, Mon.

13.817.    Flushing Tanks or Cisterns, F. W. Turner, London.

13.818.    Purification of Sewage, A. Angell, London.

13.819.    Warming Plates, &c.,E. Brooks, Birmingham.

13.820.    Holding Syphons, H. J. Melsom and H. W. Dowell, London.

13.821.    Chains or Bands for Holding Curtains, A. A. Walos, London.

13.822.    Saving Life at Sea, E. Allison, London.

13.823.    Cloth-covered Button, E. Green, London.

13.824.    Mosaic and other Artistic Work, E. Grach, London.

13.825.    Boots and Shoes, F. Aldis, London.

13.826.    Wheels for Vehicles, G. Knowling, London.

20th October, 1884.

13.827.    Spring Gland for Stuffing-boxes, H. Montgomerie, Hendon.

12.828.    Stock and Poultry Feeding Troughs, R. Harrison, jun., Leeds.

13.829.    Controlling Steam Engines, H. KUhno. —(A. Proell, Dresden.)

13.830.    Flushing Water-closets, F. A. Angles, Blackburn.

13.831.    Treatment of Cotton Seed, W. H. Stead, Liverpool.

13.832.    Indicating Overweight, D. T. Gordon, Mary-field.

13.833.    Asbestos, L. Perroncel and J. Grathvohl, London.

13.834.    Extinguishing Fires, W. Smethurst, Wigan.

13.835.    Reversible Shirt Cuffs, P. J. B. Payne, Birmingham.

13.836.    Raising Liquids, H. Wilson, Stockton-on-Tees.

13.837.    Railway Wheels and Axles, J. Ford, Patri-croft.

13.838.    Personal Ornament, D. D. Jones and M. Williams, Liverpool.

13.839.    Combing Wool, <&c., J. Jefferson, C. Jefferson, L. Jefferson, and M. Jefferson, Halifax.

13.840.    Suspending Clip, F. Allon.—(J. J. Thompson, U.S.)

13.841.    Closet and Dust Bin Combined, J. Ennals West Mailing.

13.842.    Bottles and Stoppers, E., W., and T. W. Hazlehurst, Oldham, and J. Wolstenholme, Oldham.

13.843.    Tapping Barrels, <fec., G. T. M. Rackstraw and T. A. Knowles, Sheffield.

13.844.    Spinning Mules, J. Schofield and J. Law, Manchester.

13.845.    Cooking Ranges, D. Cowan, Glasgow.

13.846.    Ladies’Periodical Bandages, N. C. Sverdrup, London.

13.847.    Case to Fold, <fec., without Nailing, J. G. G. Simmonds, Trimsaran.

13.848.    Brushes, J. Aspinall, Barnsley.

13.849.    Compressing Ensilage Fodder, &c., J. T. Mooro, Crewe.

13.850.    Couplings for Railway Rolling Stock, W. S. Laycock, London.

13.851.    Sunk Tanks for Storing Oil, &c., P. Moly-neux, London.

13.852.    Grain Balance for Ascertaining Weight of Corn, M. Iledicko.—(L. Schopper, Leipzig.)

13.853.    Centrifugal Sifting Machines, J. H. Johnson.—(G. Daverio, Zurich.)

13.854.    Game of Marbles, J. Slierrin, Ramsgate.

13.855.    Fencing Wire and Machinery for Manufacturing the Same, F. W. Brampton, Birmingham.

13.856.    Valves and Valve Gear, J. Proctor, London.

13.857.    Anti-catarrhal Band, E. M. Moore, London.

13.858.    Marine Boiler, J. J. and J. Barclay, Sundor-land.

13.859.    Casters, R. Winder, London.

13.860.    Links for Cuffs, R. H. R. Clark, London.

13.861.    Electro-motors, S. H. Emmens and the United Patents Corporation, London.

13.862.    Utilising the Exhausted Fluids from Galvanic Batteries, S. H. Emmons and the United Patents Corporation, London.

13.863.    Constructing Electrical Storage Batteries, 8. H. Emmens and the United Patents Corporation, London.

13.864.    Excluding Draughts from Doors, A. E. Finch, London.

13.865.    Plug Taps, A. W. Death, London.

13.866.    Propelling Tram-cars, <fcc., by Ropes, A. If. Wobbe, London.

13.867.    Paint, A. J. Boult.—(S. Bond, Constantinople.)

13.868.    Permutation Locks, A. J. Boult.—(A. D. Green, United States.)

13.869.    Gun Shield, &c., R. S. M. de Ricci, Hampton Court.

13.870.    Preventing Accidents in tho Letting Off of Boilers, W. Hepworth, London.

13.871.    Fan, M. A. L. Ser, London.

13.872.    Wheels, E. Edwards.—(La Societi Deflassieux Frkres, Paris.)—2bth August, 1884.

13.873.    Sewing Machines, W. David and J. Woodley, Cardiff.

13.874.    Water Waste Preventers, G. Henderson and D. McNeil, London.

13.875.    Metal Frames for Casement Windows, T. Elsley, London.

13.876.    Intercepting Sparks in Chimneys, C. D. Abel. —(Schomburg Brothers, Berlin.)

13.877.    Lace, A. C. Travell, London.

13.878.    Bakers’ Ovens, W. R. Lake.—(J. L. W. Olsen, Copenhagen.)

13.879.    Electric Accumulators, J. S. Williams, New Jersey, U.S.

13.880.    Portable Electric Apparatus, J. S. Williams, New Jersey, U.S.

13.881.    Governing Marine Engines, J. P. It. Clark, London.

13.882.    Regulating the Electric Force in Circuits, J. S. Williams, New Jersey, U.S.

13.883.    Incandescent Electric Apparatus, J. S. Williams, New Jersey, U.S.

13.884.    Working Metals Subjected to Heat, J. S. Williams, New Jersey, U.S.

13.885.    Purifying Water, G. F. Rcdfern.—(D. Hanna, United States.)

13.886.    Cement for Joining Straps, &c., T. H. Brigg, London.

13.887.    Lags used in Heald Machines, <fcc., K. Jowett, London.

13.888.    Suspending and Moving Targets, E. T. St. L. McGwire, London.

SELECTED AMERICAN PATENTS

304,094. Rolling Mill, George C. Gardner, Chicago, 111.—Filed July 23rd, 1883.

Claim.—(1) Tho combination of a rotary carriago, a series of rolls supported thereby and adapted to

revolve in opposite directions to each other, and means for rotating said carriage to reverse the position of said rolls, whereby bars of iron may be rolled back and forth in the same plane and between the same rolls without reversing the movement of the rolls, substantially as described. (2) The combination of the frame A, the rotary end plates P, the rolls R 8, means for revolving the rolls, and means for rotating the carriage to reverse the position of the two rolls, substantially as described. (3) The rolls R S, rotary carriage, and frame A, with the gearing wheels M Ml, and N, substantially as set forth. (4) The rotary carriage having the stops Q, and supporting the roll train, in combination with the stop a, holding the

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a a Vq. A rolls in position, substantially as specified. (5) The combination of the rotary carriage and rolls R S, with the cylinder E, having the gear or cogs I, pinion J, and gear wheels K L, substantially as described. (6) The combination of the cylinder E, having the gear or cogs II I, with the pinions G J, rotary carriage rolls R 8, and goar wheels K L, substantially as specified. (7) The combination of the driving pinion G, cylinder E, having the gear or cogs H I, rotary carriage having the stops Q and rolls R 8, with the gear wheels J K L M M> N, and stop a, substantially as described.

304,119. Injector, Silas IF. Moreland, Geneva, Ohio.

—Filed December, 29</t, 1883.

Claim.—The injector heroin described, consisting of the globe K, formed with pipe connections l min lino with each other, water pipe and stuffing box connections n o in line with each other and at right angles to the connections l m, vertical partitions q q,

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-n and horizontal partiti on t, forming chambers b g c, central opening q, in the partition t, in line with the water chamber c and connecting the chamber b g, and valve i, above said opening, nozzles a d in the walls q q, the former extending into the chamber c, and the delivery pipe h and its nozzle /, having a throat c, surrounding the end of nozzle d, the three said nozzles being in alignment with each other, substantially as set forth.

304,448. Self-oiling Sheave for Pulley Blocks, Wm. W. Patterson, Allegheny, Pa.—Filed June 23rd, 1884.

Claim.—(1) In sheaves for pulley blocks, a self-oiling mechanism, constructed substantially as described, and adapted to be operated by the pressure of the rope in the groove of the sheave, for the purpose set forth. (2) In sheaves for pulley blocks, a self-oiling mechanism, substantially as described, operated by the pressure of the rope in passing around the groove upon agitating pin working through a hollow arm of the sheave to its hub, substantially as shown and

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described. (3) In self-oiling sheaves for pulley blocks, the spring agitating pin having a reciprocating movement, and forced in one direction by pressure of the rope upon its head in the groove of the sheave, and forced in the opposite direction by the pressure of the coiled spring upon which it sits and by which it is surrounded, substantially as described.

304,537- Rock Breaker, George H. Matter, San Francisco, Cal.—Filed September 3rd, 1883.

Claim.—(1) In a rock breaker, the crushing jaws, the excentric shaft for reciprocating one of said jaws

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on to and from the other, and the lower shaft, having excentric onds and suitable boxes, in combinati with the gibs and keys, a lover adapted to turn the shaft, and a rack by which it is held at any point after adjustment, substantially as herein described. (2) In a rock breaker, the reciprocating jaw, the excentric shaft and projecting arm, in combination with the hollow cap L, and rubber block M, substantially as and for the purpose herein described. (3) In a rock breaker, a jaw provided with a cast steel die I, having parallel grooves or channels made horizontally across its face, and tempered steel bars J, secured in said channels, substantially as and for the purpose described.

304,679. Heating Feed Water, Samuel J. Weaver, St. Louis, Mo.—Filed April 23th, 1884.

Claim.—(1) In a boiler feeder, the combination of the feed pipe tank, and two or more pans, increasing in size downward, arranged and operating substantially as and for the purpose set forth. (2) In a boiler feeder, the combination of the feed pipe, tank, hood, and two or more pans, increasing in size downward, arranged and operating substantially as and for the purpose set forth. (3) In a boiler feeder, the combination of the feed pipe, tank, and pan or pans located on the outside of the tank, arranged and operating substantially as shown and described. (4) In a boiler feeder, the combination of the feed pipe, tank, and pans, the pipe being submerged in the tank and the

[304-679 |

CONTENTS.

The Engineer, Octobor 24th, 1884.

Aland’s Fans. (Illustrated.)......

Maignen’s Water-softening Apparatus. (Illustrated.) ....................

The Strength of Crank Shafts. (Illustrated.) 308 Lord Raleigh’s Experiments on Light ..    .. 309

Lindley’s Acme Governor. (Illustrated.) ..    .. 310

Elwell and Parker’s Engine. (Illustrated.) .. 310 Six-inch Gun Carriage of the Esmeralda.

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

Abyssinian Tube Well, Hertford Corporation

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

Influence of Stress and Strain on Physical

Properties of Matter............

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

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

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

The Esmeralda. (Illustrated.) ........

Leading Articles—

Defence of our Coaling Stations......

Heavy Gun Question in America ......

Special Government Appointments......

Iron Ore Imports ..............

The Brewery Exhibition ..........

Testing Pressure Gauges ..........

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

Books Received ................

The Philadelphia Electric Exhibition. (Illustrated.) ....................

Stern-wheel Gunboat for the Nile......

Letters to the Editor—

The Rocket ..................

Calculating Convex Ship Surfaces......

Steam v. Gas............

Fast Cruisers for the Navy

Tidal Action ..........

Railway Brakes ........

The Clayton Brake again ..    ..

Locomotive Crank Axles ..

Flexible Main under the Thames

Electricity in Iron........

Gas Engines............

Experiments on the Flow of Water through

a 48in. Pipe..................

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 .. 323 The Patent Journal Abstracts of Patent American Specifications. 324

Paragraphs—

Naval Engineer Appointments Danger from a Torpedo Experiment

lied Roll Casting........

Automatic Arctic Exploration Frightening Rats and Mice A Wonderful Substance Tho Westinghouse Brake ..

Mineral Wealth of Venezuela

South Kensington Museum.—Visitors during th week ending Oct. 18th, 1884On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 12,657; mercantile marine, Indian section, and other collections, 4561. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m to 4 p.m., Museum, 1674; mercantile marine, Indian section, and other collections, 232. Total, 19,124. Average of corresponding week in former years, 16,754. Total from the opening of the Museum, 23,456,383.