Oct. 31, 1884.

THE ENGINEER.

325

“LLOYD’S.”

On the 21st of October, 1884, “Lloyd’s” attained its fiftieth anniversary, and the occasion was marked by a dinner, at which, yesterday evening, assembled all the principal men of the Institution. All over the world “ Lloyd’s ” is known and spoken of; yet outside the circles of shipowners, underwriters, and merchants, it is not easy to find anyone who really understands what “ Lloyd’s ” is. Indeed, among those most interested, the history of the Institution is to the majority a sealed book. The committee, deeming it desirable that information on the subject should be disseminated, have just published a very handsome volume, entitled, “ Annals of Lloyd’s Register; being a Sketch of the Origin, Constitution, and Progress of Lloyd’s Register of British and Foreign Shipping,” which contains a vast fund of information, and reflects very great credit indeed upon its author, whoever he may be. The English in which he has written is nervous, forcible, and lucid; and he has succeeded in rendering even dry statistics eminently readable. We can recommend its perusal to those who can get the work, which is, we believe, intended only for those most nearly interested in Lloyd’s. It contains 165 large quarto pages, and has been admirably printed on thick, toned, paper by Messrs. Cox and Wyman. It contains two excellent photographs, one of Mr. Thos. Chapman, chairman from 1835 to 1881, the other of Mr. Tindall, the present chairman.

Lloyd’s is a society under whose auspices information is collected for underwriters—that is to say, those who insure ships—and published in what is known as “Lloyd’s Register.” Besides this, it undertakes the survey of ships being built, and prescribes certain rules for building them, which entitle the ships to classification in its “ Register.” This is a broad statement of the work of the society; but its influence is exerted and felt in a thousand ways which we cannot attempt to particularise.

A great deal has been heard recently concerning the iniquity of shipowners who protect themselves by insuring against losses of various kinds; but there is good reason to believe that the origin of the practice is as old as nautical commerce itself. It was well known among the Greeks, and the Romans permitted extra premiums to be paid for insurance on ships, because of the perilous nature of the adventure. “With,” says the author of the work before us, “the practice of insuring ships and their cargoes against sea risk, there would naturally arise the necessity of adopting means to ascertain whether the vessels were seaworthy, and to have the relative qualities of ships in this respect classified and recorded in some manner convenient to persons interested in shipping. The merchant would not be willing to employ, or the underwriter to insure a ship, without first acquainting himself with her fitness for the carriage of merchandise across the sea. To employ an expert to inspect and report upon every ship when proposed for insurance would only be practicable when few ships existed, and when the business of marine insurance was in its infancy. With the growth of the mercantile marine would grow the demand for a shipping register—not a list of the ships merely, but a record of their size and of their condition and qualities at specified dates.” The work of Lloyd’s is the production, as we have said, of such a register. How much labour its production involves may be gathered from the fact that the shipping built under the society’s inspection last year amounted to no less than 848 vessels, with an aggregate tonnage of 1,116,555. Out of the total number of merchant vessels built in the United Kingdom between 1879 and 1883, including those of every type and nationality, about 90 per cent, have, on the average, been surveyed and classed by Lloyd’s. In 1834 the society had but 63 surveyors ; it has now 175. In addition to the survey and classification of wood, iron, steel, and composite ships, engines and boilers are inspected during and after construction by a large staff of marine engineers, with Mr. W. Parker at their head, ably assisted by Mr. Milton and Mr. Purves. The society also controls and regulates the testing of anchors and cables at eight principal proving houses in It tests steel to be used in the construction of ships and boilers. It does the same for large forgings and castings. It surveys and classifies yachts under special rules, and two years ago it published freeboard tables, by which it undertakes to assign maximum load lines to vessels of all kinds.

The society had small beginnings and a chequered history, well set forth in the volume before us. In 1668 there was started in Tower-street a coffee-house kept by a man named Lloyd, and to this coffee-house resorted, as was the manner of men at the time, persons connected with shipping. In 1692 Mr. Lloyd removed to the corner of Abchurch-lane, taking his clientele with him; and there were supplied the lists known as the “Register of Shipping,” which was really the germ of Lloyd’s Register. In 1770 the underwriters and others connected with shipping formed themselves into a society, with its headquarters in Pope’s-alley, and went a few years later to the Royal Exchange. The oldest copy of a register in the library at Lloyd’s—White Lion-court, Cornhill—is dated 1764-65-66, and a fac simile of a page is reproduced in the volume under notice. The system of classification originally adopted was very unlike that now in use. We shall not attempt to trace the history of the society from the date last named to the present day. One or two curious points we cannot pass over. It will be understood that the register was prepared with much care and a good deal of trouble; and, in order to find funds for this, subscribers had to pay considerable sums, the annual cost being in 1779 about £8 per annum. Under the circumstances, it is not surprising that many persons did their best to get the information contained in the list for nothing; and to baffle this a quaint prohibition is contained in the bye-laws of the members of “The Underwriters’ Registry,” as it was called, from which we make the following extract:—“ It is therefore agreed to by the society, and every Member thereof, and ordered by them to be a standing rule and By-law strictly to be observed, that if any Member shall, after the 6th of February, 1773, shew or give his book to

out of the nine

the country.

Latever, not a Member of this society, to read i or character therein of any ship, or shall read the same to him, or tell him the same after looking in his book, or lend the said book to him, such Member shall forfeit the Sum of 5s. 3d., and for the second Breach of this By-law, the Sum of 10s. 6d. For the third Breach thereof, the Sum of £1 Is., and for the fourth (all of them in the Manner aforesaid and within the Year) his book shall not be posted any more, except he pays the Sum of Two Guineas and all Former Forfeitures, within Fourteen Days of the Notice he shall receive thereof from the Secretary; or pay the Sum of Five Guineas for a new Book any time thereafter, within the Year, and delivers up the old one.” By a similar law the member was fined if he did not keep his book locked up, or mislaid it for three days. Nothing is said as to the way in which these high crimes and misdemeanours were to be detected. We strongly suspect that unless a member betrayed himself he could do pretty much what he liked with his book.

About the year 1778 began a time of trouble and even of abasement for the society. A new and most irrational style of classification was introduced, based entirely on the place where the ship was built, and on this alone. Thus, while a Thames-built ship could remain in the first-class for thirteen years, a ship built at one of the northern ports would be eligible for eight years only. Also many prizes were taken in those days, sound and good ships, although built by French, Spaniards, and Dutchmen, all regarded as the natural enemies of Englishmen. These ships, however, the society would not classify at all, whereat their owners were immensely disgusted; and casting about for a remedy, they joined hands with the northern builders and others, and remonstrance proving useless, they started in 1799 “ The New Register Book of Shipping,” and had offices first at 22, Change-alley, subsequently at 3, St. Michael’s-alley. Thus, then, in the year named, there were two Register Books in operation ; the old one bound in green being the underwriters’, and the new one bound in red being the shipowners’. The story of the progress of the war between these two bodies, and of the ruin which ultimately befel both is fully set out in the volume under notice. Out of the two it may be said that the modern society was built up. The present Register Book came into existence in 1834. It may be useful here to give a few figures. In the year named a ship of 500 tons was considered rather large. The rate of buildingwas as follows:—

ought to be regarded as settled, but the following table can do no harm in this way:—

Tonnage of

Year.

1830

1831

1832

In the United Kingdom.

In British Colonies.

760 vessels.

367 vessels.

760

759

>>

cc

7\

as

to

Of the vessels belonging to the United Kingdom in 1830, the following is a summary of the tonnage:—

50 tons and under.....

50 tons to 100 tons 200 „

300 „

400 „    .

500 „

800 „

800 „ 1000 „

1200 tons and upwards

100

200

300

400

500

HWvTQ

sIHIkI

ps.

15

43

Total ...    .

19,110 ships.

In addition, there were 330,227 tons registered in the British colonies. No iron ship appeared on the lists until 1837.

We regret that we have not space to follow the history of the society as set forth in the volume before us. It may be taken, however, in the main, as one long career of prosperity, due entirely to the earnest methods of all concerned, to the skill of its officials, and the tact and energy of its committee, and above all of its chairman, Mr. Chapman. The space remaining at our disposal we must devote to the consideration of the relations of the society to steam vessels.

The rules issued in 1834 contained the following provisions :—“ All sea-going vessels navigated by steam shall be required to be surveyed twice in each Year, when a character shall be assigned them, according to the report of the survey, as regards the classification of the hull and materials of the vessel. With respect to the Boilers and Machinery, the owners are required to produce to the surveyors to this Society, at the above directed surveys, a certificate from some competent master engineer, describing their state and condition at those periods.” About this period, and for some time later, explosions took place all too frequently on board steam vessels, and steps were taken by Lloyd’s to secure a more rigid compliance with their rules. This was the beginning of making surveys; and although engineer surveyors were not appointed by Lloyd’s for many years, an application for the post of engineer surveyor was received as far back as 1838. In January, 1874, the committee appointed Mr. William Parker chief engineer surveyor, and it is not, perhaps, too much to say that he has developed and perfected the whole system of machinery inspection to an astonishing degree. Lloyd’s engineer surveyors, indeed, bring to bear on their duties very great aptitude for doing the right thing at the right time in the right way. They are neither too conservative and opposed to change, nor too radical and desirous of it. They move with caution, but they move rapidly; and the committee which they serve and advise have done much to extend the adoption of every real improvement, whether in material, design, or construction. Some hard things have been said of them as a matter-of-course, but on the whole their practice has led to the most satisfactory results, and such trifling opposition as they have encountered bids fair to vanish altogether. To illustrate the extent of the work done by this branch

August, 1878, there were 246 sets of engines and bo being built under special survey. In the same month in ' there were 126, in 1880 there were 292 ; in 1881 there 1 401; in the following year, 456; and last year, 424. we were to speak of what has been done by the sociel connection with steel we might re-open questions w

of the Society, we

Total tonnage.

Steel ships.

...    1,342     34,031     35,373

...    3,167     39,240     42,407

...    12,477 ...... 113,364     125,841

...    15,703 ...... 150,725     166,425

Here we must conclude. Our purpose will have been served if we have enlightened our readers a little concerning the rise, progress, and work of one of the most important societies ever formed since commerce came into existence.

Year.

1880

1881

1882

1883

Steel steamers.

OLD AND NEW ATLANTIC STEAMERS.

In June of last year we gave some interesting particulars of the relative performances of the Alaska, Servia, and Britannic, showing the results given by each steamer after crossing the Atlantic almost in company with each other. During the present month the Britannic has again been crossing about the same time with the two latest additions to the Atlantic fleets, namely, the Oregon and America, and gives us another opportunity of analysing the relative merits of the old and new Atlantic steamers.

The Oregon and America both left New York on Wednesday, the 8th of October, and both arrived at Queenstown on the 15th following, the Oregon running a distance of 2819 knots, occupying 6 days 12 hours 37 minutes, which gives a speed of 18'01 knots per hour, the America running a distance of 2777 knots, occupying 6 days 17 hours 43 minutes, a speed of 17T4 knots. The Britannic left New York on October 11th, and arrived at Queenstown on October 19th, after running a distance of 2852 knots in 7 days 12 hours 17 minutes, which gives a mean average speed of 15 '85 knots, thus occupying, say, day longer than the Oregon, and about 18£ hours longer than the America. By these figures it will be seen that in a period of ten years a gain of one day has been obtained in crossing the Atlantic; and assuming that the consumption of each ship was per day respectively 265, 185, and 100 tons per day, to gain this one day the Oregon burned about 1656 tons and the America about 1174 tons on the passage home, whereas the Britannic burned only 750 tons.

If we, then, consider that in the case of the steamer Oregon it was necessary to burn 906 tons to gain 24 hours, and in the case of the America 424 tons to gain 18£ hours, on the Britannic, it may well be asked, Do the new steamers possess the same efficiency as the old 1 Looking at the wonderful performances of the Britannic and her sister-ship the Germanic during the past ten years, it seems as if they could yet be made to compare with their newer rivals in speed by increasing the power of their machinery in but a moderate degree, as it is plainly evident that their superior model serves them in good stead; and considering that the Britannic’s last homeward passage is—if we are not mistaken—the fastest she ever made, the strength of hull would be amply sufficient to allow of the increased power being supplied, which the extensive use of steel would permit, to suit the existing portions of the ship.

When, then—as we stated in our former article—the boilers of these, steamers require renewal, it should, in our opinion, be seriously weighed whether or not it is advisable to replace the existing machinery, excellent though it be, with either triple expansion or ordinary compound engines of such power as to increase the speed to 18 knots. In order to place more clearly before our readers how much it requires to obtain so little, the following table, showing the relative horse-power, &c., will be of interest:—

one

S.S. Oregon.

,, America.

,, Britannic.

Fastest passage.

I.H.P.

12000

9800

4900

Consump. jTonnage.

265 tons.

185

100

Speed.

7250

5530

5004

18 knots. 17.1 „ 15‘8    „

The Umbria, the latest addition to the Cunard Company’s fleet, sails to-morrow, November 1st, for New York. She has attained a speed of 20 knots on the measured mile, and is, if we exclude torpedo boats, the fastest vessel in the world. Much curiosity is felt as to the result of her first voyage, and it is to be hoped that she will be more fortunate than the Oregon and the Austral have been. Engines of enormous power, such as those of the Umbria, are, however, still somewhat in the experimental stage, and broken pistons are not unknown among them.

THE INSTITUTION OF ENGINEERS AND SHIPBUILDERS OF THE NORTH OF ENGLAND.

For many years the want of an institution devoted to the nterests of engineering and shipbuilding has been felt in the North of England; and though most of the managers, owners, and those in the leading positions in the great works in the district of the Tyne, Wear, and Tees, are members of the Institutions of Civil or Mechanical Engineers, or of Naval Architects, yet the great mass of the employes who have been engaged in the drawing-offices, &c., have not had any time to attend meetings held otherwise than in their own district; nor even had time been available, could they have attended without incurring an outlay far too great for their small incomes to afford. Many efforts have from time to time been made to meet a want, but as often have they failed either through the lack of sufficient energy, or through the existence of what we may venture to call “ cliqueism.” As a rule, these various efforts have been made by the masters or employers, and no encouragement has hitherto been held out to the large number of highly-trained intellectual men in their employment, either as managers, under-managers, or draughtsmen. In the early part of the present year, a large number of gentlemen— generally speaking, draughtsmen—engaged at the various engineering works and shipbuilding yards of the Tyne, determined to form an institution for themselves, irrespective of the senior members of the professions belonging to the district. Many private meetings were held during the summer months, and the whole question having been thoroughly, though privately, talked over, a general meeting was called for October 8th, when the project was publicly discussed at the Surgeons’ Hall, Newcastle-on-Tyne. On that occasion the chair taken by Mr. C. W. Hutchinson, of Messrs. Sir William Armstrong, Mitchell, and Co., who was supported by several of

was

326

THE ENGINEER.

Oct. 31, 1884.

the leading managers and draughtsmen of the district, while a very large number of*the junior members of the profession filled the hall in every part, and testified, by their enthusiasm, to the desire they felt for the carrying out of the scheme. Mr. Hutchinson’s op^Hmg address, pointing out the need, the scope, and the aim of such an institution, was marked by evidence of careful thought, of high technical knowledge, and of great pride in the grand engineering works of Tyneside; and it was delivered in such an able manner as to elicit frequent and hearty applause from an audience which thoroughly understood the subject. He showed how, by the meeting together and the interchange of ideas, men may improve their every-day work, and how the ripening experience so gained may help them out of many difficulties ; how that information was wanted as to the manipulation of great forgings, and the production of neat and graceful forms, as well as strength under the hammer; how that we wanted to know from the engineers all they have to tell as to weight, speed, economy, &c.; from the ship designer particulars as to augmented surface, the proportions of parts, the angle of entrance, the value of frictional resistance, the relations between power and speed, the safe angles for heel and roll, metacentres, stabilities, and many other questions relating to their science, for the construction of vessels at this day involves real science of the highest order. Information was wanted as to the forms of waves and the shapes of vessels to produce such waves. In the “ Transactions ” of the Institution papers should also be found on the different materials employed in ship and engine construction, and there is yet much to be learnt with reference to the qualities of that beautiful material—steel—which is now coming so rapidly into use, but is not always, as experience has taught, a material of a uniform quality. Mr. Hutchinson touched upon almost every branch of engineering, and at the conclusion of the address, his resolution, “ That the Institution be formed,” &c., was carried by acclamation, and before the meeting broke up over a hundred gentlemen signed the papers of membership. A provisional' committee, including Mr. Hutchinson as chairman, and Mr. W. G. Spence—of Messrs. R. and W. Hawthorn—as secretary, was formed to draw up a constitution and work out the details.

A second public meeting was held in the same hall on the evening of Wednesday, October 22nd, Mr. William Boyd, of Wallsend Slipway and Engineering Company, being in the chair. During the fortnight which had elapsed since the first meeting, the matter had been very warmly taken up by the leading members of the profession in the district, who expressed themselves anxious to take part in the promotion of the Institution, and many letters were read from such of them as could not be present. The original committee, which had been almost exclusively formed from amongst the employes, was at this meeting strengthened by the addition of such powerful names in the district as those of Mr. William Boyd, Mr. W. H. White, Mr. H. F. Swan, Mr. F. C. Marshall, Mr. A. Taylor, Mr. John Price, Mr. Wigham Richardson, Mr. G. B. Hunter, and Mr. A. Macintosh; and as the Wear and Tees are to be also strongly represented, some gentlemen of influence from these districts will be added to a committee, which should be able at once to secure the success of the Institution. It had not been anticipated that the employers would have so readily joined, and in such numbers, and it therefore became necessary to again adjourn the meeting, so that a thoroughly general and well-planned constitution should be worked out in committee before being ratified by a general meeting. It is at present suggested that there should be two classes of members in the Institution, one to be called Class A, the other Class B. Class A is to be formed from employers of labour or principal managers, as mechanical engineers, mining engineers, shipbuilders, founders, civil and military engineers; while the subscription is to be higher than that for the other class. Class B would be mainly recruited from amongst the under managers and draughtsmen, and generally from persons employed in the professions named above; and the subscription for this class is to be of such an amount that even a draughtsman in these times can afford it. We venture to think that the proposed distinction is objectionable, at least, in its title, and will to a great extent injure the Institution, by at once creating distinct social classes, which should be unknown in the discussion of scientific subjects; and for the good of the Institution we should certainly desire but one class of members. If it is merely a question of finance, why not allow the employers, and those included in the suggested Class A, to be subscribers to the funds of the Institution in any sum they may please, but, as members, to pay merely the sum which shall be decided upon as the general subscription ?

I we should be able to obtain a gradient of 1 in 40 on the south I side to the centre of the present level in Tooley-street without any interference with the present level of that street. This The Bridge House Estates Committee has issued a report to would, of course, give a considerable saving both in compensa-the Court of Common Council, detailing the results of inquiries j tion and in work. It would be. the same length as previously made by that Committee by personal inspection of low level j stated, viz., 880ft.; the water-way would be obstructed by two opening bridges in England and on the Continent. The report    I    piers only, of,    say, 40ft. each,    leaving between them a clear

shows how very desirous the Committee has all along been to    way of 200ft.    in the centre ;    the water-way would therefore

meet the requirements of the cross river traffic and to alleviate ¹ be 800ft. at high-water mark, instead of 720ft. as given by the the crowding of London Bridge at any sacrifice of personal con-    j    swing bridge ;    and, indeed, I    am inclined to think that the

siderations, and now after the subject “ has for the last ten    40ft. width of piers might be    somewhat reduced. I am not,

years been so prominently before this honourable court,” designs | however, at present prepared to positively assert this. The and parliamentary plans are to be prepared within a few days for width of bridge might be made the same, viz., 50ft. between the coming session in Parliament. The report is accompanied ; the parapets, and the gradient need never exceed 1 in 40. by elevations and plans of two forms of bridge, namely, a swing The time occupied in raising and lowering the bridge would bridge and a bascule bridge, both prepared by the city architect, also be in its favour, as against a swing bridge; but as both Mr. Horace Jones, whose outline designs andgeneral ideas as to sort j might have the duration of each operation counted by seconds, of bridge have been submitted to Mr. John Wolfe Barry, M.I.C.E., j I will not press much upon this, who in a short but carefully written report has stated that such bridges may be carried with practical effect. We should like to give the report of the Committee, but we have not space for it, though in consideration of the difficulties which must beset a non-technical committee in visiting towns in Holland, Belgium,

England, Scotland, and making up its mind in a technical report, we should be glad to have done so. The numerous bridges in Brussels, Antwerp, and elsewhere which were inspected by Messrs. Green, Crisp, Beard, Cox, Scott, Manners, and Dadswell, are described by Mr. F. T. Reade, A.M.I.C.E., who accompanied the Committee, and who, in a report, has excellently well and briefly described the bridges seen; and no doubt his opinions, which are not here recorded, were very much those with which the Committee arrived in London after their arduous task. The report is concluded by a report by Mr.

Horace Jones, which is descriptive of the general designs given in the report. Of these designs only two are published with

NEW THAMES BRIDGE AT LITTLE TOWER HILL.

I would further add that i the foot traffic need not be interrupted even when the bridge is open for the passage of vessels. Staircases must be constructed for the service of the bridge, and they can, as well as passenger lifts, be so constructed as to serve the public. The convenience to the occupiers or riparian owners, east or west, having nothing before them to interfere with the approach to their wharfs, will be an additional advantage, and small craft could pass underneath with greater safety and convenience, the danger of the bridge suddenly swinging round and over them being avoided. The wider piers and dolphins would cause considerable delay in construction, which would also be avoided in this bridge. The height to underside of bridge from high-water mark would be the same, viz., 29ft., and when open the height to underside of arch would be about 125ft., which in my opinion would be ample. With regard to the three sketches, it will, I think, be necessary for you either to select one or two, or to direct that the whole three should be elaborated for

FIG I

/A

¹1 mull i

Trf

trrrr

TTT

T.“i~ I I,,'life__' |[

Proposed Bascule Bridge at Tower Hill.

iTtgtytci .

FIG.2.

TgOl

r—

poo

=*!

!5

HIGH WATER LEVEL

:vi

Proposed Swing Bridge at Tower Hill.

THE INSTITUTION OF CIVIL ENGINEERS.

The ordinary meetings of the Institution of Civil Engineers will be resumed on the 11th of November, and a budget of papers and programmes has been sent by the secretary, Mr. James Forrest, to every member and student, apprising all of the nature of the coming campaign. As is usual, members are invited to submit original communications for reading and discussion, and a list of subjects for papers is issued for the guidance of authors. This list, as well as that of the names of those to whom medals and premiums for last session’s work have been awarded, we give in another column. It will be observed that more than half the subjects are of a mechanical order, as they must almost of necessity be if a long list is to be given. The members and the proceedings of the Institution .are now so extensively devoted to mechanical and physical subjects that the all-embracing character of the Institution, as that of the civilian engineers of the United Kingdom, becomes yearly more evident, its power and influence become yearly greater, and the probability of its becoming the sole representative of English engineers is not small. The marked favour with which most of the lectures delivered at the Institution during the two past sessions were received, has encouraged the Council to make arrangements for a series for the coming session on “ The Theory and Practice of Hydro-Mechanics.” They will be as follows :—Thursday, January 15th, “ Physiography,” by Mr. John Evans, V.P.R.S., Assoc. Inst. C.E.; Thursday, February 19th, “Water Supply,” by Dr. William Pole. F.R.SS.L. and E., M. Inst. C.E.; Thursday, March 5th, “Water Motors,” by Professor W. C. Unwin, B.Sc., M. Inst. C.E.; Thursday, March 19th, “ Inland Navigation,” by Sir Charles A. Hartley, K.C.M.G., M. Inst. C.E.; Thursday April 16th, “ Tides and Coast Works,” by Sir John Coode, V.P. Inst. C.E.; Thursday, May 7th, “ Form of Ships,” by Sir E. J. Reed, K.C.B., F.R.S., M. Inst. C.E., M.P. A special circular directs the attention of students to the work of the coming session, especially to the supplemental meetings for students, and reminds them that they alone eligible to compete for the prizes arising from the bequest of Mr. Joseph Miller, M. Inst. C.E., which include, at the pleasure of the Council, an annual scholarship of £40, tenable for three years. Further, a selected number of students’ papers printed in the “ Minutes of Proceedings,” so that every inducement is offered to students to exert themselves to record the results of personal inquiries, observations, and experience.

are

are now

the report, though three are mentioned. The following is from the report of Mr. Horace Jones:—

“With regard to the proposed construction of the bridge, I beg to lay before you three sketches marked A, B, and C. A is a view treated somewhat in an Italian character looking eastward, and showing the probable effect of the piers and dolphins required for a swing bridge of “250ft. opening in the centre. The length of the bridge may be taken at, say, 880ft., from the north land pier to the south land pier; the piers in the river will be two small ones, of, say, 20ft. each, and two others, forming the pivots to swing the bridge on, 60ft. each, making the total width of pier 160ft., consequently leaving at high-water mark 720ft. of water-way. The bridge would consist of, say, a roadway for four lines of traffic—36ft.—and two footpaths of 7ft. each, making a total width of 60ft. between the parapets. The gradient in the centre would be 1 in 100, 1 in 70 on the north side, and 1 in 40 on the south side. Some inconvenience to the immediate occupiers or riparian owners, east and west of the bridge, may be feared, as the swing of the bridge between the dolphins, which will have to be erected to protect the bridge when open, will be about 310ft., or, say, an extreme length of 340ft. or 350ft., actually occupied by the swing of the bridge. These, I am aware, are serious points, and will require grave consideration. The height from high-water mark to the underside of the bridge will be 29ft., the same in fact as now exists in the centre of London Bridge. A reference to the plan Y Z will show this, as well as the present berthing of the vessels. Sketch B is an elevation which has been made for the purpose of meeting the expression of certain views which appear to be held by the War-office authorities, who expressly said that, as military authorities, they were indisposed to allow any interference with the boundaries of the Tower; but considering the importance of the question as a matter of general public convenience, they would not object to the views of the City in occupying a certain portion of the Tower land, provided that something like the architecture of the Tower is kept to on the north side and also certain military constructions, such as towers and breastworks, so as to have a command of the bridge. In Plan or Sketch B something of this character is endeavoured to be retained in the upper stories of the ‘ look-out house,’ or Gazebo, necessary for signalling and working the hydraulic apparatus by which the bridge is to be worked. You will see by the sketch that the centre opening is 250ft. wide, and the side spans 125ft. each, and when the bridge is open the passage between the piers will be as facile for steam or sailing vessels as the present fairway between the barge berthings. I will not now proceed with any detailed account of its construction, &c., but will pass on to Sketch C, which shows a * bascule ’ bridge evolved from the one I had the honour of laying before you some five or six years ago. Apart from the question of appearance and convenience in the passage of vessels, it will render the construction of our road and approaches lighter than in the former bridges, as

presentation to the Court of Common Council; and it may perhaps assist you in deciding this rather important question to hear the views and opinions of Mr. John Wolfe Barry, whom, as you are aware, I have consulted by your directions. As regards the question of cost, it will be necessary for you to determine two or three points in the matter—such as your acceptance or not of these sketches, &c.—before I can give you any detailed amount; it would, I think, also be wise to consult Sir William Armstrong and Co. as to the cost of the hydraulic machinery, the time required to open the bridge, and also the time they would take to execute this portion of the work, whether ‘ swing’ or ‘bascule.’ I am, however, still of opinion that the sum I gave in my Report, dated the 16th October, 1878, viz., £760,000, would be sufficient, and would be absorbed in the construction of the proposed bridge, approaches, &c. &c.; but time has not permitted me to have any conversation with Mr. J. W. Barry upon this point, and to what extent he might accord with me, or adduce reasons for me to modify my opinion, I am not i.’i a position to say to-day. I think it would be advisable for a model of the bridge you may select to be made especially if a ‘ basculebut this would necessarily take time, and would be entirely independent of the preliminary work for the application to Parliament. A view of the bascule bridge can be ready for you to see next week.”

Presentation to Mu. Arthur Carey.—The then approaching close of the Health Exhibition was, on the 24th inst., made the occasion by a large number of exhibitors, of a presentation to Mr. Arthur Carey, superintending engineer, as a recognition of his services. Mr. Carey is known to many of our readers, not only by his services at the Health Exhibition, but also at the meetings of the Royal Agricultural Society. The presentation took place at the Holborn Restaurant, where about fifty gentlemen sat down to dinner, Major Frederick Foster presiding. After dinner, the usual loyal toasts having been heartily honoured, the chairman, in proposing the toast of health and prosperity to Mr. Carey, presented to him on behalf of the exhibitors a handsome clock in marble and bronze, an illuminated address, and a cheque for £200. He referred to the high esteem in which the recipient was held both by the exhibitors and the Council. He had a difficult office to fill, and had filled it to everyone’s satisfaction. Whenever machinery was required—and it was required in the most popular parts of the Exhibition—the result of his skill and industry was experienced, and it would be gratifying to the exhibitors of the next Exhibition to know that they would have him as their engineer. He read letters from Sir P. C. Owen and other leading officials regretting their inability to attend, and expressing their appreciation of Mr. Carey’s work, and in conclusion expressed the great pleasure they all experienced in presenting him with an acknowledgment of their appreciation. Mr. Carey, in acknowledgment, expressed his gratitude for the high compliment paid him, and his gratification at the approval of his work expressed by the exhibitors and by the directors and officials, whose ability and assiduity had made the Exhibition so great a success.

The Midland Railway Company has decided to set apart the of £100 annually to be distributed in jirizes among its

; expenses per train mile, 1*56 dols.

After being accustomed so many years to couple Harwich and Antwerp, and Queenborough and Flushing, it will appear strange to speak of a Harwich and Flushing route. This change is, however, it seems, in course of arrangement by the Great Eastern Railway Company, the Zeeland Steamship Company, and the Dutch State Railway. The present Queenborough and Flushing route will become the Harwich and Flushing route during the course of next month. An hour’s saving will be effected in the sea journey, and it is proposed to add a day service to the present night service, in connection with continental express trains from Liverpool-street for the City traffic, from St. Pancras for the West-end, and from Doncaster by direct express to Harwich for the North of England, so that passengers leaving in the morning may be able to reach Cologne the same day, and Hanover and Hamburg the following morning. The Times says that under this arrangement the Great Eastern Railway will benefit by the 80,000 passengers travelling annually by Queenborough, and the Zeeland Steamship Company will use the new Parlceston Quay at Harwich, recently completed at a cost of upwards of a quarter of a million sterling.

A SHORT line of railway from the Kaiping Colliery, which we illustrated some time since, seems now to do very well. The Viceroy, Li Hung Chang, was anxious that the coal of Kaiping should be used for the imperial navy, for the arsenals in the province of Tcheli, and for the vessels of the Chinese Merchant Steam Navigation Company, instead of the Japan coal. The simplest plan would, of course, have been to connect Tientsin and Kaiping by means of a railway, but the Chinese would not allow the English engineers who had been called in to do this, and insisted upon a canal being cut. This canal, which has indirectly been of some service, as it has had the effect of draining the very marshy district through which it is cut, could not be brought right up to the mouth of the mine; so the English engineers were allowed to make a railway over the last few miles. But when the line was made the authorities insisted upon the trucks being drawn by mules, for they would not hear of a locomotive which the engineers of the line had procured being employed. This went on for some time, but they have now g-jjven way, and two or three fresh engines have been brought over from England. The Kaiping mine is worked upon scientific principles, being provided with all the most approved safeguards. The galleries are twenty miles in length, and there are seven miles of tramway. The supply of coal is practically inexhaustible, but the quality varies very much, and the Tientsin steamers have to get theirs from Japan. The mine from which they might have got the coal they wanted is only safe with patent lamps, and as the Chinese will always break the glassy in order to light their pipes, the workings have been abandoned, cost of the coal at the pit’s mouth is only 9s. a ton, so that several manufactories have been established in the neighbourhood. The mine gives employment to 1000 men, nine-tenths of whom work underground, and, though not yet a success financially, it seems likely to be very beneficial to the district.

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Mr. Lowthian Bell has given figures showing that in the aggregate 156,499,000 tons of coal were brought to the surface in the United Kingdom in 1882, and that of this vast quantity 99,189,100 tons were applied to mechanical uses, while 57,309,800 were employed for heating only. The following table shows approximately the destination of the year’s produce

Out of

Uso.

Paper-making and tanning ......

Copper, lead, tin, and zinc smelting ..

Waterworks..............

Breweries and distilleries........

Chemical manufactories........

Railways................

Steam navigation............

Clay, glass, and lime kilns ......

Textiles................

Gasworks................

Mining operations ..........

Coal exported..............

Steam engines ............

Iron and steel works..........

Domestic use..............

every 1,000 tons

60 . 67 . 92 .

121 . 300 . 172 .

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Messrs. W. H. Bailey and Co. have published a new edition of their catalogue of testing apparatus of numerous kinds. It is an illustrated pamphlet of 112 pages, describing boiler testers, oil testers, cement testers, testing machines for metals, thermometers, barometers, pyrometers, hydraulic presses, paper testers, pipe testers, and others of interest to engineers and physicists.

RAILWAY MATTERS.

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servants for the encouragement of the cultivation of railway slopes and waste pieces of ground on their lines.

During Monday night the connecting rod of the engine of a passenger train on the Great Eastern line between Spalding and Sleaford broke and smashed part of the framework of the engine, which was quite disabled. The down line was blocked for four hours. The Times says there was no injury to passengers, as the Westinghouse brake speedily brought the train to a standstill.

Speaking of the August accidents in America, the Railroad Gazette says:—“The month breaks the rule, established in a series of years during which this record has been kept, that August is a bad month for accidents. The number of accidents was the same as in July, and was less than in seven out of the past twelve months. The number of collisions was very small, and there was almost a complete absence of accidents due to storms or heavy rain.”

The Porte is stated to have informed Baron Calice, the Austro-Hungarian Ambassador, that in the event of Baron Hirsch not accepting the original proposals made by the Porte regarding the junction of the Turkish lines with the Servian and Bulgarian systems, the Turkish Government will place the existing lines under sequestration, and will proceed with the construction of the junction, either through the agency of another contractor or by a r6<jie specially formed for the purpose.

A few days since a little girl, whilst attempting to cross the road in Northgate, Hartlepool, was run down and killed by a steam tram-car. Every effort was made by the driver to warn the child of her danger, but without avail, and her body was dreadfully mutilated. There is no reason on earth why this sort of result should follow such an accident, and if tramway vehicles were properly guarded it would be impossible; and such fatal results would not accrue if duo and proper precautions were taken by tramway managers.

Major General Hutchinson, R.E., has this week inspected the altered lines of the Central tramways Company, Birmingham. This system will extend over some twenty miles. The Company may employ steam traction on some of the routes. The gauge is 3ft. 6in., and the rails are of the girder section. The largest depot will accommodate 36 engines and cars, and another depot will lodge a dozen engines and cars. Messrs. Kitson and Co., of Leeds, are supplying the engines, of which seven or eight have been ordered. Whether the full complement will be acquired, however, depends upon the acceptance or rejection of the offer which the Cable Tramways Company have made to the town.

Following the old-established rule of curtailing the hours of the workmen when the traffic is declining, the Great Western Railway Company have this week put the men engaged at their engine works at Swindon, Wolverhampton, Worcester, and Shrewsbury upon short time. The reduction in hours is 5£, limiting the number to 48f. Preparatory to this decision the Company have for several weeks past been discharging superfluous hands. At Wolverhampton the reduction affects about 1600 men and lads, at Swindon the number is considerably larger, but at Worcester and Shrewsbury fewer hands are employed. The principal engineering works are at Swindon and Wolverhampton, the others being mainly engaged on carriage building.

According to a foreign paper the international steel railmakers’ combination is arranged upon the following understanding, viz.:— That English makers shall receive 65 per cent, by weight of all rail orders, Germany 27 per cent., and Belgium 8 per cent. Indian orders are specially reserved for the English makers. A contract for 11,000 tons for Italy has been recently allotted to the Bochum and Phoenix companies, near Dusseldorf. Consumers of rails may flatter themselves that they determine where their orders are placed. If so they are simply deluding themselves. It is all arranged for them by the railmakers themselves, and they must submit to their fates unless they are prepared to accept other than the lowest tender. It will be interesting to observe how long this artificial state of things will last.

The Java railways are able to declare a dividend of 8^ per cent., and pay off part of their bonded debt at the same time. They probably charge very high rates, since the receipts per train mile on the main line amount to nearly five dollars! Unfortunately, the Railroad Gazette says, we have no tonnage statistics to show how they earn their five dollars. What figures we have for this line, which runs from Samarang to Vorstenlanden, are quite curious in several respects:—Length, 125 miles; cost of construction, 7,746,000 dols.; ditto per mile, 62,000 dols. Earnings: Passenger, 206,000 dols.; freight, &c., 1,041,000 dols.; total, 1,247,000 dols. Expenses, 405,000 dols.; per cent, of earnings, 32'5; earnings per mile, 10,000 dols.; expenses per mile, 3250 dols.; earnings per train mile, 4’80 dols.

The

NOTES AND MEMORANDA.

The liquid found in the cylinders used in the Pintsch system of compressing gas contains, according to Mr. Greville William’s examination, olefines, benzol, and toluol.

The deaths registered in twenty-eight great towns of England and Wales for the week ending October 25th, corresponded to an annual rate of 20'9 per 1000 of their aggregate population, which is estimated at 8,762,354 persons in the middle of this year.

In London last week 2694 births and 1463 deaths were registered. The annual death-rate from all causes, which had been 17'2, 17'5, and 197 in the three preceding weeks, declined to 19⁻0. In Greater London 3383 births and 1764 deaths were registered, equal to annual rates of 347 and 18'1 per 1000 of the population.

Returns prepared for the information of the Secretary of State for War show that the average strength of the Army in Ireland last year was nearly 5000 less than in 1882, and 2000 less than in 1881, the totals standing thus—1881, 26,525; 1882, 29,268; and 1883, 24,523. The total of 29,268 in 1882 was the largest which had been reached for a period of over twenty years. At the present time the strength is stated to be under 22,000.

The weekly return of twenty-eight United States cities, having an aggregate population of 6,553,300, for the week ending October 4th, 1884, registers 2713 deaths, which is equivalent to an annual death rate of 21'5 per 1000, which is 0*8 lower than that of the preceding week. Children under five years of age contributed 437 per cent, of the deaths. The Sanitary Engineer says rate in the North Atlantic cities was 21'6; in the Eastern cities, 21*2; in the Lake cities, 23*9; in the River cities, 18*2; and in the Southern cities, for the whites, 207; and for the coloured, 35'8 per 1000.”

The “ Influence of Heat and Magnetism on the Electrical Resistance of Commercial Bismuth,” formed the subject of a recent paper by M. A. Righi, in the Journal de Physique. The resistance is said to increase between some temperatures and decrease between others. A curve plotted with these variations shows a maximum at a low temperature, then a minimum, again another maximum just before fusing, and a second minimum whilst in a liquid state, this minimum being in value about one-half the foregoing maximum. The positions of these maxima and minima vary with the physical conditions of the bismuth; if the bismuth be cooled rapidly, the two maxima approach one another until they even merge together, and the curve becomes similar to a parabola. In the first case the two maxima occur at 40 deg. C. and 240 deg. C., the intervening minimum being at 115 deg. C. In the case of rapidly cooled bismuth the single maximum is at 50 deg. C. These results only occur in commercial bismuth, and are more exaggerated as the bismuth is hardened in the preparation, wire showing them more than castings, and cold drawn wire more than hot. Pure bismuth behaves like an ordinary metal. The resistance of bismuth either pure or commercial is increased in a magnetic field.

Total estimate of appliance-tons. 939,000 1,252,000 2,191,000 2,817,000 2,973,000 3,130,000 4,695,000 4,851,500 6,573,000 9,390,000 10,485,500 14,398,000 18,936,000 46,950,000 26,918,000

1,000 ..    .. 156,499,000

A paper was read at Montreal “ On the Velocity of Explosions in Gases,” by H. B. Dixon, M. A. MM. Berthelot and Vieille have shown that in oxygen and hydrogen and several other mixtures of gases the “explosive wave” is propagated at a velocity closely approximating to the mean velocity of translation of the gaseous products of combustion calculated on the assumption that all the heat of the reaction is contained for the moment in the products formed. The mean of a number of determinations with electrolytic gas gave a velocity of 2810 metres per second, the calculated mean velocity of the steam molecule formed being 2831 metres per second. These experimenters found that carbonic oxide exploded either with oxygen or nitrous oxide did not agree with the rule, author has shown that steam is necessary for the burning of carbonic oxide both with oxygen and nitrous oxide, and that, as the proportion of steam is increased, the rate of inflammation is also increased. Experiments made in a lead tube 55 metres long and 13 millimetres in diameter entirely confirmed MM. Berthelot and Vieille’s experiments with hydrogen and oxygen. The rate of the “ explosive wave” was found to be 2817 metres per second as the mean of several closely concordant experiments at 10 deg. C. With carbonic oxide and hydrogen nealy dry, the explosive wave was not established until the flame had traversed a distance of 700 millimetres from the firing-point; the explosive wave was found to have a velocity rather over 1500 metres per second. After the explosion a fine layer of carbon was found to cover the inside of the explosion tube, showing that at the enormous temperature of the explosive wave carbonic oxide is decomposed into its constituents.

Herr J. Collert has described, in Wiedemann’s Annalen, the results of investigations on electric properties of flames. According to the Journal of the Chemical Society, this investigation is a continuation of Hankel’s researches on the electrical properties of the Bunsen and alcohol flames. The method of experiment was as follows:—A spiral of platinum was placed in the flame symmetrically with its axis, and connected with one pole of a Hankel electrometer, the other pole being in connection with the burner; the electrometer was also connected by a commutator with the poles of a zinc-copper pile conducting to earth. The principal results of the investigation are as follows: (1) The difference of potential is dependent on the material and the temperature of the mouth of the burner; an electro-potential series of the materials of which the burners are constructed can be arranged, of which iron is the most negative. (2) The difference of potential is also conditioned by the position of the spiral; the point at which the greatest electro-motive force is produced coincides probably with that of maximum temperature. This latter result probably represents the sum of several conflicting causes—first, by the rise of temperature the platinum is positively electrified; secondly, by contact with the hydrogen and carbonic oxide gas it is negatively electrified; and, thirdly, in the cooler parts of the flame it is positively electrified by contact with steam and carbonic anhydride. As regards the second of these points, the experiments of Deville tend to show that the higher the temperature the greater proportion of free hydrogen and carbonic oxide present; while Grove has shown that platinum is negatively electrified when in contact with these gases. (3) The results obtained by the author agree with those of Elster and Geitl; the former finds for the electro-motive force of a platinum spiral in a Bunsen flame = 1*95 Daniells, in an alcohol flame = 1*43 Daniells; while the latter obtained the values 1*92 and 1'44 Daniells respectively.

MISCELLANEA.

The twin-screw steamer America, of which we gave particulars some time ago as made by Messrs. Cochran and Co., has proved a great success.

The Darlaston Local Board have resolved to accept the tender of Messrs. C. E. Firmstone Bros., to execute the works of the Darlaston sewers ’ contract, for the sum of £930.

The "YVednesbury Local Board have resolved to accept the tender of the Patent Shaft and Axletree Company, to execute the works of the Wednesbury sewers, contract No. 1, for the of £3492.

The Philadelphia Exhibition, which was opened September 2nd, and closed October 11th, has exceeded all expectations, the net profit being estimated at 50,000 dols. The attendance during the Exhibition was about 300,000.

The East and West India Dock Company has entered into a contract with Messrs. Lucas and Aird for completing the Tilbury Docks, and expect to have the whole of the works ready for opening the docks for business by December, 1885.

The annual show of the Bath and West of England Society for 1885 will be held at Brighton. The show opens on Monday, June 8th, and closes on the following Friday, this being the week between Epsom and Ascot Races.

Stafford is one of the towns about to benefit by the recent agitation against the use of overhead telegraph and other wires. The Corporation there have this week granted permission to the Post-office authorities to lay down pipes for telegraph purposes.

Mr. Eltringham, boiler-maker, South Shields, has just lighted his works by means of twelve Brush arc lamps, driving the dynamo machine from his works engine. The work has been carried out by the Hammond Electric Light and Power Supply Company, and great satisfaction is expressed as to the way the installation has been made.

A new lock is to be proceeded with forthwith at Goole; the cost is understood to be nearly £50,000. The Aire and Calder Navigation Trust intend, should the Local Board sanction their scheme, to lay a tram-line down St. John’s-street and Ouse-street with the view of removing the earth, &c., from the excavations of Lock-hill and their own land in the delvings.

Mr. James P. Maginnis, M.I.M.E., 23, Queen Anne s-gate, Westminster, S.W., has opened an employment register for the benefit of engineers and others requiring assistants, and also for engineers, works’ managers, and draughtsmen requiring situations, with the object of saving time and trouble to both employers and assistants,in introducing suitable candidates for vacant appointments.

The death is announced of Mr. Frank Fenton, of the firm of Messrs. Fenton Brothers, South Moor Works, which took place at his residence, Richmond Cottage, Leamington, on the 24th inst. Mr. Fenton, who retired from active business about six years ago, was a most successful manufacturer, the silver-plating productions of his establishment being known all over the kingdom, as well as in foreign markets.

On Monday afternoon the Duke of Devonshire, chairman of the Barrow Hematite Steel Company, together with Lord Edward Cavendish, M.P., Sir Henry Thompson, M.P., Sir James Ramsden, Mr. John Fell, Mr. Dale, and Mr. Smith, of Barrow, visited the Barrow Collieries, at Worsbrough, near Barnsley. Mr. Kellett, engineer, and Mr. Podmoor, manager, met the Duke and party at Barnsley. A thorough inspection was made of the coke ovens and surface plant, after which the party returned to Worsbrough Hall, and subsequently to Sheffield.

They do some curious things in Paris. A fatal gas explosion took place in Paris a few months ago near the Porte St. Denis, under circumstances similar to the accident which recently took place in Bermondsey. Since that time the Prefet de la Seine has appointed a commission to determine the best manner of searching for gas escapes. An electric lamp fed with a portable accumulator has been selected and rendered obligatory for such operations. How much of an escape will make it necessary to “send for the man” with the electric arrangements is not stated.

A report has just been published by the Board of Trade under the Boiler Explosions Act, 1882, on the explosion of a Rastrick boiler 22ft. in height and 7ft. diameter. The cause of the explosion is given as corrosion and thinning of the lower plates. With the report are four sheets of lithographs, from photographs, showing wreckage resulting from the explosion. These would have a place in the Illustrated London News, but what purpose they serve in this official report no one on earth can tell. As well might the railway department publish sensational lithographs of the results of every collision or other accident.

At the fortnightly meeting of the Manchester Association of Employers and Foremen, held on Saturday, Mr. Aid. Bowes— Messrs. Barningham and Co., Salford—read a paper on “ M. de Lesseps and his Canals,” in the course of which he observed that the opposition which this country had shown to the construction of the Suez Canal was now being repeated with regard to the Panama Canal, and he asked where was the capacity and spirit of adventure which had characterised English engineers in the past; the action which England had taken with reference to the Suez Canal had proved to be a mistaken policy, and he thought it was a disgrace that we had not sent out a commissioner to report on the Panama Canal. In the discussion which followed, several members expressed the opinion that, from a financial point of view, England had shown a great deal of common sense in not supporting the Panama Canal, and that, as a commercial scheme, we should make a mistake if we put any money into it. The chairman, Mr. Thos. Ashbury, C.E., during the course of the proceedings, remarked that canal engineering, which had long been neglected in this country, appeared recently to have sprung into considerable prominence, if they might judge from the numerous proposals which were now being put forward for the construction of canals in various parts of the kingdom, and the question of water transit for goods was one which was evidently at present commanding very general attention.

Great activity is said to prevail at the Imperial Dockyard of Wilhelmshaven. The preparations for the West African squadron, the repairs to the corvette Sophie—damaged, it will be remembered, during the recent naval manoeuvres off the Jahde by collision with a merchant steamer—the repairs and alterations on board the Ariadne—one of the African squadron—the repairs to the ironclad gunboat Chamaleon, and the arming with torpedo fittings of the armoured frigates Friedrich Karl and Kronprinz, have taxed the energies of the dockyard staff to the utmost. There is a scarcity of skilled dockyard labour, and the authorities are making great efforts, by offering higher wages, to attract shipwrights. To facilitate the docking of vessels at the naval station of the North Sea, a floating dock is being constructed capable of receiving the heaviest ironclads. Such a dock had become an imperative necessity for Wilhelmshaven, because ships can now enter the dry dock only at high water, and in case of serious damage to a vessel the delay thus caused might involve its total loss. The depth of water in the old entrance to the harbour, however, is so small that a large ironclad which had sprung a leak, and would consequently sit deeper in the water after the accident than with its normal draught, would not be able to pass through the sluices. The bed of the sea-sluice of the second entrance to the harbour of Wilhelmshaven, now nearly completed, has, therefore, been laid low enough to prevent such an occurrence in future. The material for the new floating dock is being supplied by the Gutehoffnungshiitte of Oberhausen

COMPOUND ENGINES OF THE STEAMSHIP, HENRY WRIGHT.

MESSRS. ALEX. WILSON AND CO., VAUXHALL IRONWORKS, LONDON, ENGINEERS.

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The engines, which we illustrate above, contain two important departures from ordinary marine practice, the slide valves being of Payton and Wilson’s patent circular balanced and double-ported type, actuated by Joy’s patent valve gear, which is already familiar to our readers in connection with locomotives.

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We illustrated Payton and Wilson’s valve on September 22nd, 1882, vol. liv., page 212, and since that time Messrs. Wilson and Co. have been steadily manufacturing engines fitted with this description of valve, so that now they have over 130 cylinders at work. These valves have been so much appreciated by their customers that all their compound engines are now made with them, and in a short time all their cylinder patterns will be altered for this description of valve. The steam tug Stormcock, with engines 18in. and 33in. diameter by 20in. stroke, fitted with these valves and ordinary link motion, has now been at work on the Thames and in the Channel for the last three years, and during the whole of that time has not, are informed, had the slide valves or the faces touched, while, as illustrating with what an absence of friction these valves move, it was found that after twelve months’ hard work, the lower halves of the excentric straps still had the tool marks visible, showing that, though the engines make 90 revolutions per minute, the valves descended by their own weight, the excentric straps not having been let together during the whole of that time, though the tug was in continuous hard work. The owners have been so well satisfied that Messrs. Wilson and Co. have lately completed for them the engines of a larger tug, the cylinders being 30in. and 36in. diameter by 24in. stroke; also fitted with these valves and ordinary link motion, the reversing of this large engine being effected by a hand lever.

The engines we illustrate have cylinders 16in. and 30$in. diameter by 21 in. stroke, and were fitted to the steam yacht Henry Wright, built in May, 1883, by Messrs. R. and H. Green, of Blackwall, for the Church Missionary Society, for service at Zanzibar. This vessel, which was 80ft. long by 16ft. beam, posite built, performed the journey out in 38 days 14 hours a consumption of 91 tons of coal, the mean speed being about 200 knots per day, and the average consumption 47 cwt. per day. During the whole of this time the engineer in charge reported that the engines worked with remarkable steadiness, the Joy’s gear being set to cut off at four-tenths of the stroke. A similar engine to that illustrated, but with cylinders 15in. and 27in. diameter by 18in. stroke, was also fitted to a small composite tug, the James Searle, built in 1881, and since at work at Port Elizabeth, South Africa.

We cite these facts to show that this style of engine is no longer an experiment, and Messrs. J. Thompson and Son, of London-street, E.C., who were the consulting engineers for both of the vessels named, have been so well satisfied with the results that they have for the third time specified the same design for a vessel which has lately been completed by Messrs. R. and N. Green for the Jersey and Brittany trade.

The advantages claimed by the makers for this type of engine are briefly as follows (1) That the valves being free to turn on their faces can never score and cut. (2) That being balanced they are easily worked, and any wear of the valve motion is much reduced, which is an important point when using Joy’s valve gear. (3) That being double ported, the travel of the slide valve is also much reduced. (4) That free exhaust is obtained, as the steam is admitted on the inner curve, and is exhausted on the outer or larger curve. (5) That by the use of Joy’s valve gear the valve chests are brought to the sides of the cylinders, and the length of the engine fore and aft is much reduced, which is often an important consideration in yachts and small cargo vessels. (6) That there are no key ways cut in the crank shaft, while the length of the outer bearing is not interfered with by any excentrics.

A New Metallurgical and Gas Process.—A new system of iron and steel making has been devised by M. Louis de Soulages, who has constructed works at Montjean for the purpose of developing his designs. The general idea of the process, as stated in the

Revue Industricllc, is divisible under two heads—the preparation of the ore, and its reduction by a flame of carbonic oxide. In the first place, M. de Soulages holds that the connection of a mineral withjits ganguc is due to the presence of one or more molecules of water of crystallisation or combination, which, if evaporated, will permit of the easy separation of the two substances. Upon this hypothesis, therefore, the first step is to pulverise and dry the mineral, which is afterward subjected, while in the form of anhydrous dust, to the intimate action of carbonic oxide. In practice the mineral is first broken small by a Blake machine, and it is then ground by cylinders into grains of from 1 to 3 millimetres in diameter. After this it is dried and screened into three sizes by volume; and it is then separated according to gravity. In this way the raw material is collected free from dross, perfectly dry, and ready for the chemical operations of reduction and melting. For this purpose the gaseous fuel is prepared in a peculiar manner. Retorts—vertical ?—heated by coal, contain carbonate of lime in their lower portion, and wood charcoal above. The heat disengages the carbonic acid, which becomes transformed into carbonic oxide by traversing the wood charcoal, and the gas is then collected in a gasholder for use in the reducing furnaces. After being used in this way the carbonic oxide becomes carbonic acid ; and it is then conducted to other retorts which are divided into two parts, and heated by the carbonic oxide from the gasholder. The upper parts of these retorts contain wood charcoal; and the conversion back to carbonic oxide is performed as easily as in the first operation, but without the necessity for extracting carbonic acid from carbonate of lime. For the successful working of the reducing process it is essential that the hearth where the operation is carried out should be kept free from the admission of air ; but to raise the temperature by the combustion of the carbonic oxide, a regulated supply of air is admitted from a suitable reservoir. After the heat has thus been raised to about 1500 deg. Cent., the combination of the carbonic oxide with the molecule of oxygen contained in the metallic oxide under reduction will keep up the temperature without further aerial combustion. No results of the application of this system have been given; but while the fact that it depends wholly upon theoretical data is admitted, it is pointed out that all the remarkable metallurgical advances of modem times have equally been based upon pure theorv

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THE WESTINGHOUSE ENGINE.

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Among the many articles of interest at the recent Amsterdam Exhibition, the Westinghouse Company—Pittsburg, Pennsylvania —exhibited and worked an engine which they call “the Westinghouse automatic engine.”

The following particulars we gather from the inventor’s specification. In our engravings, Fig. 1 is a longitudinal section; Fig. 2, transverse section; Fig. 3, section of the valve and ports; Fig. 4 is a perspective view. The engine has two vertical single-acting steam cylinders A A secured to the top of a crank case upon opposite sides of an interposed valve chamber B, the axis of which is inclined at a slight angle relatively to the central plane of the cylinders. The crank case C serves as the bed or support of the engine, and also as a tank or receptacle for the lubricating material of the crank pins and the journals of the crank shaft H,

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tition within the chamber C, and is coupled, by an excentric rod r, to the strap of an excentric I on the crank shaft.

Referring to the distribution valve V, and its operating mechanism, in lieu of employing a fixed excentric, by which only a determined degree of expansion is effected, the excentric is adapted to be moved transversely to the crank shaft with which it rotates, so as to cut off steam from the cylinders at earlier or later periods of the stroke of their pistons by reduction or increase respectively of the travel of the valve in accordance with variations in the position of the excentric, relatively to the line of the cranks. To effect this variation springs and weights are employed, as seen in Fig. 2.

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carry off any surplus of water above that which may b* needed to maintain a desired level in the crank case.

The journals of the crank shaft, which are tapered from their inner to their outer ends, as seen in Fig. 1, rotate in cylindrical bearings d, provided with Babbitt metal linings, and secured in sockets or supports, projecting outwardly from the ends of the crank case. Rings or wipers x, secured to the crank shaft, and rotating therewith, within the chambers, serve to intercept the oil which passes along the shaft from the outer ends of the journals, and effect its projection into the chambers w, from which it is returned, through passage e, to the crank case. To enable a continuous feed of oil to the crank case to be maintained during operation, an oil reservoir o, having an upper supply opening o, is fixed to the lower cylinder flanges, in the space between the cylinders, so as to be enclosed entirely by the cylinders, valve chamber and cylinder casing, and is provided with oil feed pipes 11, having regulating cocks, which discharge into the oil cups / of the crank shaft bearings. The capacity of the oil reservoir is such as to enable it to receive, at a single charge, a supply of lubricant sufficient for a considerable period of operation of the engine, and, by proper adjustment of the cocks, a slow and continuous feed is afforded, without attention on the part of the operator. Lubrication of all the moving parts, except the pistons and valves, is thus effected from a single point, and the excess of oil, if any, supplied to the crank shaft journals being returned to the case by the wipers on the crank shaft.

Our correspondent at the Exhibition wrote of it that “the object of the inventors is to furnish an engine which cannot well get out of order in consequence of neglect in supplying the means of lubrication when worked by careless or unskilled engine-men. To accomplish this end, the running bearings are enclosed in an iron chamber. This is filled to the bottom of the shaft with water on which oil is floated. The cranks and excentric dip into this at every revolution. Thus the oil and water is churned into a foaming greasy mass which finds its way to every joint. The valves and pumps above are lubricated by an oil pump or automatic lubricator discharging into the steam-pipe. The inventors claim that with proper oil a hot bearing is almost impossible in their engines. The lubrication of engines is safe for days at a time, as the water in the crank case is kept up to the proper level by the condensation from the cylinder above, and a waste cylinder is provided by which the height of the oil and water in the case may be regulated and ascertained. Should the oil run short, means are provided for introducing a supply to the crank cases, but the supply is usually maintained by the drip from the oil cups on the main bearings, and by the waste which escapes from them. The engine in the grounds ran very smoothly, and the cranks could be seen, when the port was removed, dipping at each stroke into the oily mass below, and throwing it over all parts of the inside of the case. These engines are made with the wearing parts in duplicate, and the construction is such that they may be put in with the smallest possible delay. The reciprocating parts are carefully balanced, so that a 10-horse power engine may be run at a speed from 1000 to 1200 revolutions per minute without perceptible shake, and this has Veen done

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which rotates in bearings K secured in the ends of the case.

Access to the cranks may be had by the removal of a bonnet h on the side of the crank case, and additional support is afforded

to the crank shaft by a centre bearing. The cylinders are open    Fig. 4

at their lower ends, and are fitted with long pistons D of the

trunk class, which are coupled by connecting rods F, with crank In order to provide for ready escape of water of condensation pins set oppositely, or at an angle of 180 deg., upon a pair of which may find access to the cylinders, a relief port or channel double cranks G on the crank shaft. Steam is supplied to the is formed in the body of each cylinder to the exhaust passage n; valve chamber B by a proper steam pipe connected to the these ports opening into the cylinders at such level as to be opening or nozzle M, Fig. 3, therein, and is admitted to and uncovered by the pistons, when at the lower extremities of their exhausted from the cylinder spaces above the pistons D, by a stroke, and thereby to permit the discharge into the exhaust main or distribution valve V, which is composed of an upper passage of any water of condensation that may be present in piston k, and a lower piston k, Fig. 3, connected by a hollow or the cylinder, before the next upward stroke of the piston. A tubular body portion I, and is reciprocated in the valve chamber, drain pipe u, provided with a cock or valve to prevent blowing so as to open, by the movements of its end pistons leading from through of exhaust steam, is led from the exhaust passage n to the valve chamber to the upper ends of the cylinders alternately the crank case, or to the lower portion of the valve chamber, to the steam supply nozzle, and to a lower exhaust passage, in and serves, by discharging water of condensation from the the valve chamber, to which the exhaust pipe is connected. The exhaust into the crank case, to relieve the exhaust pipe there-valve V is secured upon a valve stem, the lower end of which from, as well as to assist in maintaining the proper level of carries a packed guide piston, which works in an open-ended the lubricating mixture of oil and water in the crank case. A gpi(lg cylinder, projecting downwardly from a transverse par- discharge pipe may be connected to the pipe above the valye, to

___

great complaints of

Year 1882. Trains from

Carriages.

Vans.

Periods.

Engines.

2122

320

1802

950

210

734

3072

530

2530

453

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1884

1879) to V 1884)

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1884)

1879)

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Year 1st half-year 1884

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October 25th.

PREPARING TEST PIECES.

where these engines have been mounted on spring trucks for portable electric lighting.” The engine was exhibited at Amsterdam by Mr. T. E. Averill, agent for Europe.

THE VENTILATION OF SEWERS.

A meeting of the Eastern Counties branch of the Association of Municipal and Sanitary Engineers and Surveyors was held at Colchester on Saturday. Mr. Lewis Angell, of West Ham, was voted to the chair. Mr. Buckhain drew attention to the question of the ventilation of sewers. He had no doubt that they all knew that although open ventilators, level with the surface of the street, were considered to be the recognised principle of ventilating sewers, still there were the nuisance arising therefrom. This was particularly the case in old towns, such as Colchester and Ipswich, and other places, where there had been in use a system of old, irregular, and badly-constructed sewers. The sewers of Ipswich were ventilated by open ventilators, level with the surface of the streets, and as the streets were very narrow, the nuisance which had arisen from these ventilators in some isolated cases had been rather objectionable. Of course it was impossible to have any sewer openings without a certain amount of smell, but he had always thought that vertical pipes would be a very admirable addition to the open ventilators, though they ought not to take the place of them. He was inclined to think that the system of ventilation should be partly by street openings and partly by vertical pipes, and he was inclined to think that the maximum area in the aggregate of the vertical pipes should exceed the maximum area of the open street ventilators. He believed if that were systematically carried out, they would find, as a rule, that there would be a down draught in the open street ventilators, and an up current in the vertical pipes. He had made twenty experiments in Ipswich with vertical pipes with most satisfactory results. He commenced to make these experiments with a certain amount of diffidence, because he had heard that vertical pipes had been tried in various places and had turned out comparatively a failure. Speaking from his own experience, he could say without hesitation that the vertical pipes he had experimented with had had the desired effect, and he felt sure if the number of pipes were extended to a large extent the smells from the open ventilators would be very materially reduced, because in many cases they would find that, instead of being outlets for sewer gas, they would prove to be inlets for fresh air. The vertical pipes should always be fixed as near as possible to the manhole opening. Another cause of bad smells in old towns had hitherto been the defective system of house drainage. Houses were drained into cesspools, and these cesspools acted really as gasometers, producing very objectionable gases. As soon as a complete .system of sewers was constructed these cesspools were emptied into them, and hence the nuisance which was complained of. In conclusion, Mr. Buckham said of course, in addition to the vertical pipes he had spoken of, chimney shafts would be a valuable means of ventilation.

The Chairman : What evidence have you of the improved state of the sewers in consequence of the use of these vertical pipes ?

Mr. Buckham : The evidence I have is this: I find on examining the outlets of these vertical pipes that there is always a strong current of sewer gas passing up.

In reply to Mr. Jabez Mann, Mr. Buckham said atmospheric influences of course had an effect upon the current of sewer gas. Then, again, he noticed that where this current was passing up the vertical pipes which, in his case, were nearly always fixed near the manhole, he thought that was evidence that the vertical pipes were doing good service. In fact, he was so far satisfied with them, and he believed the Sewerage Committee were so far satisfied with them that they intended to extend them very materially.

Mr. Peter Bruff said he had watched with great int

Bradford and Manchester, to say nothing of lesser

THE SCIENCE AND PRACTICE OF ENGINEERING.

Mr. Peter Bruff said he had watched with great interest the experiments Mr. Buckham had been carrying out at Ipswich, and he fully approved of what he had done. The open ventilating system, as every one knew, had been strongly advocated by the Local Government Board, and he would merely remark that on two or three occasions, when the Government inspector had been down to Ipswich, he had gone over the intercepting sewer with each of them, and pointed out the places at which complaints were made about the effluvium. The inspector replied, “ You have not got openings enough ; if you doubled your openings you would get rid of your scents.” However, the local authority did not seem to acquiesce in that, and they adopted the plan Mr. Buckham had so carefully explained. There was one question about sewer ventilation that should not be overlooked, viz., that the bad effluvium generally arose from the collateral sewers—very little, indeed, arose from the main intercepting sewers. He had frequently been in the main sewer, and certainly the smell from it was not at all objectionable. He thought Mr. Buckham would tell them that the complaints in Ipswich had been mainly with reference to the collateral sewers. This, he took it, arose to a certain extent from want of constant flushing.

In reply to Mr. Clegg, Mr. Buckham said he had some difficulty at first in finding suitable places for the vertical pipes; but they had found a great many places, and he hoped they would be able to find a great many more. In all cases the owners of property had allowed him to put up the pipes upon the local authority giving an undertaking to remove them at any time if called upon. He had avoided as far as possible putting the pipes in front of the houses, always preferring the gable ends; and they had always been careful not to create any disfigurement to the property.

The discussion was continued by Mr. Gower, Mr. Mann, Mr. Crisp, Mr. Fowler, and Mr. Mawby. The members generally expressed great satisfaction with the Colchester drainage works, and complimented Mr. Clegg on the successful accomplishment of so large an undertaking. A vote of thanks was accorded to him for the way in which he had received the Association. A vote of thanks was also accorded to the Mayor for the use of the Council Chamber, and to the chairman for presiding.

RAILWAY BRAKES IN FRANCE.

We last week referred on page 319 to a letter from the pen of M. Blount addressed to the Vice-President of the Westinghouse Brake Company. We now give the full text of this letter.

Paris, 4th October.

After a thorough study of the subject, the Western of France Railway Company began the use of the Westinghouse automatic brake at the end of 1877. Relying on a success already guaranteed by the extensive use of this brake in England and America, the Western Railway Board voted considerable sums for fitting up with automatic brakes not only all its passenger rolling stock for the suburban lines, but also the stock comprising the express trains on the main lines. The money thus voted was

at once made use of, and before the opening of the Exhibition of 1878, the Ceinture service, as well as that of the Champ de Mars was run with trains fitted with this new brake. The results obtained were encouraging in every way, and it is not without interest to mention the dates at which the first trains of the Company were successively worked with this brake—see tabic A. In April, 1879, the fast trains and most of the

Table A.

Dates of First Use of Westinghouse Brake.

April, 187S. Ceinture trains and Champ de Mars service (Exhibition). Aug., 1878. Express trains. Paris-Trouville, and rice versa.

Oct., 1878. Express trains. Paris lo Havre, and vice versa.

Feb., 1879. Local trains. Versailles r.g.

April, 1879. Local trains. Versailles r.d.

Dec., 1880. Local trains. St. Germain.

Jan., 1881. Local trains. Circular trains, West-Northern.

Feb., 1881. Express trains. Paris le Havre, Paris-Dieppe, and vice versa. April, 1881. Express trains. Paris-Rennes, Paris-Angers, Paris-Caen, Paris-Granville, and vice versd, Paris-Pontoise (by Argenteuil); Aeheres-Pontoise; Mars - MOzedan; Le Havre-Motteville; Redon-Rennes; Melannay-St. Valery; Lisieux-Trouville, <fcc. &c.

suburban trains of the Western Company were running with these automatic continuous brakes, and two years later, in April, 1881, the equipment was complete, not only for all the fast trains, but also for all suburban trains. The Minister of Public Works, at that time, moreover, recognised the efforts which the Western Company had made, in the following terms, when writing on the 2nd November, 1881:—“ I have pleasure in stating that your company has, in regard to the fitting of continuous brakes, anticipated the date which our circular had fixed, and that it has rapidly been able to extend the use of continuous brakes on its lines.” Since that time the fitting up of brakes has been still further extended. Table B, added to this report, gives the amount of rolling stock fitted

Table B.

Statement of Rolling Stock Fitted with Wcstinghouse Brake since the First Adoption to September 1st, 1884.

Total

carriages

and

vans.

From 14th March, 1878, to ) 1st January, 1882 ..    .. j

From 1st January, 1882, to) 1st September, 1884    .. J

Total stock fitted ..

with the Westinghouse automatic brake on the 1st of January of each year, and, finally, that on the 1st September, 1884. If, now, we come to the question of the choice of a brake system, we must mention what was, and still is, our position in regard to this matter. Since our first introduction of continuous brakes, in 1877, of the different systems then existing, we adopted the Westinghouse automatic, as containing the best possible elements for securing thorough efficiency. We have had, besides, the satisfaction to find since then that the principles upon which this brake system is based are in perfect harmony with the programme recommended by the Superior Administration, as the result of elaborate investigations and prolonged discussions. It must be observed—and this is a point of supreme importance —that, so far, there has been no case in which the brake has failed to act in a case of necessity, a result which was only to be expected on account of its automatic principle; and our company cannot but congratulate themselves as to the choice they have made, since the results obtained have been most satisfactory, both in regard to the increased security, as well as the advantages in the working of the traffic which results from its use. It is also important to mention that the use of this brake has enabled us to save considerable time when approaching junctions and stations; and, finally, numerous accidents to trains or to persons have been avoided owing to the certainty of action of these brakes. We have given in Table C—added hereto—the most important of those accidents which have been recorded.

Table C.

Statement of Principal Accidents Avoided by the Use of the Westinghouse Brake.

6 collisions avoided.

10 cases of persons crossing the line outside station yards, &c.

17 cases of persons crossing the line insido stations.

3 cases of obstacles, such as horses and carts, &c., unexpectedly found on the line.

)    6 cases of rolling stock standing on the line or being

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42 accidents prevented.

When we began to use the brake, various causes gave rise to some dift'culties by bringing about unforeseen stoppages, but the delays from this cause were of trifling importance, and were generally easily made up again by the driver; and now that the servants are more familiar with the use of the apparatus, our company have succeeded in considerably reducing the number of unforeseen stoppages brought about by other causes than the bursting of hose pipes, as is shown in the following table:—

Proportion of stoppages brought about by other causes than the bursting of hose pipes.

Suburban lines.

1 for 45,604 kilom. run ll for 19,000 booked stops 1 „ 96,300    „

In regard to the other unforeseen stoppages, that is to say, those caused by the bursting of hose pipes, we have endeavoured to find different means of averting this difficulty, and more particularly by the use of metallic couplings. One hundred of these—of the last pattern—have been fitted to fifty carriages since the beginning of the year, and have given most satisfactory results. It may, therefore, be hoped that by means of this or some other contrivance, to which we are also giving attention, a great reduction in the number of such incidents will be made. We must, moreover, point out that the great advantage ®f automatic action is forcibly proved by most of these incidents ; inasmuch as even a slight derangement of any part of the apparatus acts as a tell-tale, and guards against the consequences ; whereas, in the case of non-automatic brakes, similar occurrences, escaping attention while the train is running, would only show themselves by the failure of the brake to act at the moment it was required, with all the grave consequences which might be the result if it became necessary to stop suddenly before an obstruction.

A last advantage of the Westinghouse brake lies in the fact that it has given us the means of satisfying one of the demands of the Superior Administration, and at the same time the desire so persistently expressed by the public, by establishing munication between passengers and the train servants, without adding any new connection between the vehicles. This apparatus, which is comparatively of slight cost, and, so to say, infallible, answers its purpose entirely, and thus adds considerably to the security of the travelling public.

LETTEES TO THE EDITOR.

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

THE SHEFFIELD RAIL TRADE.

Sir,—In the report from this district, published in your issue of 24th instant, we notice a statement that “steel rails are a lost industry for Sheffield,” and that your correspondent is informed that the last rails to be rolled in this town were turned out three weeks ago by this firm ? Your correspondent has, however, been misinformed, since we are at this moment rolling rails at our Sheffield mills, and intend to do so continuously. We have a fair quantity of orders on our books for execution here, and a considerable proportion of the rails are for export. We rely upon your well-known courtesy and sense of justice to give due publicity to this Alex. Wilson (for Charles Cammel, and Co.)

Cyclops Works, Sheffield, October 28th.

BRIBERY AND CORRUPTION.

Sir,—A good deal has been said lately about unfairness in the award of premiums for competitive schemes for engineering work. If you have the space to spare, I should be glad to call your attention, and that of those of your readers who are interested in the subject, to the following circumstances, which seem to let a little light into the causes of such unfairness.

One of the intending competitors for the premium offered by advertisement in your columns on October 10th by the Crediton Water Supply Committee, when applying to the hon. secretary for the conditions to be observed, added that if he were successful he would be happy to hand over to the latter one-third of his mission !

No words of mine are required to characterise the disgrace attaching to such a proposition; but what I should like to point out is this, that if anyone has the audacity to make so barefaced an offer of bribery, he must have been encouraged thereto by easy success in more covert attempts of a similar kind. Fortunately the hon. secretary in this case is fully alive to the heinousness of such a transaction, therefore no unfair consequences can arise.

Probitatis Amans.

Sir,—In your correspondent’s letter from the North of England, October 24th, he makes allusion to the use of improved testing machinery, self-recording and power-worked, but complains of the want of sufficiently expeditious means for preparing the specimens, stating that as usually prepared they cost half-a-crown a-piece. I have no doubt this is very commonly the case, but in 1879 my firm made for the Steel Company of Scotland a machine thus described in the specification:—“Double lieadstock surfacing machine, for preparing parallel samples for testing. Each head-stock fitted with circular cutter-plate carrying nine cutters, adjustable for preparing samples from Sin. to lOin. long in the planed part. The spindles carrying the cutter-plates adjustable to suit samples from jfin. to 2in. wide in the planed part, and up to Sin. wide in the rough. Sliding frame for holding the work to admit samples up to 20in. long out and out, and arranged to hold a row of pieces 12in. deep, so that twelve samples of lin. thick plate are prepared at each fixing.”

The suggestion of that machine emanated from the general manager, Mr. Riley, and the engineer, Mr. Williamson, of the Steel Company of Scotland. Mr. Williamson made a draft design for it, and it was put into my hands to complete and to carry out. That machine has been an entire success, and many large steel and ironworks have since been supplied with it. Quoting from Mr. Williamson, “ The pieces, about twenty-five in number, of various thicknesses and from l^in. to 2in. broad, just as they are cut at the shears, are put into the frame, which forms a slide working across the bed of the machine; the pieces are roughed down and finished in one operation to a breadth of lin. to +in.; they require no filing up, except taking off the ragged edge, when they are ready for testing. The average working of the machine is 150 test pieces per day of nine hours. It is a strong, substantial machine, and has given great satisfaction both at Blochairn and Newton.” In other words, this machine prepares the pieces at the rate of one every four minutes, so that I think it fully meets the requirement to which your correspondent draws attention, and the fact of its not having yet fallen within his notice is the justification for my troubling you with this letter.    J. H. WlCKSTEED.

Well House Foundry, Meadow-lane, Leeds,

October 25th.    _

THE ROCKET LOCOMOTIVE.

Sir,—I have been rather surprised to read the way in which some of your correspondents conclude that it is quite certain that the engine drawn by Mr. Nasmyth was not the Rocket. I cannot for a moment think that Mr. Nasmyth would fall into such an error, and send you a drawing of the wrong engine. Is it likely? There were two Rockets, and the one Mr. Nasmyth has drawn, is, without doubt, the one that ran the opening train on the Swan-nington Railway, and had its chimney knocked off when going through the Glenfield tunnel. As the engine had worked on the Liverpool and Manchester line, it was not considered necessary to measure if the chimney would pass through the tunnel; hence, the mishap on the opening of the S wannington line. The following cutting, signed ‘ ‘Historian,” from the English Mcchanic also confirms the view that there were two Rockets:—“ The Rocket which ran at Rainhill, 1829, is, no doubt, in the South Kensington Museum. The Rocket of 1830, given in a sketch by Mr. Nasmyth, was the second engine of that name; she only ran a few months on the Liverpool and Manchester line before being returned to Newcastle to ‘be altered, as she was bought by the Swannington Company, and went from Newcastle to West Bridge in the year 1832. Her driver was Robert Weatherburn, and he is, or was till lately, foreman at Carnforth; so, no doubt, he could furnish all the details required. The name of this Rocket No. 2 was afterwards changed to Comet, and she went during the winter of 1835-6 to be a ballast engine at the making of the London and Birmingham Railway. About 1850 this engine was bought by a South Wales Colliery Company, since which date I have neither seen nor heard of her.”

An Old Leicester and Swannington Man.

October 27th.

THE ELECTRIC ENGINE.

Sir,—With reference to the electric engine illustrated in The Engineer last week, may I be allowed to point out that these engines may be obtained in several ways other than by purchases from the Coalbrookdale Company ? The following recipes for their production may be useful:—(1) Take an improved Brotherhood engine; remove two of the pistons and piston valves, and drive the governor by a belt. (2) Take a Westinghouse engine, and admit exhaust steam into the crank chamber, having previously disconnected one of the working pistons. (3) Take a

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the crank chamber and exhaust pipe, so that the escaping steam may have free access to the bearings.

Any of the above arrangements will apparently make an electric engine, and_the parts removed will always be useful as spare gear.

J. W. Willans.

Thames Ditton, Surrey, October 27th.

SIMPLE AND COMPOUND ENGINES.

Sir,—1 hope, for the information of your readers, you, or Mr. Longridge through your columns, will give us full particulars, with diagram! of that most interesting experiment justly termed by you unique. We all like to form our own judgment, and the particulars given are too few for investigation. The working pressure is stated to be the same in both cases—the simple engine shows a loss of 10 per cent. and the compound 3 per cent, in the initial pressures. The ratio of expansion is also stated to be nearly similar— viz., 9—although steam is cut off in small cylinder at half-stroke, which, neglecting receiver, &c., would bring it nearer 5. Had Mr. Longridge’s report been accessible, it would not have been necessary to trouble you in the matter.    W. S.

Liverpool, October 21st.

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Engine No. 1.—Diameter of cylinder, 3Sin.; stroke, 5ft.; revolutions per minute, 40 ; boiler pressure at timos of indicating, 59 lb. per square inch; coal consumed, 30 tons ; hours worked, 56J; indicated horsepower, 329 ; coal per indicated horse-power per hour, 3'6 lb.; vacuum gauge, 121in.; temperature of injection, 90deg.; temperature of ejection, 110deg.; mean effective pressure on front side of piston, 23-91 lb.; mean effective pressure on back side of piston, 24 lb.—September 21st, 1880. iy

RAILWAY BRAKES.

Sir,—I have just read Mr. Kiernan’s letter in your issue for last week. It appears to me that this gentleman does not fully understand the working of the Westinghouse brake, for the disadvantage of this brake he is referring to is only an imaginary one. It must not be forgotten that the manipulation which releases the brakes in the Westinghouse system refills the auxiliary reservoirs with air in such a manner that the working pressure is soon re-established in the latter. This operation requires but a few seconds, as the pump is constantly going, and forcing air into the main reservoir, whether the brakes are on or not.

A similar, but slower and by no means so simple, action takes place in the automatic vacuum brake. The vacuum has to be created again, wholly or partially, according as the brake was previously applied with full or reduced power. But in this case, letting air in to apply the brakes, and restoring the vacuum to release them, are two operations, performed by two different parts of the apparatus, which are independent of each other, whilst in the Westinghouse brake, simply turning the handle of the driver’s valve performs the above corresponding operations, according to the positions to which this handle is moved. I do not therefore see the inferiority of the Westinghouse brake Mr. Kiernan is alluding to in his letter.

Again, Mr. Kiernan ascribes to Colonel Rich’s words a meaning which they have not. Colonel Rich evidently refers to air-pressure brakes alone. It is true that the term “ air brakes” applies equally well to vacuum and compressed air brakes. To distinguish the latter from the former, I would suggest that, as in the French phraseology, these should be called depressed air brakes, or simply atmospheric brakes.

Finally, I would ask Mr. Kiernan whether he has had any experience with the Westinghouse brake. For my part, I must confess that the pretended advantages of automatic vacuum brakes are dearly bought. They increase the fuel consumption of the engine in an extravagant manner. Few drivers will deny this. They are the best judges in this matter. Can Mr. Kiernan tell us of any “ success ” of this automatic brake that would fairly compare with those which are pretty often recorded in favour of the Westinghouse brake ? To name only one. Let him refer to the accident near Lynn, on the Great Eastern Railway, where the Westinghouse brake showed in such a striking manner how thoroughly reliable its action is. It is very doubtful, if not impossible, that the Smith automatic vacuum brake could give such proofs of trustworthiness as the Westinghouse did in the case just referred to.

Manchester, October 27th.

wave is less than 5ft. I hope Mr. Snowdon will explain this apparent discrepancy. I quite agree with him that the greater tidal range at Garston “in all probability arises from a combination of causes,” but I am not prepared to acept his explanation.

Liverpool, October 27th.    Joseph Boult.

Ed. Gobert.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—Edward R. Vine, chief engineer, to the Kingfisher; John Murdock, chief engineer, to the Diamond; Henry C. Stansmore, chief engineer, to the Indus, for service in the Reindeer; Lewis P. Lewis, chief engineer, additional, to the Pembroke; George W. Barry, engineer, to the Cambridge ; and Edwin J. Rattenbury, engineer, to the Indus, for servioe in the Hotspur.

The Electric Lighting Act.—On the 27th inst. a deputation from the Lambeth Vestry, accompanied by Sir J. C. Lawrence and Sir William M’Arthur, had an interview with Mr. Calcraft, the assistant-secretary of the Board of Trade, and Mr. Meysey Thompson, the standing counsel to the Board, with reference to the provisions of the licence obtained by the vestry for lighting Lambeth by electricity. Mr. H. N. Fowler stated the case of the vestry. He said that the Board of Trade had given to Lambeth a licence similar to that granted to a private company for supplying the electric light to Colchester, and this was not applicable to a case in which the local authority itself obtained the licence and had full control over the streets. The licence also gave to the Metropolitan Board of Works the powers of the local authority, although the vestry was altogether free from that Board in matters relating to the lighting of the streets. Then the vestry had no power to enter into sub-contracts for providing electricity, and this they wanted inserted in the licence. They also objected to tli clause in the licence whereby the vestry would be unable to place any works in, over, about, or across any of the streets of the parish without the assent of both the Postmaster-General and the Metropolitan Board of Works, neither of which bodies at present had any such control over the streets of the parish for any similar purpose, while the Postmaster-General could not put up wires in the street without the assent of the vestry. Mr. H. J. Smith, the clerk of the vestry, and others, having spoken, Mr. Calcraft, in reply, said that with regard to the assent of the Postmaster-General and the Board of Works, the Board would not be inclined to give way. As to the Board of Works being the local authority for the district, the vestry might get rid of the Board in that respect. With regard to the sub-letting of the work, that would be a matter for the further consideration of the Board, and he would communicate with them on the subject.

TIDAL ACTION.

Sir,—Mr. Webster does not seem to be aware that discussion involves the examination of facts and opinions, or theories, if he prefers that word. He adduces certain alleged facts, and expresses opinions, and seems to consider himself aggrieved because they do 7s not receive ready acceptance, but are discussed, as other facts and 7o opinions are liable to be. How far my remarks are relevant your readers can judge.

~u When the term, range of tide, is used, it seems desirable to adopt £!| some recognised standard, or the comparison of the range in various places may be misleading. The Admiralty Tables are usually adopted as such authority; if Mr. Webster can suggest a —* better, I hope he will do so. If the tidal phenomena in the Straits ~|> of Cantire are not of more importance in discussing those of the Irish Sea than if they were at the Antipodes, why did Mr. Webster attempt to explain the low range in Ballycastle Bay? and, by jig parity of reason, why refer to the absence of any range “off the _o[J coast of Arklow ?” I am so far from agreeing with Mr. Webster s.£ in this view, as to regard the full understanding of all the pheno-,2. mena of the Irish Sea as valuable preparation for understanding 5. tidal action in all its affluents.

Both Mr. Webster and Mr. Snowdon applymyremark on thefunnel !s theory more sweepingly than I am prepared to do. So far as the subject came under discussion, it seemed to me the illustrations given showed it was not of universal application. I am surprised Mr. Webster does not see that the neck of the bottle in the Mersey is funnel-shaped; so, according to theory, the range at the small end of the funnel should be greater than anywhere else, which it is not. In his former letter, Mr. Webster expressed the opinion that the difference in the level of high water in the upper reaches of the Mersey “is simply due to the impulse imparted by . u    this head to the inflowing water, which, in the confined portion of

;⁵ a    the upper reaches, can only restore equilibrium by raising its level.

; s    This increased level is simply an afflux, which must occur when

- jjj    any obstruction is offered to the flow of water in an open channel.”

■|0 o    In my remarks upon Mr. Webster’s letter I did not dwell upon

h this passage, partly because I did not wish to occupy your space, and partly because, it seemed to me, Mr. Webster did not appear in his best form. Bui as he still seems unable to see the difference between a simple afflux and raising the level of an expanse of water, like that in a reservoir, it appears desirable to point out the distinction as it presents itself to me.

I regard an afflux to be a very temporary and partial rise in the surface of water through collision with an obstacle, as when a running stream impinges on a pebble, boulder, or other isolated obstruction. There is an afflux on the upper side of the obstruction, but there is also a deflux on the lower side, that is, a depression in the surface there; but the extent of surfaces so raised and depressed is usually very trivial as compared with the surface of the stream, varying with the size of the obstruction and the momentum of the stream. The raising of the level of high water appears to me wholly different from that, and to resemble the elevation produced by the continued application of a mechanical force, as when the surface of a reservoir is raised by water driven in at considerable depth, and so under equivalent pressure. It should not be overlooked that the elevation caused by obstruc-explainthat we did not take clearance into account in estimating the tion in a running stream never rises to the height of the stream’s ratio of expansion, nor could we do so, inasmuch as we possess no head or source ; and if Mr. Webster wishes to raise any part of a information concerning its amount. Mr. Longridge has marked on stream above that head, he must have recourse to some extraneous the diagrams, which we reproduce, the probable point of cut-off, which power; and in the case under consideration I should like him to is much later than we assumed, seeing that the speed of the engine explain the extraneous force producing the effect, is comparatively small, and that the diagram seems to imply quick I must confess myself wholly unable to understand Mr. Web-action of the valve gear. Mr. Longridge calls our attention to the ster’s meaning when he speaks of “ the impulse imparted by this fact that while our calculation gives total pressure, his figures head to the inflowing water, which .... can only restore referred to effective pressure only; and taking this and clearance equilibrium by raising its levelfor I am unable to see that any into account, he estimates the expansion to have been about five- equilibrium is restored.

fold in both engines. “W. S.’s” deduction of the ratio in the The reference to a closed pipe seems to me false analogy when compound engine from the diagram is open to objection from want dealing with water in an open cut, but in Mr. Webster’s illustration of data concerning clearance and precise point of cut-off. But it he does not rely upon an apparent head of 3ft. or 4ft. raising is fair to assume, as we did, that as the power developed was water above its own level, but to an extraneous force whereby an nearly the same in the simple and compound engine, the initial “equilibrium” is disturbed, and, in fact, increases the effective pressures not differing widely, the ratio of expansion must have head. Mr. Webster is in error when he says I assume his ignorance been nearly the same. If we add about 51b. for back pressure to of the fact that obstruction causes friction ; my words were, “ Mr. the effective pressure, we have, say, 291b. as the total average Webster appears to overlook the fact.” The best informed man pressure. This corresponds very nearly to a six-fold expansion, may be guilty of a casual oversight, without being chargeable with and this agrees very well with the “probable point of cut-off” ignorance.

marked by Mr. Longridge. No direct experiment was made to test Mr. Snowdon appears to be a disciple of Scott Russell, whose the consumption of fuel. Part of the steam is used for heating the papers I studied some years ago, and found irreconcilable with the mill, but this does not affect the main question, which is simply, observations of myself and others, especially when Mr. Russell Can coal bills be reduced by compounding engines without altering became transcendental. But Mr. Snowdon says, “ the high water the pressure and point of cut-off at the same time? In the case which passes Van Diemen’s Land .... becomes ... cited the coal consumed was 30 tons per week of 56J hours with simply a monster wave,” and I should be very much obliged if he the non-compounded engine, and with the compound engine it was will give his authority for this assertion, and explain how the wave 27 tons per week of 56£ hours, but more power was exerted by the is produced. If the fact be as stated, it is most important to the simple than by the compound engine. The consumption of coal present discussion.

by the compound engine, including all the figures up to the present I was not aware that Sir William Siemens gave attention to the time, is, Mr. Longridge informs us, 3'49 lb. per horse per hour, subject of tides, and should feel much obliged by information as to The consumption by the non-compounded engine is 3T> lb. It is where his contributions may be found. Mr. Snowdon adopts Mr. questionable whether the saving in fuel can pay interest and Russell’s opinion that the altitude of a wave increases with the depreciation on the cost of the extra cylinder, and leave a margin depth of the water. In mid-ocean, where the water may be to pay for lubrication, packing, &c. “ W. S.” has Row all the 3000 fathom? ip depth, the height of what is Qalled the tidal

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Inventions Wanted.—Under this or similar headings the editor of the Scientific American has frequently called attention to inventions needed or to special manufactures for which there was a present demand. There is hardly any field of invention which has been so little cultivated as the American house. For instance, what a disgrace it is to the mechanic arts in this country that every stick of timber in every house is not fireproofed by a cheap, practical process, the plant for which should become the second thing after a sawmill to be erected in every new settlement! For want of a cheap, practical process for fireproofing wood, one hundred million dollars’ worth of property are destroyed every year in the United States. The carpenters have hitherto opposed such processes because the mineralised wood is less easily finished with the common tools. But a large part of all the wood in a house is used in the rough, and this objection need not apply to it. For the finished wood let the fireproofing and steam seasoning be done together, after all the finishing has been completed except the final fitting. For the final smoothing, if edge tools will not work, let us have new tools, carrying pumicestone or other abrading and polishing material. We are entering on a new and more complex system of domestic architecture—the family clubhouse or social palace—which will require a host of new inventions. It is not looking very far ahead to see whole towns built in this way. These buildings must have their internal railways and elevators of all sizes. They must be tunnelled for hot and cold air flues, ventilating flues, with artificial draught, steam, gas, water, and sewerage pipes, and speaking tubes. They must be equipped with electric generator and electric wires for light, power, and telephony, with artificial refrigerating as well as heating apparatus, with gas generators, and the most perfect cooking and washing machinery. All of this machinery must be made on a large scale, with a capacity of subdivision. There is, at the present moment, one desideratum in the modern house for which no sufficient provision exists, and which would insure a number of fortunes to the parties who would introduce the wished-for article in a cheap and practical form. This is a small elevator, run by the water in our city pipes, of no greater power than fifty pounds raised 10ft. or 12ft., applied to running the common dumb waiter. This little simple invention would be a very important labour-saving machine in the average house with a basement kitchen. It would save its own cost in broken crockery and servants’ wages, not to speak of the temper of employers and employed.

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Engine No. 1.—Diameter of cylinder, 38in.; stroke, 5ft.; revolutions per minute, 40; coal consumed, 27 tons ; hours worked, 56J; indicated horse-power, 141-5; coal per indicated horse-power per hour, 3-4 lb.; vacuum gauge, 25|in.; temperature of injection, 98 deg.; temperature of ejection, 102deg.; mean effective pressure on front side of piston, 101b.? mean effective pressure on back side of piston, 10⁻71b.—June 14th, 1881.

The Panama Canal.—In his address to Section E of the British Association at Montreal, General Sir J. H. Lefroy, R.A., gave the following from the last official returns, of the amount of excavation effected in cubic metres—a cubic metre is P308 cubic yards

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Total

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2.760.534

3.340.534 3,974,191 4,590,022

The total quantity of excavation to be done in a length of 46’G miles is estimated at 100,000,000 cubic metres, but the rapid augmentation of quantity shows that the limit has not been attained. This is no place to speak of the stimulus given by this great work to mechanical invention or the gigantic power of the machines employed, which will probably receive attention in another section, but lie might mention the two great problems which still await solution. The first is how to deal with the waters of the river Chagres; the second is how to manage a cutting nearly 400ft. deep—110m. to 120m. The Chagres is a river as large as the Seine, but subject to great fluctuations of volume; it cuts the line of the canal nearly at right angles, and for obvious reasons it is impossible to let it flow into it. It is proposed to arrest the stream by an enormous dyke at Gamboa, near the divide. It will cross a valley between two hills, and be 1050 yards long at the bottom, 2110 yards at the top, 110 yards thick at the base, and 147ft. in greatest height. Out of the reservoir so constructed it is proposed to lead the overflow by two artificial channels, partly utilising the old bed. The cutting will be nearly 500ft. wide at the top—150m.—with the sides at a slope of J. It is prop attack it by gangs or parties working on twelve different le the same time, on each side of the summit, dividing the width at each level into five parallel sections. Thus there will be 120 gangs at work together, and it is confidently hoped that the whole will be really finished in 1888, the date long since assigned for its completion by M. de Lesseps. There is practically no other project . now competing with it, for the proposed routes by the Isthmus of Tehuantepec, the Atrato, and San Bias may be regarded as almost universally given up; both the latter would involve the construction of ship tunnels on a scale to daunt the boldest engineer. The so-called Caledonia route has not stood the test of examination. There remains but the Nicaragua route, and this, while practicable enough, has failed to attract capitalists, and is environed by political and other difficulties, which would leave it, if completed, under many disadvantages as compared with its rival. Among the latter must be named the necessity for rising by locks to the level of the Lake of Nicaragua—108ft,

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ADVERTISEMENTS.

*„* The charge for Advertisements of four lines and under is three shillings, fir every two lines afterwards one shilling and sixpence; odd lines are charged one shilling. The line averages seven words. When an advertisement measures an inch or more the charge is ten shillings per inch. All single advertisements from the country must be accompanied by a Post-office order in payment. Alternate advertisements will be inserted with all practical regularity, but regularity cannot be guaranteed in any such case. All except weekly advertisements are taken subject to this condition. Advertisements cannot be inserted unless Delivered before 8lx o'clock on Thursday Evening in each Week.

Letters relating to Advertisements and the Publishing Department of the paper are to be addressed to the Publisher, Mr. George Leopold Riche; all other letters to be addressed to the Editor of The Engineer, 163, Strand.

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

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TO CORRESPONDENTS.

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*** 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 Id. postage stamp, in order that answers received by us may be forwarded to their destination. No notice will be taken of communications which do not comply with these instructions.

Humbly (Landport).—The address of the Staffordshire Steel and Ingot Iron Company is Wolverhampton.

ORE STAMPS.

(To the Editor of The Engineer.)

Sir,—I shall bo glad if any of your readers can send me the name and address of the maker of Patterson’s patent elephant ore stamp.

October 28th.

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MEETINGS NEXT WEEK.

Society of Engineers.—Monday, Nov. 3rd, at 7.30 p.m., a paper will be read “ On the Cooper Coal Liming Process,” by Professor Wanklyn, the leading features of which are as follows: —The insuperable difficulty of keeping down the sulphur compounds as required in London without the of sulphide of calcium. The remedy presented solely by the adoption of the Cooper coal liming process, thus arresting the bulk of the impurities in the retort. Description of the Cooper process, and statement of the results of twelve months’ working with it at the Tunbridge Wells Gas-

Mechanical Engineers.—Wednesday, Nov.' 5th, at 4t\m.: The following papers will be read and discussed as far as time will admit:—“ On the Mineral Wagons of South Wales,” by Mr. Alfred Slater, of Gloucester. “On the Application of Electro-magnets to the Working of Railway Signals and Points,” by Mr. Illius A. Timmis, of London. Second report “ On Friction Experiments,” by Mr. Beauchamp Tower, of London.

Chemical Society.—Thursday, Nov. 6th, at'Sp.m.: “On the Vanadates of the Amines,” by Mr. G. H. Bailey. “ On the Action of Aldehydes and Ammonia on Benzil ” (continued), by Messrs. F. R. Japp, Ph.D., andS. C. Hooker. “ On Isomeric Modifications of Sodium Sulphate.” by Mr. Spencer U. Pickering. “ Contributions to our Knowledge of Aceto-acetic Ether,” Parti., by Mr. J. William James. “On the Origin of Calcium Thiosulphate,” by Dr. Divers. “ On Magnesium Hydro-sulphide as a source of Hydrogen-sulphide,” by Dr. Divers and Mr. T. Shimidzu.

THE ENGINEER.

OCTOBER 31, 1884.

SIR E. J. REED ON THE NAVY.

About a month ago, at a dinner in the City, Sir Edward Reed received “ an unexpected invitation to reply for the Navy,” and he then spoke “ a few words,” of which the reporters made a rather long paragraph. The burden of this unpremeditated speech seemed to lie in two statements—first, that Sir Edward Reed had kept silence up to that time on the naval controversy now raging, so that, by inference, he disclaimed the authorship of the article in the Pall Mall Gazette, which was then attracting a good deal of attention ; second, that he strongly dissented from the views of Sir William Armstrong respecting the great value of protected cruisers. Readers of the newspaper reports of the speech might also have supposed that Sir Edward still proposed to keep silence, and to hold himself in reserve. Some persons, no doubt, regretted that a man whose opinion they would value should think it necessary to impose this reticence on himself. Such persons have now been relieved, for in the Times of October 20th nearly four columns are occupied by a letter from the late Chief Constructor of the Royal Navy. It is true that the writer claims to have suffered a good deal both before he wrote the letter and during its composition. He preferred “ to remain a silent observer of the course of events ; but the risk which the country is running of having its legitimate anxiety utilised by those who set mistaken objects before it is so great, and any wasteful expenditure of the money devoted to so vital a service as the Navy seems so serious,” that Sir Edward Reed “ resolved to ask for space ” in which he might set forth “some facts and considerations which pressed upon his mind,” Further on in the letter, when entering upon a very adverse criticism of the protected cruiser type, and of the Esmeralda in particular, the writer again emphasises his “ distaste ” for such a discussion, and his feeling that “ were he to contend for his views,” he would bring upon himself “ endless distress and trouble,” more particularly because of the “direct personal antagonism of opinion with Mr. Rendel and Sir William Armstrong.” Expressions such as these recur frequently in the letter ; they may be meant for sarcasm, but it is very certain that they are uncalled for and out of place. Sir Edward Reed has earned the right of forming and expressing his frank opinion of our naval policy; his opinions are always sure to command attention; but in this particular instance it cannot be questioned that the tone of the letter, and the method in which those who have the misfortune to differ from him are dealt with, will detract from the influence which the communication might have had otherwise on the public mind. Sir Edward protests too much.

Shortly stated, the letter contains a strong expression of the writer’s view that the construction of armour-clads should be prosecuted vigorously; that nothing which has happened in the development of guns and under-water attacks—by ramming and torpedoes—justifies the abandonment of armour; that vessels of the “protected” type, exemplified by the Esmeralda, are not well adapted for “protecting our mercantile fleets” from “the attacks of armed vessels;” that such protected cruisers should not, therefore, be multiplied; that we already have a considerable number of swift cruisers built and building of 15 knots and upwards; and that the cruiser class can be reinforced, if necessary, by “ the employment of our fast mercantile and passenger steamers as war auxiliaries.” Besides these topics, there is an attempt to fix the relative forces of the ironclad ships of the European Powers, on the basis of figures taken from an article recently published by Mr. Barnaby; and a suggestion, dimly prophetic, of cruising ironclads “ having a speed of 20 knots an hour” with “less than half-a-dozen” of which “ we might sweep the seas of everything that can at present assail our commerce.” Furthermore, the public is supplied with certain details of the design and services of existing ironclads, and some remarks on the accidents which led to the loss of the Captain, the Vanguard, and the Grosser Kurfurst.

Limits of space prevent any detailed criticism of this long letter; and in these pages it is scarcely needed. We have already dealt at length, in our issues for 12th September and 17th October, with the relative strengths of the armoured and unarmoured fleets of France and England, our method of comparison being much less summary, but also much more satisfactory than that adopted by Sir Edward Reed. Sir Thomas Brassey, in his speech at Hastings, effectually disposed of the figures given by Sir Edward Reed, showing that no proper account had been taken by him of the inefficiency of many old French ships, so as to put them on the same footing with the English list of armourclads. But there is a further and fatal objection to this comparison by mere addition of displacement tonnages, which vitiates any conclusions reached by either of these gentlemen. If two ships of nearly the same date in design are compared, then it is only roughly approximate to say that their displacement tonnages afford a fair measure of their relative force. If two ships designed at long intervals apart are thus compared, the result is simply ridiculous. Yet this is the method followed by Sir Edward Reed. He gives no details of numbers of ships, dates of design, thicknesses of armour, particulars of armament or speed. He prefers to “ view the question in its simplest aspect,” and the only labour he appears to have performed beyond copying out Mr. Barnaby’s figures was that involved in adding up the displacements of the English ships. He surely might have done more before venturing to inform the public that France “ falls short of us by only about one first-class ship or a couple of second-class.”

As this matter is important, let us take an illustration from the letter itself. The Minotaur was designed about ten years before the Dreadnought was re-designed. The Minotaur is of 10,700 tons, and the Dreadnought of 10,800 tons—practically equal. The speeds are also practically equal, but the Dreadnought has 14in. armour, as against 5|in. on the Minotaur, and carries four 38-ton guns in two turrets, as against the battery of seventeen 12-ton broadside guns on the Minotaur. The Dreadnought is 80ft. shorter, has twin-screws and compound engines, and is altogether an incomparably more efficient fighting machine. Yet, according to the “simplest aspect” of the case adopted by Sir Edward Reed, the two ships are treated as of equal value in estimating our aggregate force. Before leaving the Dreadnought, it may be as well to mention that any reader of Sir Edward Reed’s letter might well suppose that he was the designer of that ship. He did design a vessel named the Fury, which was begun at Pembroke not long before he resigned office, but the work was stopped, and the vessel was re-designed by Mr. Barnaby, who thus described his work in 1873 :—“The ship has been really designed over again, and made to be a 14in. armoured ship, instead of a 12in. armoured ship, with higher speed.” This is not a matter of much importance, but it is as well to be exact, and the design of the noble ship which, as the Dreadnought, is about to join the Mediterranean fleet, must be credited to the skill of Mr. Barnaby, and not to thatof Sir Edward Reed.

As regards our strength in unarmoured ships, nothing need be added to the article contained in our issue of 17th October. But it is impossible to pass by in silence Sir Edward Reed’s remarks on what he classes as “unarmoured ” vessels. Persons unfamiliar with recent naval designs might well rise from reading the letter with the impression that there were only two classes of war ships— armoured and unarmoured. In one list there are grouped, underthe heading “unarmoured cruisers,” the steel despatch vessels Iris and Mercury, which are absolutely destitute of protection; the swift unarmoured cruisers, also destitute of protection, of which the Inconstant and Volage were the pioneers; the torpedo vessel Scout; the “partially protected” vessels of the Leander class; and the “completely protected” vessels of the Mersey class. This is another example of the “ simplest aspect ” method, and it is as unsatisfactory as that first described. But then it is what might have been expected from the contemptuous manner in which the system of protection exemplified in the Esmeralda is treated by Sir Edward Reed. Armour to his mind appears to mean only “ side armour;” a protective deck existing alone he despises. The lin. steel deck of the Esmeralda he affects to treat as if it were of no value; yet it may be noted that in the Hercules, Monarch, Bellerophon, and other vessels designed by Sir Edward Reed, of twice or thrice the displacement of the Esmeralda, the deck protection above the armour belt is considerably less than an inch. Of course, it may be said that these thin decks were placed high above water; still under their shelter were situated steam boilers, engines, and magazines. A stronger deck than the Esmeralda’s would no doubt be an advantage, but to increase the protection in a ship of her small size and cost, either a reduction in speed or a less powerful armament, or some other diminution in powers of offence and sea-keeping would have been necessary.

Mersey class building in the dockyards, and in the Japanese cruisers building by Sir W. G. Armstrong and Co., much thicker decks are fitted, and to maintain the high speed larger dimensions and greater cost have been accepted. But even the lin. steel deck of the Esmeralda gives substantial protection from the fire of light guns, rapid-firing guns, and machine guns. Shell splinters from heavy guns will be prevented from passing below as they otherwise would do. The deck is difficult to hit from its position and form, and under most circumstances it will have some coal upon it to assist in the defence. To ignore this protection, and to treat ships possessing this feature as if they resembled the Inconstant or the other cruisers designed by Sir Edward Reed, is simply absurd. To talk of these protected ships as “fragile craft” or as “thin unarmoured ships,” to dwell upon the fact that the Esmeralda type is “ constructed necessarily of thin steel plates,” is to beg the whole question. The largest ironclads are, for that matter, also “ constructed necessarily of thin steel plates,” except in wake of the relatively small areas protected by armour. Nor is anything gained by using hard words in discussing the possible use of protected vessels against armour-clads. Sir Edward Reed is great at alliteration, but even such a phrase as “ callous cruelty and insensate inhumanity ” does not clench his argument. He may be “ surprised to hear,” but it is none the less true, that a large number of English and foreign naval officers are strongly of opinion that a group of two or three swift vessels of the protected type, powerfully armed and with strong decks like the Mersey, would prove more than a match for the most powerful ironclad yet designed; and these officers are prepared to carry these protected ships into action, if need be, believing, as they do, that greater numbers, superior handiness, and numerous as well as powerful guns, would give them a great advantage. If it were simply an artillery duel this might not be true; but naval officers of experience set no less store by the ram and the torpedo than they do by the gun. Nor can it be doubted that, while these smaller and less costly vessels are as well protected as the ironclad against ramming and torpedoes, their less size, superior manoeuvring powers, and their numbers would make them much more likely to succeed in the delivery of under-water attacks than the ironclad. We would not be understood to advocate the abandonment of armour for the Royal Navy; on this point our utterances have always been clear. We must have ironclads, and plenty of them, but we can no more do without fast cruisers than we can do without armoured ships. It would be as wise to suppose that cavalry regiments are no longer essential component parts of an army. Our desire is simply to emphasise a well-known opinion, widely prevalent among naval officers, and contrary to the opinion held by Sir Edward Reed. We would recommend to Sir Edward a more careful inquiry into naval opinion than he appears to have made as yet.

Ten years appear to have considerably modified the views of Sir Edward Reed respecting the possible employment of unarmoured ships against ironclads. On 30th September, 1874, a letter bearing the well-known signature was addressed to the Times, strongly combatting the policy which the Admiralty were then carrying out in arming the swift unarmoured cruisers with a large number of comparatively light shell guns, rather than continuing the system adopted in the Inconstant, where the main armament consisted of ten 12-ton guns. Sir Edward then wrote as follows of the Inconstant:—“ With her powerful broadsides of heavy guns [she] can destroy at least two-thirds of the ironclads of the world, and has scarcely more need to retreat from them than they have to avoid her; while in the heat of an action, or by night, or under other favourable circumstances, she might, with her tremendous speed and gun power, sweep down upon them with terrible and glorious effect.” This vessel, let it be remembered, has no protecting deck whatever over the vital parts. She is an unarmoured vessel pure and simple, and, like all modern warships, she has those features which “ press much upon the mind ” of Sir Edward Reed — “ high - pressed steam boilers, huge powder magazines, chambers filled with shell.” In 1884 Sir Edward is shocked at the idea of “ sending our gallant seamen to fight our great pitched naval battles in thin steel ships containing high-pressed steam boilers, &c.”; but in 1874 he held that the Inconstant could “ destroy at least two-thirds of the ironclads of the world.” Of course there may be in his mind some great distinction between “ pitched battles ” and other actions—a distinction broad enough to turn “callous cruelty and insensate inhumanity” into wise and merciful prevision. It cannot be urged that changes and improvements have been made in ten years which modify his opinions. The guns carried ten years ago were just as capable of destroying a ship like the Inconstant then as anything now afloat, and if it is tended that the 12-ton gun of the Inconstant was able tq

the

cope with armour in 1874, it must be conceded on the other hand that the 25-ton guns of the Esmeralda have done as much for the power of attack as thicker armour has done for defence. We are not aware that any recognised authority has advocated the complete substitution of armoured battle ships by protected vessels; but there is a pretty general consensus of opinion that the ironclads will be associated with numerous protected vessels and torpedo craft in future fleet actions. Passing this by as a matter for calm discussion, what we now ask is how Sir Edward Reed can regard a vessel like the Esmeralda as quite unfitted to engage ironclads, while he upholds the slower, larger, unprotected, and weakly-armed Inconstant in the manner described. It was a curious circumstance that only a day or two after the publication of the letter under review, there appeared in the Times a temperate and closely-reasoned exposition of the duties of armoured ships and cruisers, which puts the case so fairly that we cannot do better than refer our readers to it, if they desire to follow the matter further. We will only add thatSir Edward Reed, in our opinion, does not fairly represent or do justice to the views expressed by Sir Wm. Armstrong respecting the possible use of cruisers.

In conclusion, we must draw attention to an apparent inconsistency in Sir Edward Reed’s treatment of unarmoured ships. So anxious is he not to have expenditure diverted from ironclads to cruisers, that he praises highly the mercantile auxiliary, and boldly asserts that in the mercantile marine itself we have a large number of vessels which can be promptly made available as unarmoured vessels, for fighting purposes, in war time. Speaking of the finest merchant steamers, he says:— “ Several of these vessels considerably surpass the Esmeralda in speed, and their power of carrying armaments is well known to the Admiralty and duly provided for. Protection much more than equal to hers can certainly be given to them. Even their elevated engines can readily be protected as efficiently as those of other unarmoured vessels.” Unless we are much mistaken, Sir Edward Reed will regret having written in these terms. He will have some difficulyin justifying his assertions. Structural modifications of a very extensive nature must be necessary before adequate protection can be secured for the propelling appa ratus. Even when the utmost has been done, the armament carried will be light and inadequate as compared with that of the Esmeralda. Furthermore, these huge vessels have single screws, unprotected rudders and steering gear, are nearly or quite twice as long as the Esmeralda, are extremely unhandy :is compared with her, and present a much larger target. Their internal subdivision is not nearly so good as that of the specially-built war ship; and if the long range guns of the Esmeralda did not settle the matter, her ram bow would speedily do so.

Sir Edward Reed very justly remarks, respecting the employment of mercantile auxiliaries in war, that “ it is a subject on which it would be easy, and often is found too easy, to fall into grave error;” and he has furnished a striking example of the truth of that statement. All that the Admiralty has done in this direction has been wisely done, and we trust that further steps will speedily be taken to strengthen the tie between the Royal Navy and the mercantile marine. The latter will doubtless be found of immense value for many services in war time; but it has yet to be shown that the best examples of merchant steamers should be, or can be, employed as substitutes for regular cruisers designed and built for fighting.

RAILWAY GOODS TARIFFS.

Railway companies, their charges, their apparently selfish regard for what seems to themselves their own interests, and their shortsightedness even in this form, and have long formed, matter for public criticism. Abuse or grumbling is not argument, however, and therefore both are valueless to bring about reform. That trade interests, as well as those of the public generally, gain benefit in proportion to the extent to which transport expenses are diminished is a fact patent to all thinkers. How to minimise them to the utmost is a consideration deserving not mere girding at railway managers, but reasonable and thoughtful consideration. The first thing to do in approaching the consideration of the subject is to define the meaning of the phrase “ railway company.” The popular idea seems to be that a board of directors is a railway company; and that the road, stations, and rolling stock are the exclusive property of this body. Such an impression does not a little mischief. It disposes things in such a way as to leave an undue degree of power in the hands of directors, who may fix rates, expenditures, and all the financial arrangements as may seem best in their own eyes. That railway directors are alike honourable and well meaning men we do not dispute, but still they are but men, and therefore fallible. As a rule they are intensely conservative, and lovers of precedent, indisposed to change, even when change becomes not only expedient but a matter of necessity.

To obtain a more far-seeing policy in railway management, shareholders themselves must take a more active part in looking after their own interests. It is, however, not the shareholders alone who are interested in railway management. The cheap transport of goods from the producer to the consumer is matter of public importance, and in this respect there seems room for improvement. Competition in this as in other trade affairs, is the surest mode of keeping down charges; but the daily tendency is in the direction of amalgamation. Traders in all branches of business have learned the value of this principle, and the outside public have in such cases but one effectual remedy, namely, to become traders themselves, either amongst themselves or by taking shares in existing businesses. Still the main question remains—how can the cost of transport be lowered ? If, as is the case on some of our railways, their transport powers are taxed to the uttermost—that demand for conveyance exceeds supply, it is not reasonable to expect that rates will be reduced. That this state of things exists is probably true of particular main lines extending a certain distance from the metropolis and other leading trade centres; but how about the network of subordinate branches ? How many of these are mere suckers instead of feeders ? Where they are so the cause is probably to be found, first, in the great initial cost of such branches; and secondly, in a mistaken policy of keeping up high tariffs on them, or if not upon them, upon the busier parts of the same railway system. Thus a producer, say, of market-garden stuff, or fish, or beef, might have it carried a certain number of miles on a branch at so low a rate that if the same proportion was maintained all the way, say, to London, he could sell at a profit to himself and yet at a price within the reach of so many persons as to ensure a quick sale—a matter of vital importance for perishable goods. Handicapped, however, by high tariffs on the latter part of the journey, the profits of the producer would vanish and the goods would not be sent, the result being that all the three parties in the transaction are losers, namely, the producer, the branch section of the railway, and the consumer. The question may be asked, If the main line from London to the branch junction is already overworked, what use to stimulate traffic on the branch, as it cannot be taken on ? The reply is, if that be so, why have made the branch? Railways as transport agents resemble rivers in respect of the influx of business; but here the resemblance ceases. Nature makes her waterways proportionate to the volume to be conveyed, but railways are made of nearly uniform dimensions, whether they be trunk lines or branches. But one argument is advanced in support of this practice, namely, cost of transshipment. Some engineers also aver that, if a railway is constructed on a small scale, it costs nearly as much as a main line to make and a good deal more to maintain. This is based somewhat on assumption. Light railways have not received a great deal of attention as compared with that bestowed for years upon regular railway work,and yet examples can befound of small lines being both useful and profitable. More, much more, has been done to reduce transport rates at sea than ashore; and it costs less to bring a ton of goods from New York to the Mersey than it costs to take the same from thence to certain places inland. True, there are no permanent way expenses on the Atlantic, but its use as a highway is attended with risks, port dues, and insurance policies, from which the railway is free.

Several of our great railway companies, as, for example, the London and North-Western and the Great Western, have doubled the metropolitan ends of their lines, so that overcrowding is avoided, but we have not heard that tariffs have been reduced. Manufacturers as well as farmers complain not alone of the high rates charged by railway managers, but also of their inequalities. Companies have so many classifications for goods, competition operates in so unequal a manner, that before a trader can venture to send, say, a steam engine, two or three hundred miles over a railway system not before used by him, it costs him some time, and a close study of the various competing companies’ books, before he can feel satisfied that he has selected the cheapest route. This of itself is an unsatisfactory method of transacting business. Unequal competition creates numerous anomalies in railway charges. Many cases exist where a given station can be arrived at most cheaply by taking a ticket to one many miles farther on. Anomalies like this indicate that railway affairs are not managed in the most perfect manner. So long as the ratio between productive cost and consumers’ cost is as great as it now is, coupled with the facts that our main railway lines are taxed to the utmost to meet all the demands made on their carrying powers, and that many sorts of foreign goods, even the homely one eggs, can be sent to us at a profit not to be realised by our own producers, so long must there be the feeling that more railways are wanted, and a more liberal, uniform, and enterprising spirit needed in their conduct, than is observable at present. If it be true that railways, even under very favourable conditions, cannot be constructed at so moderate an outlay as to reduce the present great difference between the first cost of goods in the provinces and that paid by the London consumer, then the alternative canal may be thought of. Existing canals in some cases pay good dividends. Some of our rivers are capable of being at least in part canalised; and though canals are costly to make, their subsequent maintenance and working expenses are moderate. No more striking comment on the existing state of railway charges and their influence on trade can be found than in the project of the Manchester Ship Canal. One of the first necessities of any industrial nation is a rapid, inexpensive, and safe means of transport. Railways have done much, very much for ourselves, as well as for others; but no one can venture to assert that we have developed all the resources of the system, or that we have yet made the best possible use of it. We find some sections glutted with traffic, while others languish from lack of it. In some places companies work into each other’s hands and keep up prices; in others, competition is keen to an injurious extent for the shareholders’ pockets. There is business enough for all existing lines and need also for more. Foreign competition is pressing British producers close and severely, but its action will be intensified if such a state of things as is shown by the possibility of conveying merchandise across the Atlantic at a positively lower rate than it can be carried from one part of the kingdom to another is allowed to continue and possibly even to develope. English producers are already heavily handicapped by climatic and soil influences in their efforts to grow grain, fruit, vegetables,and other matters of daily use; all possible burdens on their business that can be removed should, therefore, be taken away. High railway tariffs militate also against healthy competition, inasmuch as if tenders are invited for the supply of goods of any description, the ability of any man to tender depends to a large extent upon the railway serving his immediate district; and as this operates to hinder trade, it must in the ultimate result act prejudially upon the railway interests of the country generally.

railways in new south wales.

A few months ago we printed some letters signed “ N. S. W.,” which we had received from a correspondent in Sydney, who desired to call attention to irregularities in the conduct of the public works of the colony, with a view to their reform. We regret to find from the Sydney newspapers that have reached us that these letters, and the few words by which we introduced them to our readers, have given offence to the Acting Minister for Works, who, on the 20th August, at a banquet incident to the opening of a new line of railway, stigmatised the assertions of “N. S. W.” as libellous, and as calculated to damage the credit of the colony. Now we have no reason to doubt the correctness and good faith of our correspondent, and as the letters complained of only re-asserted in an amplified form what had been openly stated in the New South Wales Parliament and never fairly answered, it would have been more candid and appropriate if the Minister of Works had refuted the allegations in question instead of attributing unworthy motives to our correspondent. For our own part we need hardly say that we have no animus against the leading colony of Australia, whose prosperity indeed is closely identified with that of the mother country; but in the interests that more nearly concern us—of engineers and others who have to design and construct the public works of the colony—we shall not hesitate to condemn a line of action by which, if our correspondent “ N. S. W.” be correct, the functions of an honourable profession are impeded by political intrigues. It is not only in Australia that railways are projected to promote personal or party ends rather than the interests of the public which pays for them; and such improprieties are best reformed by making them widely known. We are glad to learn from the colonial newspapers that the system of railway accounts has now been amended; and we hope that the divided counsels by which one set of engineers seek to condemn the work of their colleagues, will be abandoned or reformed. Public opinion in the colony will, we are sure, support such reforms, for much annoyance has been caused in the past by these unseemly differences. It is not very long since the Sydney waterworks, which are now being constructed, were designed, and in this case, where the best system had been, after much study, settled by the Government engineer, his designs were vehemently condemned, and counter proposals put forward by one who had been a subordinate on the official staff.

In a recent issue of the Sydney Morning Herald, two letters are published in reference to the communications from our correspondent, “N. S. W.” One letter is from pen of the Hon. George R. Dibbs, acting Secretary for Public Works, and the other by a correspondent who signs himself “Australian.” The former, after making incidental allusion to what he calls his “ exposure,” referred to above, of “‘N. S. W.’s’ fallacies and mis-statements,” confines his letter to disparaging remarks regarding “ N. S. W.,” because of his having written over an anonymous signature, and concludes by calling upon him to reveal his name. We have perused Mr. Dibbs’s speech at the opening of the railway extension to which he refers, but fail to see that his remarks go beyond the mere fringe of the subject matter contained in “ N. S. W.’s ” letters, or that he has been successful indisposingof the strictures they contain. The other writer, “ Australian,” who evidently does not share Mr. Dibbs’s views as to the impropriety of anonymous writing, endeavours also to disparage “ N. S. W.” by asserting that his letters have been dictated solely by some personal or self-interested motive. Having delivered himself of this opinion, this writer in turn confines his criticism of “N. S. W.’s” letters to a single point, namely, the alleged practice of “ bolstering ” up the revenue of the railways at the expense of capital, by charging to capital account monies expended in “ improvements ” on lines already opened for traffic; a practice which, from the tenor of his remarks, would seem to have been defended by some of the railway “ authorities,” strange as it may seem, when attention was recently drawn thereto in the Legislative Assembly of the colony, and which Mr. Dibbs, on the occasion of the opening of the railway referred to, admitted—if we correctly understand his remarks—to have been pursued in 1883 to the extent of £214,000, a sum equal to 11 per cent, on the gross revenue, or 28 per cent, on the resulting “net revenue” of the railways. This, however, is a matter to which it is only remotely within our province to allude. Mr. Dibbs, as well as “Australian,” leaves entirely untouched the important subject to which we directed attention when the first of “ N. S. W.’s ” letters appeared in our columns, namely, the evidence of a growing disposition on the part of a certain clique in the colony to disparage the quality of imported railway materials, in the hope, apparently, of initiating a protective policy in the interests of colonial manufactures.

As regards the adoption by our correspondent “N. S. W.” of an anonymous signature, it is only necessary to remark that anonymous writing is, under certain circumstances, not only perfectly justifiable, but may, indeed, be the only course open at the time. It is entirely in harmony with the British character and custom to call attention to abuses intimately affecting the interests of the community, while it may be too much to expect an individual, at the earlier stages of the discussion, at all events, to expose himself to the animus of parties, and not, improbably, to the injury which the exposure of abuses is calculated to entail, before the subject has taken such shape in the public mind as is requisite to ensure the support necessary in carrying the subject to a practical and successful issue. In the Australian colonies, in common with all new communities, this consideration applies with more than ordinary force; as will readily be understood when the enormous expenditure on public works by these States, in comparison with the population, is taken into account, resulting, as it does, in a system of “wheels within wheels,” which is far reaching in its operation; while at the same time public opinion, however keenly it may resent abuses in public affairs when brought effectually to light, is far more tardy in taking definite shape, and in asserting itself, than is characteristic of public opinion in this country.

Not only in the projection of new public works is there room for improvement, but also in the importation of material for their construction, The new system

Each author seems afraid

seems now established, by which local contractors are allowed to tender for materials formerly obtained exclusively through the agent-general of the colony in London. Although this latter plan may be deemed antiquated and cumbersome, it certainly, so far as New South Wales is concerned, ensures good quality and fair dealing. The new plan, by which the contractors are allowed to buy from Europe through whatever mercantile channel they please,has its advantages, but it requires to be practised fairly and within limit. The numerous merchants who are seeking prices here are not always well-informed as to the standing or capacity of the manufacturers, and when urged by their colonial clients to buy cheaply they run the risk of obtaining goods of inferior quality. Moreover, in dealing with competition tenders, the decision in order to be respected should be prompt, and the present system seems to involve great delay. Manufacturers are adverse to leaving their offers open, as not only may prices of material fluctuate, but their other engagements are hindered, and there are opportunities for improper preferences; and if, as appears probable, larger and more important contracts than heretofore are shortly to be given out, if bridges costing very large sums are to be constructed, it is very doubtful if the system of buying through merchants is safe or expedient.

In conclusion, we would say that discussions such as these can in no way damage the true interests or credit of the colony. English investors lend their money to a stable Government and are sure of their interest. The facility with which colonial loans have been recently raised in the English market goes to show this, and to prove that, so long as the revenue is ample to meet all engagements, the details of administration are of no immediate consequence here. But to the colonial taxpayer any misapplication of borrowed money is all important, for the deficient earnings of expensive or ill-chosen railways have to be made good by the profits of the good lines, profits which might otherwise allow a reduction of rates. If a ventilation of the grievance in our columns can assist towards a reform we are glad to be the medium of publicity.

TIIE THREATENED WATER FAMINE.

Bradford and Manchester, to say nothing of lesser towns, appear to have been within measurable distance of a water famine. In Bradford manufactories had to be stopped, the inhabitants put upon short supply, and arrangements made with Leeds for getting water for outlying districts. The rains which began to fall last Saturday must have been very welcome to these parts. Several villages in the neighbourhood of Sheffield, such as Brimington and Eckington, have also been deficient in the first essential of life. Sheffield is singularly fortunate, both in the quantity and the quality of its water supply. Though the autumnal rains which usually fall at the end of September and the beginning of October have been delayed this year until nearly the end of the present month, there has never been any anxiety caused in Sheffield. The water company’s reservoirs have been unusually low, yet it has been able to keep up a constant and abundant supply from Redmires ; and its immense reserve at Dale Dyke, which covers 62 acres and has a capacity of 486,000,000 gallons, draining an area of 1089 acres, has never even been touched. In addition to this there is the Damflask reservoir, 115 acres in extent, ready to be filled whenever the company thinks it necessary. Damflask, which has a capacity of 1,155,000,000 gallons, and drains an area of 3141 acres, may be called the supply for the Sheffield of the future. It is stated that the reservoirs now completed will afford a supply of water, supposing no rain to fall for a period of six consecutive months, of 10,000,000 gallons per day, sufficient for a population of over half-a-million inhabitants; so that the Sheffield supply is at present adequate for 200,000 additional population within the borough. When the whole of the authorised works are carried out, the available supply of water for the use of the town will be increased to upwards of 15,000,000 gallons per day. The total area of the reservoirs completed and authorised is 689 acres, and the total drainage area 22,199 acres. Sheffield, therefore, need not feel the slightest apprehension in regard to the most extreme drought with which the country may be threatened.

FATAL TRAMWAY ACCIDENTS.

Of late a number of fatal accidents have occurred in different parts of the country which would not have proved fatal if proper means had been adopted to prevent those who happen to be on the line from passing under the car. At one time no attempt was made to provide cars with any guard by which any obstruction would either be carried along or pushed off the rails, instead of being run over. Latterly, on some lines guards have been affixed to cars in certain towns, which would in most cases push a person along or off the rails, but these are not yet attached to all. Considering the nature of tramcar traffic, whether horses or steam motors are employed, it should be considered imperative, if only in the interests of tramway companies, that the best means of preventing fatal accidents should be provided. In very few cases, however, has this been done, and it can hardly be looked upon as less than criminal negligence that this should be the case. A guard which would be effective in preventing even a child from passing under a car or tramway engine from the front could be made by almost any mechanic who might be asked to do it, and it is high'time that all tramway companies should be called upon to provide all cars and tramway engines with such a guard. There is nothing to prevent the application of a form of cow catcher to all tramway vehicles, and it should be within the power of the Board of Trade to call upon all tramway owners to adopt such a thing under compulsion.

THE ARMOUR-PLATE TRADE.

In the discussions which have taken place on the state of the Navy, no one seems to have asked as to the work our own Government has in hand in the form of armour-plates, which would afford some indication of the efforts being made to increase our fighting strength at sea. We have authority for stating that within the last three months orders for armour to the extent of about 2700 tons have been placed with the two Sheffield firms, Messrs. John Brown and Co. and Messrs. Charles Cammell and Co. These plates are for her Majesty’s ships Howe, Hero, Anson, Camperdown, and Rodney. Foreign Governments are having a large amount of work done in armour at present. Messrs. John Brown and Co. have just completed the armour plates for the sister-ship to the Riachuelo, for the Brazilian Government. This vessel is being built by Messrs. Samuda Bros. There is a considerable demand for armour-plates for other South American Powers, such as Chili, which appears bent upon maintaining her position in that part of the world. Japan, too, is a customer for plates. France gets her own made in France by an arrangement with Messrs. Charles Cammell and Co., and Russia obtains supplies from the works recently erected at Kolpino, near St. Petersburg, and managed by Sheffield men. Germany has her plates produced at Dillingen.

ROYALTIES ON COAL AND IRON.

Alike in Scotland and in the north-east of England, the question of the incidence of royalties on the iron and coal trades is being very much discussed. There is at the present time so low a price known for all classes of minerals and metals that an effort is necessarily made to force down the range of the cost of production, and after wages and some other items have been dealt with, attention is at length turned to the royalty dues. It is urged that these should be reduced in common with other items of the cost; and that just as capital loses part of the remuneration it had when times were at their best, and labour part of the pay it had, so the owner of the soil should make some abatement on the dues that are paid him. We venture to repeat a suggestion that we gave in The Engineer a year or so ago—that the proper method of adjusting the royalty to the fluctuations in the trade is that of the sliding scale system. At present the owner of the soil feels naturally reluctant to submit to any reduction of dues in bad times from the standard rate, because he receives no addition to that rate in times that are better. But if the sliding scale system be adopted that objection must disappear, and it would work cheaply, easily, and expeditiously. Labour is to some extent now regulated in its market value by that method, and so in some parts is the cost of the transit of the materials; whilst neither of these are more readily dealt with than would be royalties, nor is there greater fitness for that dealing. If the royalty due is to be adjusted to the state of the trade in the article produced, the sliding scale system will be found the readiest and the best.

THE PARIS METROPOLITAN RAILWAY.

Amongst the numerous proposals for a metropolitan railway in Paris which have been successively presented to the public, two remain as still claiming attention. The one is that of M. Lesguillier, which, is for an underground line commencing at Rue de Reuilly, and passing through the northern part of Paris, with stations at—(2) the Gare de Lyon, (3) Place Mazas, opposite Jardin des Plantes, (4) La Bastille, (5) Boulevard Richard Lenoir, (6) Place de la Republique, (7) Conservatoire, (8) Rue Montmartre, (9) La Bourse, (10) L’opera, (11) St. Lazare, (12) Courcelles Batignolles, (13) Parc Moncea, (14) Porte Maillot, (15) Neuilly, (16) Purteau Madrid, and (17) Puteau. It is thus not a circular line, but may be said to connect the eastern and western suburbs with the central northern parts of Paris, while a branch will connect these and the stations du Nord, Est, and Ouest. The second proposal, that of Mr. Haag, is for an overhead railway, which north and south would connect all the main line railway stations. Instead of the extension westward beyond the Bois de Boulogne, it turns southward from the Place de l’Etoile to the Trocadero, and thence crossing the Seine at the Champ de Mars, connects the Montparnasse and the Sceaux railway stations, and thence crosses the river above the Jardin des Plantes and joins the Gare de Lyon. The Orleans station is connected by small branches between the Orleans, Ceinture, and Lyons Railways. Mr. Haag’s project seems to be in much favour, but it would be much more costly per mile than that of M. Lesguillier. His route, however, seems to recommend itself as providing much more completely for the metropolitan traffic and railway connections than the other.

LITERATURE.

Dynamo-electric Machinery: a Manual for Students of Electrotechnics. By Silvanus P. Thompson, B.A., D.Sc. E. and F. N. Spon. 1884.

Solomon’s words are applicable to books on electric lighting; of them there is no end, and the study of them is very wearisome. A thrice-told tale is new in comparison to the information some of these books contain, and hence it is difficult to find appropriate language by which to express satisfaction at having something new and good. Professor Thompson has turned the first sod in a new field; in other words, has given us the first book upon a new, difficult, and intricate subject. The dynamo is a machine of to-day, as though not absolutely of recent invention, it has only become prominent in the annals of applied science during the last few years. The student has a better study in the development of the dynamo than in any other machine of so great importance, in that the first germ of the dynamo was promulgated within the memory of this generation. The germ has had a comparatively quick growth. At first the development was somewhat slow, till the introduction of the electric light showed that the time was come when the cheap generation of electricity in large quantities was a want felt by civilisation. Then scores of minds commenced a more or less exhaustive study of the fundamental laws governing the action of the dynamo—its electrical and its mechanical capabilities. Improvement after improvement has been introduced, till we have a machine which will give back 60, 70, 80, and even 90 per cent, of the work put into it. Professor Thompson is the first to give us a systematic treatise upon this machine ; and, although we are still in the dark upon many points of theory, there is no hesitation in saying that the knowledge we have of dynamos is admirably put forth and summarised in this book. While almost all we have to say is eulogistic of the work, it may be well, perhaps, to savour our remarks with a most emphatic condemnation of the notation employed. It is almost, or quite time, that scholasticism admitted the right of practical men to have a word in this matter. It seems that every man who claims to be an electrician, claims also the right to inflict upon long-suffering humanity a notation and nomenclature of his own. that his fellow will by hook or by crook get some symbol adopted, and for that receive the thanks of posterity. This conceit—which is characteristic of electricians—is a nuisance. The student has to learn a new notation in every book he opens. We think that could Dante come amongst us now, and live the life of an electrical student, a new Inferno would contain a special place of torture for the spirits of our teachers. Dynes, poundals, ohms, mhos,—this is not a misprint—and so on, receive a new brother in the shape of “ Gausses ”—a term proposed to express the intensity of magnetic field. Some men have ever present in their eyes the eminent names of France; others can see nothing good except from Germany. Do they think Ohm, Weber, Gauss, Ampere, and other names will not live in history except by this way of sticking a name to some unit 'l No question is asked'as to euphony or adaptability of words to the requirements of language and literature, but the name of some respectable scientific man is attached to the unit and forced down our throats. Within a few weeks a congress will no doubt be called by someone to meet somewhere, when a congregation of a dozen will “ internationally ” accept the new term—or propose it for some other unit. Just one more remark upon the potation. Why is C for current changed for i% The latter is not accepted generally in England—but we suppose that anything English is too stupid. Better change the language, at once—Norman-French, Anglicised-German, or some other hybrid concept will suit us better than the sturdy, forcible, simple English. Enough of notation and nomenclature ; we recognise neither “ Gausses ” nor i, but prefer the language that can be “understanded of the people.”

The first nine chapters of this work are principally descriptive, following the lines laid down in the author’s Cantor lectures. The remaining seventeen chapters, with appendices, deal with the algebra and geometry of the subject. In fact, the author, in his first chapter, gives the clue to the method adopted when he points out that there are three ways of dealing with the principles of the dynamo:—(1) a physical method; (2) an algebraical method; and (3) a graphical method. He proceeds to discuss the physical theory of the machine, and deduces from this discussion certain points to be considered in its construction, classifies existing machines, and determines certain rules to guide designers. These rules may be quoted thus, p. 17:—“ (a) The field magnets should be as strong as possible, and their poles as near together as possible ; (6) the armature should have the greatest possible length of wire upon its coils; (c) the wire of the armature coils should be as thick as possible, so as to offer little resistance; (d) a very powerful steam engine should be used to turn the armature, because (e) the speed of rotation should be as great as possible. Unfortunately, it is impossible to realise all these conditions at once, as they are incompatible with one another; and, moreover, there are a great many additional conditions to be observed in the construction of a successful dynamo.” If these definitions mean anything, they mean that a dynamo must be as big as possible. Furthermore, it is to be noted that, whether the wire is to be coarse or fine, long or short, depends on the speed of the machine and the relations we wish to exist between potential and quantity. Besides this, the practical engineer will remember that wire is the most expensive thing about a dynamo ; and that machine will be best, other things being equal, which gives the highest result for the smallest outlay on wire, which by no means implies that that machine is best that has most wire in it.

The various parts of the machine are discussed, and their work, mechanical and electrical, determined; i.e., the synthetic, and not the analytic, method is followed. This naturally leads to certain conclusions concerning armature coils, which are fully set forth on pp. 30—40, and similarly with pole pieces, field magnet coils, collectors, tScc. Methods of investigating various phenomena, are explained, Land the reactions between armature and field discussed. Typical machines of the various classes are illustrated and described, and some references made to inventions that have not yet proved to be practical.

Coming to the mathematical part of this work, we may say that Professor Thompson has been content to deal with only that which is generally accepted. He has evidently made a careful study of almost all that has been written upon the subject, and has put the simpler part of the subject into a most lucid and convenient form. The higher, and, if we may so term them, the more theoretic, studies are left, and the student referred to Maxwell, Thomson, Mascart, and other writers. In the development of the formulae each step is given, so that the student easily follows the reasoning till the final stage is reached. Interspersed with mathematics we continually come across interesting physical and practical points, such, for example, as to the experimental determination of how to wind field magnets — for series, and for shunt machines — while the question of winding compound machines is dealt with, as it should be, more fully. The self-regulating dynamo is undoubtedly the dynamo of the future, and of all self-regulating dynamos it seems that the compound dynamo takes first place. The analogy drawn between a compound dynamo and a compound engine is not good. In the steam engine it is the continuity of expansion that is required; but there is nothing similar to this in the compound dynamo. Chapter XVII. deals with the geometry of the dynamo. It was, we think, Professor Thomson who gave this branch of the subject the name “electrographics,” to imply that the graphical methods so extensively employed in engineering problems could as well and as readily be employed upon electrical problems. This chapter then shows how lines can be made to represent electrical phenomena. The concluding portion of the book treats of the dynamo as a motor, and on testing. The motor problem is in its infancy. Theory points to conditions which, if practicable, are not free from danger when the transmission of power economically is considered. Still here, as elsewhere throughout the book, the subject is broadly treated. Throughout the book, too, Professor Thompson’s genius as a teacher is conspicuous. The paths of the student are rendered as easy as the nature of the problem permits, and this is of the greatest service to those who have, as it were, to turn aside to obtain a knowledge of a new branch of engineering. They do not want to encounter examination problems again, but to have the subject laid before them • clearly, concisely, and completely. All this and more Professor Thompson has done in this work, which is amply illustrated, the illustrations being repeated when necessary, and clearly printed.

150-TON CRANE, ABOUCHOFF STEEL WORKS.

MESSRS. EASTON AND ANDERSON, ERITH, ENGINEERS.

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box girders 16ft. span, and have attached to them the hoisting and traversing gear.

The hoisting gear consists of an eight-sided recessed barrel, over which works 136ft. of l|in. chain; the free end drops into a chain box suspended from the outer end of the main beams, and the other end passes over a double sheave falling block and a fixed upper block, the latter so angled that the chains always remain parallel to each other. The hoisting gear consists of an ordinary train of spur wheels, the brake on the third motion shaft being arranged according to Messrs. Easton and Anderson’s method—that is, combined with differential pawls, so that both the pawl and the brake are always in gear, yet the brake

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Like other gun factories, the Abouchoff Steel Works have had to increase the power of all the appliances connected with the manufacture of guns, the length and weight of which have increased with extraordinary rapidity during the last fifteen years Admiral Kolokoltzoff, who has been the responsible manager of the works for the whole of this period, has kept his establishment quite level with those of any other country, indeed he has been in advance of even Krupp’s famous works, and has distanced both Woolwich Arsenal and Elswick in the manufacture of breech-loading steel ordnance up to 16in. calibre and 80 tons weight, for, according to Colonel Maitland, our own Government has only just arrived at the conclusion that steel is the proper metal for guns, and breech-loaders the proper form. Admiral Kolokoltzoff early adopted Whitworth’s fluid compressed steel process, and has for years cast the ingots required for the tubes and rings under this system. One of the chief difficulties he has had to contend with was the adaptation of his tool shops to the reception of heavy travelling cranes. The lowness of the rooms, and the position of the rails with respect to the walls, made it very difficult to introduce cranes of adequate power. Messrs. Easton and Anderson, however, contrived to fit up the turneries with 60-ton travellers, actuated by slow running wire ropes ; and when ordnance began to exceed the power of each crane singly, a temporary expedient was adopted of coupling two cranes together and causing them to lift 120 tons, by means of a beam, one end of which was carried by each crane. This plan proved very convenient, partly because the weight was spread over a very large length of rails and number of wheels, and partly because the heavy lifts being comparatively rare, it left the cranes of a more handy size for ordinary work, and gave the workshop two cranes instead of one, a very important consideration when a large number of tools had to be served.

When the construction of guns over 60 tons weight was commenced it became necessary to provide for shipping them. The 60-ton curved jib wharf crane, also constructed by Messrs. Easton and Anderson, was no longer adequate for the large guns in course of manufacture, and as they had to be shipped into mastless barges only, Admiral Kolokoltzoff determined to construct a dock communicating with the Neva and span it by a 150-ton crane, which should consist of a pair of 75-ton travellers running on an elevated line across the dock, and connected together by the beam already in use with the 60-ton cranes, and which proved to be strong enough for the new service. Figs. 1 and 2 are a general elevation and cross section of the whole arrangement, and are sufficiently clear to explain themselves. The guns to be shipped are run on trucks longitudinally between the elevated crane-ways; they are lifted from the trucks either by one traveller or by the pair coupled together as in the figures, and deposited in the barge underneath. Figs. 3, 4, and 5, p. 332, are detailed elevation, plan, and section of one of the travellers. Each end is carried on four wheels, each pair running in a bogie carriage, upon the centre of which the main box girder carrying the cross beam rests. By this arrangement the load is evenly distributed over all the wheels. The main cross beams are also

EDS

Halpin's Planimeter.

can be slackened and the weight lowered without throwing out the pawls. Moreover, the ratchet wheel being held by the brake is not liable to excessive shock from the too sudden action of the pawls, because it can slip a little and so yield before the impact. The cranes traverse only longitudinally, the motion of the hand shaft being communicated to one wheel on each end by an ordinary train of wheel work. The crane ways are steel box girders supported on steel pillars secured to massive masonry.

HALPIN’S PLANIMETER LOCKING GEAR

The annexed engraving shows a simple form of locking gear which has lately been devised for Amsler’s planimeter, and which is now being introduced by Messrs. Elliott Brothers, of 449, Strand. The locking gear consists of a spring C, one end of which is T-headed, and which is fastened to the instrument by the screws already there for another purpose, and of a wedge-piece B sliding on this spring. As this wedge-piece B is made to travel backwards and forwards on the spring by means of the button fixed on to it, it bears on the back piece A, and so causes the nose of the spring to rest on ttye edge of the wheel which traverses on the paper. When this takes place, of course the travelling wheel is no longer able to revolve.

The advantages claimed for this locking gear are that the instrument can be read with much greater facility, and thf^t the decimal places, which are omitted when the instrument is used in the ordinary way, are carried over, as the instrument now— as will be presently described—does its own addition. In using the instrument it can be taken to the light and set at zero, and locked; it is then placed in position on the paper, ready to take the diagram, and unlocked, run over the diagram, and locked again, when it Can be taken up from the paper without fear of losing its correct registration, and read conveniently in any suitable light. One of the chief uses, however, which mechanical engineers make of the planimeter is to calculate the mean pres-of engine diagrams, particularly on trials, when, of course, very large numbers of diagrams are taken, and have

each to be calculated. When this has to be done the instrument is, as before, set at zero and locked; the first diagram is then put under it, the locking gear opened, the diagram run over, the instrument is locked, and the diagram taken out, and the second diagram is put in place, the instrument unlocked, the diagram run over, and the process repeated as before. In this way ten diagrams are taken, and the decimal point at the last reading is put back one place; by this means it will be seen the liability of clerical errors arising in the addition is greatly lessened, and the otherwise unknown value of the last decimal place is carried forward.

Firth College, Sheffield.—The following appointments made at the Council meeting on the 28th inst. for the Sheffield Technical School:—Professor of Metallurgy and Mechanical Engineering, Mr. W. H. Greenwood; Assistant Professor of Mechanical Engineering, Mr. W. Ripper. Mr. W. H. Greenwood was educated at Owens College, the Royal School of Mines, and University College, London. Obtained the gold medals for metallurgy and for physics and steam in the science and art examinations; is a fellow of the Chemical Society, a member of the Institute, of Mechanical Engineers, and an associate member of the Institution of Civil Engineers. He is the author of a well-known manual on metallurgy, and of a recently published book on steel and iron. He served six years’ apprenticeship at the Gorton Works. He was four years chemist and assistant manager to Sir Joseph Whitworth, engineer to the Abouchoff Stael Works at St. Petersburg, and for the last two years has been engineer and assistant general manager to the Landore-Siemens Steel Company. Mr. W. Ripper, Science Master, and Director of Technical Instruction at the Sheffield Higher Central Schools, associate of the Institute of Mechanical Engineers, and member of the Cleveland Institution of Engineers. He has obtained honours and a medal from the Science and Art Department and from the City and Guilds Institute. He has just been awarded a gold medal for excellent teaching of manual work and mechanical drawing by the Commissioners of the International Health Exhibition,

new

It is worked

On the

id

j; O

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Fig. I

means

may

Captain Ericsson’s Solar Pyrometer, Erected at New York, 1834.

the bore of the tube, a small opening is formed by which the necessary equilibrium of pressure will be established with the external atmosphere. It should be mentioned that the indications of the thermometer during the experiment have been remarkably prompt, the bulb being subjected to the joint influence of radiation and convection.

The foregoing particulars, it will be found, furnish all necessary

FIC I

fll§l

upon

the polygonal reflector is 3130 square inches, as before stated. Regarding the diffusion of the solar rays during the investigation, the following demonstration will be readily understood. The area of a sphere whose radius is equal to the earth’s distance from the sun in aphelion being to the sun’s area as 218'l²to 1, while the reflector of the solar pyrometer intercepts a sunbeam of 3130 square inches section, it follows that the reflector will receive the radiant

heat developed by 3130

218T²

inch of the solar surface. Hence, as the lOin. heater presents anareaof 331'65 square inches, we establish the fact that the reflected solar rays, acting on the same, are diffused in the ratio of 331'65 to 0'0658, or 331-65 0-0658

the diffusion of the rays acting on the 20in. heater being as 673"9 673-9 0-0658

= 10,241 to 1. The atmospheric conditions having proved unfa-

data for determining with absolute precision the diffusion of rays vourable during the investigation, maximum solar temperature was acting on the central vessel of the solar pyrometer. But the deter- ¹ not recorded. Accordingly the heaters of the solar pyrometer did not mination of temperature which uninterrupted solar radiation is j reach maximum temperature, the highest indication by the ther-capable of transmitting to the polygonal reflector calls for a correct [ mometer of the small heater being 336"5 deg., that of the knowledge of atmospheric absorption. Besides, an accurate esti- I large one being 200"5 deg. above the surrounding air. No com-THE TEMPERATURE OF THE SOLAR SURFACE, mate of the loss of radiant heat attending the reflection of the pensation will, however, be introduced on account of deficient Bv John Ericsson    rays by the mirrors is indispensable. Let us consider these points j solar heat, the intention being to base the computation of solar

y , ‘    ‘    , , . r    separately.    ' temperature solely on the result of observations conducted at New

THE power developed by the sun motor, recorded in Mature, Atmospheric absorption.—The principal object of conducting I York during the summer solstice of 1884. It will be noticed that vol. xxix. p. 217, lias established relations between diffusion and ^ jnvestigati₀n during the summer solstice has been the facilities the temperature of the large heater is proportionally higher than energy of solar radiation, which prove that the temperature of t le    afforded for determining atmospheric absorption,    the sun’s zenith    ;    that of the small heater, a fact showing that the latter, owing to

surface of the sun is extremely high. I have, therefore, during    djstance at noon being only    17° 12' at New York.    The retardation    !    its higher temperature, loses more heat by radiation and convection

the summer solstice of 1884, carried out an experimental mvesti- ₀j sun’s rayS jn passing through a clear atmosphere obviously ! than the former. Besides, the rate of cooling of heated bodies gation for the purpose of demonstrating the temperature of tne depends on the depth penetrated; hence—neglecting the curvature increases more rapidly than the augmentation of temperature, solar surface- Referring to the illustrations previously publis e , ₀f the atmospheric limit—the retardation will be as the secants of ; The loss occasioned by the imperfect reflection of the mirrors, as it will be seen that the cylindrical heater of the sun motor, con- zenith distances. Accordingly, an observation of the tempera- ■ before stated, is 0"235 of the energy transmitted by the direct solar structed solely for the purpose of generating steam or expan ing ^ure produced by solar radiation at a zenith distance whose secant rays acting on the polygonal reflector, hence the temperature air, is not well adapted for an exact determination of the amount jg twjce ^at ₀f secant of 17° 12', viz., 61° 28', determines the j which the solar rays are capable of imparting to the large heater of surface exposed to the action of the reflected solar rays. It will    minimum    atm0Spheric absorption at New York. The    result of    will be 200-5 deg. x 1’235 = 247’617 deg.; but the energy of the

be perceived on inspection that only part of the bottom o e    observations conducted during a series of years shows    that the    solar rays acting on the reflector is reduced 0"207 by atmospheric

cyhndncal heater of the motor is acted upon by the re ec e rays,    maxjmum solar intensity at    17° 12' reaches 66°"2    Fah., while at a    absorption, consequently the ultimate temperature which the sun’s

and that their density diminishes gradually towards e si es o    zenith distance of 61° 28' it    is 52°"5 Fah.; hence,    minimum atmo-    '    radiant energy is capable of imparting to the heater is 1*207 x

the vessel; also that owing to the imperfections of the surface of heric absorption at New York, during the summer solstice, is 247’617 deg. = 298‘87 deg. Fah. It is hardly necessary to observe the reflecting plates the exact course of the terminal rays cannot    *    _ 137 _ n.9ft7    rail;w    that this temperature-developed by solar radiation diffused fully

be defined. Consequently, the most important point in the inves-    66 2-52    5-13 7 I-ah., or — - 0 207 of the suns radiant    ten-thousandfold-must be regarded as an actual temperature,

^    accordingly' constructed »ergy -hero the r,ys enter the temetrM atmoephere.    ;    t^XfeleiToFtoe rVfto SeSto'

an instrument of large dimensions, a polygonal reflector-see In order to determine the loss of energy attending the reflection , , ,)roduccgthe °    °y the 8Un rays to the heater»

Fig. 1—composed of a series of inclined mirrors, and provided with of the rays by the diagonal mirrors, I have constructed a special    ¹    \

a central heater of conical form, acted upon by the reflected radia- apparatus, which by means of a parallactic mechanism faces the j The result of the experimental investigation carried out during tion in such a manner that each point of its surface receives an sun at right angles during observations. It consists principally of the summer solstice of 1884 may be thus briefly stated. The diffu-equal amount of radiant heat in a given time. The said reflector two small mirrors, manufactured of the same materials as the sion of the solar rays acting on the 20in. heater being in the ratio is contained within two regular polygonal planes 12in. apart, each reflector, placed diagonally at right angles to each other; a ther- of 1 to 10,241, the temperature of the solar surface cannot be less having ninety-six sides, the perimeter of the upper plane corre- mometer being applied between the two, whose stem points than 298’87 deg. x 10,241 = 3,060,727 deg. Fah. This underrated sponding with a circle of 8ft. diameter, that of the lower plane towards the sun. The direct solar rays entering through perfora- computation must be accepted, unless it can be shown that the being 6ft. The corresponding sides of these planes are connected tions of an appropriate shade, and reflected by the inclined mirrors, temperature produced by radiant heat is not inversely as the dif-by flat taper mirrors composed of thin glass silvered on the out- act simultaneously on opposite sides of the bulb. The mean fusion of the rays. Physicists who question the existence of such side. When the reflector feces the sun at right angles, each mirror result of repeated trials, all differing but slightly, show that the high solar temperature should bear in mind that in consequence of

BOTTEN’S SIGNAL INDICATOR.

The accompanying engravings represent three forms of a apparatus for signalling between deck and elsewhere and the engine-room. It has been brought out by Mr. H. Botten, e-road, Victoria Park, E., and has been fitted in H.M.S.

Temeraire and Euryalus, amongst other large vessels, either mechanically, electrically, or pneumatically, by a step-by-step action determined by the hand actuating an escapement which receives motion in one direction only. Fig. 1 shows the mechanical arrangement, small wheel spindle and outside a dial, not shown, is a pointer, the wheel and pointer being moved by the rocking movement given by hand to the escapement piece pivotted above the wheel. The arm of a lever projecting from the spindle of the escapement lever is connected with the communicating rods by pins, which are fast on the lever arm and loose through the square steel rod, which is guided by passing through square holes in the top and bottom of the case containing the movement.

When the rod is pressed up by the lever, which is worked on a pin at right angles with the rod, the star-wheel is turned by the action of one arm of the escapement lever, a distance corresponding to one half the distance between the teeth of the wheel, and when the rod is pressed down by the action of the lever, the star-wheel is turned another half tooth, and there locked by the pressure due to the weight of the rod. When it is necessary to cause the pointer to pass from one part of the dial to another, it must pass in the same direction as it had previously, as the step movement will not put it back to an indication, though only a step might be necessary for this instead of several. It takes, however, but a few seconds to pass the pointer quite round the dial. The connections between the communicator and indicator are made by steel rods, provision being made for adjustment by means of a right and left-handed screw socket placed so as to occur at some convenient part of the ship, and provided with lock-nuts. Where the communicating rods are required to pass through water-tight bulkheads they are preferably provided with stuffing boxes. The step-by-step revolving

P'

it

"A

>Pj

mSSm

Fig. 2

motion of the star-wheel in the electrical arrangement shown in Fig. 2 is imparted to it by a small electro-magnet. A lever arm projecting from the spindle of the escapement lever is connected by a link to the longer arm of a second lever, the shorter arm of which is connected by another link to the pivotted armature of the electro-magnet. The adjustment is such that a comparatively small movement of the armature shall rock the escapement lever through a considerable arc, so that when the current is passed through the coils of the electro-magnet and the armature is attracted, the starwheel is turned by the action of one arm of the escapement lever a distance equal to half the distance between the teeth ; and when the current is interrupted the counter-weighted armature drops, and the star-wheel, turning another half tooth, is there locked by the weight of the armature. The motive power for the pneumatic arrangement is obtained by using a small vulcanised india-rubber air chamber to compress the air in the tube connecting the communicator and the indicator, one tube sufficing to convey the air to any number of signals.

cium intercepts a pencil of rays of 32'61 square inches section, hence the entire reflecting surface receives the radiant heat of an annular sunbeam of 32'61 x 96 = 3130 square inches section. It should be observed that the area thus stated is O'Oll less than the total foreshortened superficies of the ninety-six mirrors if sufficiently wide to come in perfect contact at the vertices. Fig. 2 represents a transverse section of the instrument as it appears when facing the sun, the direct and reflected rays being indicated by dotted lines. The reflector and conical heater are sustained by a flat hub and eight radial spokes bent upwards towards the ends at an angle of 45 deg. The hub and spokes are supported by a vertical pivot, by of which the operator is enabled to follow the diurnal motion of the sun, while a horizontal axle, secured to the upper end of the pivot, and held by appropriate bearings under the hub, enables him to regulate the inclination to correspond with the altitude of the luminary. The heater is composed of rolled plate iron 0'017in. thick, and provided with head and bottom formed of nonconducting materials. By means of a screw plug passing through the bottom and entering the face of the hub, the heater may be applied and removed in the course of five minutes, an important fact, as will be seen hereafter. It is scarcely necessary to state that the proportion of the ends of the conical heater should correspond with the perimiters of the reflector, hence the diameter of the upper end, at the intersection of the polygonal plane, should be to that of the lower end as 8 to 6, in order that every part be acted upon by reflected rays of equal density. This condition being fulfilled, the temperature communicated will be perfectly uniform. A short tube passes through the upper head of the heater, through which a thermometer is inserted for measuring the internal temperature. The stem being somewhat less than

(§

SSL

Itn ■■Hi

FIG. 2

energy of the direct solar rays acting on the polygonal reflector is reduced O'235 before reaching the heater.

In accordance with the previous article, the investigation has been based on the assumption that the temperatures produced by radiant heat at given distances from its source are inversely as the diffusion of the rays at those distances. In other words, the temperature produced by solar radiation is as the density of the rays.

It will be remembered that Sir Isaac Newton, in estimating the temperature to which the comet of 1680 was subjected when nearest to the sun, based his calculations on the result of his practical observations that the maximum temperature produced by solar radiation was one-third of that of boiling water. Modern research shows that the observer of 1680 underrated solar intensity only 5 deg. for the latitude of London. The distance of the comet from the centre of the sun being to the distance of the earth from the same as 6 to 1000, the author of the “ Principia ” asserted that the density of the rays was as 1000² to 6² = 28,000 to 1; hence^ the

comet was subjected to a temperature of 28,000 x—— =

1,680,000 deg., an intensity exactly “2000 times greater than ihat of red-hot iron ” at a temperature of 840 deg. The distance of the comet from the solar surface being equal to one-third of the sun’s radius, it will be seen that, in accordance with the Newtonian doctrine, the temperature to which it was subjected indicated a

solar intensity of ^ x 1,680,000 _ 2^86,000 deg. Fah.

The writer has established the correctness of the assumption that “the temperature is as the density of the rays,” by showing

practically that the diminution of solar temperature—for corresponding zenith distances—when the earth is in aphelion, corresponds with the increased diffusion of the rays consequent on increased distance from the sun. This practical demonstration, however, has been questioned on the insufficient ground that “ the eccentricity of the earth’s orbit is too small, and the temperature produced by solar radiation too low ” to furnish a safe basis for computations of solar temperature.

In order to meet the objection that the diffusion of the rays in aphelion do not differ sufficiently, the solar pyrometer has been so arranged that the density, i.e., the diffusion of the reflected rays, can be changed from a ratio of 1 in 5040 to that of 1 in 10,241. This has been effected by employing heaters respectively lOin. and 20in. in diameter. With reference to the “low” solar temperature pointed out, it will be perceived that the adopted expedient of increasing the density of the rays without raising the temperature by converging radiation, removes the objection urged.

Agreeably to the dimensions already specified, the area of the lOin. heater acted upon by the reflected solar rays is 331'65 square inches, the area of the 20in. heater being 673'9 square inches. The section of the annular sunbeam whose direct rays act

= 0'0658 sq.

____J___

= 5040 to 1;

to 0"0658, or

CO

CO

QO

the great attraction of the solar mass, hydrogen on the sun’s surface raised to a temperature of 4000 deg. Cent, will be nearly twice as heavy as hydrogen on the surface of the earth at ordinary atmospheric temperatures ; and that, owing to the immense depth of the solar atmosphere, its density would be so enormous at the stated low temperature that the observed rapid movements within the solar envelope could not possibly take place. It scarcely needs demonstratiou to prove that the extreme tenuity can alone account for the extraordinary velocities recorded by observers of solar phenomena. But extreme tenuity is incompatible with low temperature, and the pressure produced by an atmospheric column probably exceeding 50,000 miles in height subjected to the sun’s powerful attraction, diminished only one-fourth at the stated elevation. These facts warrant the conclusion that the high temperature established by our investigation is requisite to prevent undue density of the solar atmosphere.

It is not intended at present to discuss the necessity of tenuity with reference to the functions of the sun as a radiator; yet it will be proper to observe that on merely dynamical grounds the enormous density of the solar envelope which would result from low temperature presents an unanswerable objection to the assumption of Pouillet, Vicaire, Sainte-Claiie Deville, and other eminent .s a rants, that the temperature of the solar surface does not reach

J. Ericsson.

3000 deg. Cent.

THE HEALTH EXHIBITION AWARDS.

The awards of the International Juries to the exhibitors at the Health Exhibition were published on Monday in a supplement to the Gazette. Gold medals have been awarded to the undermentioned exhibitors:—

DIVISION I.—HEALTH. Group I.—Food.

Class 1.—Selected displays of unprepared animal and vegetable substances: James Carter and Co., J. Simon Legrand (France), Pesth Millers and Bakers (Austria-Hungary), Rowland Ward and Co.

Class 2.—Prepared vegetable substances, preserved fruits, &c.: T. W. Beach and Sons; Charles Cabos (Austria-Hungary); Peek, Frean, and Co.; the Government of Siam; J. and J. Colman; Felix Potin (France); C. PrevetandCo.; Joseph Edmunds; Hignett Bros, and Co.; H. P. Vencatachellum (India); Huntley and Palmer; Jules Lombart (France).

Class 3.—Prepared animal substances, tinned meat, &c.: London and Provincial Dairy Company; the Express Dairy Company; Jubal Webb; Welford and Sons; Libby, M’Neill, and Libby (U.S.A.); the Government of Siam; Maltine Company; Christy, Thomas, and Co.

Class 4.—Beverages of all kinds: H. Lovibond and Son; Barreg and Co.; Marchand Freres (France); Begg, Dunlop, and Co. (Indian Tea District Association); J. Meeus (Belgium); J. Palugvay and Sons (Austria-Hungary); P. B. Burgoyne and Co. (Rome); Circolo Enofilo Italiano di Roma (Italy); Thomas Salt and Co.; Williamson, Magor, and Co.

Class 5.—New varieties of food for infants, invalids, &c.: Dr. Carrick (Russia), Mottershead and Co., Savory and Moore, the Government of Si

Class 6.—Cooking practically demonstrated: A. M. Perkins and Son, Pillwuyt et Cie. (France), Gislon and Booer.

Class 8. —Diseases due to unwholesome and improper food, drawings, models, &c.: Pasteur (France).

Class 0.—Practical dietetics: John Moir and Son.

Class 11.—Apparatus and process for conserving, conveying, distributing fresh food: Express Dairy Company, Welford Son, J. and E. Hall.

Class 12.—Machinery and appliances for the preparation of articles in the group : London Guelph Patent Cask Company; F. Allen and Sons; Joseph Baker and Sons; Barnett and Foster; Normandy’s Patent Marine Aerated Fresh Water Company; J. and J. Colman; Siebe, Gorman, and Co.; Crossley Brothers; Express Dairy Company; J. and E. Hall; Hayward Tyler and Co.

Group II.—Dresh.

Class 13.—Collections illustrative of the history of dress, &c.: Edwardo Bossi; L. and H. Nathan; China Imperial Maritime Customs (2); Coran, Cooper, and Sons; Dent, Allcroft, and Co.; Jaeger’s Sanitary Woollen System Company; Mrs. Thomas Steele. Class 14.—Waterproof clothing: J. Mandleberg and Co.

Class 15.—Furs, skins, and feathers : J. Ellwood and Sons.

Class 16.—Dress for sport: China Imperial Maritime Customs.

Class 17.—Life-saving dress: Siebe, Gorman, and Co.

Class 18.—A comparative value of different dress materials for articles of clothing : John Richardson and Co.

Class 19.—Machinery and appliances for the preparation of articles in the group: Singer Sewing Machine Company, Henry Heath, Wheeler and Wilson Manufacturing Company, Pocock Bros., Wanzer Sewing Machine Company.

Group III.—The Dwelling-house.

Class 20.—Dwellings, models, and designs for the same: Robert Adams, Benham and Sons, George H. Birch, Cacheux (France), Joseph Cliff and Son, Decauville (France), Doulton and Co., Improved Industrial Dwellings Company, Wilcock and Co., Willesd Waterproof Paper and Canvas Works, John Hones.

Class 30.—Objects for internal decoration: Societe Anonyme; La Construction Industrielle (Belgium); Burke and Co.; China Imperial Maritime Customs; Collinson and Lock; Starkie, Gardner, and Co.; Joseph F. Ebner and Co. (Austria-Hungary); A. B. Ya Tubouchi (Japan); F. Walton and Co.; N. Haibara (Japan); Wardle and Co.; Jackson and Graham; Jeffrey and Co.; T. Kutsutani (Japan); Warner and Ramm; Wilcock and Co.; S. Yamanoto (Japan).

Class 31.—Baths and washing apparatus: T. Bradford and Co.; M. Ota; Rowe and Co.; F. S. Cleaver and Sons; Clements, Jeakes, and Co.; David Salmond; J. C. and J. Field; J. Tylor and Sons; George Jennings; John Knight and Sons; Shanks and Co.; E. Rimmel.

Class 33.—Machinery and appliances relating to Group III.: Price’s Patent Candle Company; T. Bradford and Co.; Davey, Paxman, and Co.; Galloway and Sons; Simmons and Tullidge; M. Ota (Japan); H. Owen and Co.

Group IIIa.—Ambulance.

Class 31a.—Aid to sick and wounded in war: John Carter, Christoph and Unmack (Denmark), John Furley, Pocock Brothers, T. Robinson and Sons, Toilet (France).

Class 31b.—Aid to sick and injured in peace: John Carter, Christoph and Unmack (Denmark), John Furley, Pocock Brothers, T. Robinson and Sons, Toilet (France).

Group IV.—The School.

Class 34.—Designs and models of improved buildings: J. Bouvard (France), De la Censerie (Belgium), J. Hubert (Belgium), Geneste et Herrscher. Herring and Son, A. B. Reck (Denmark), F. Schaffer, E. Trelat (France), Vandreuer (France), J. Weekes and Co.

Class 35.—Apparatus and fittings.

Class 36.—Special school fittings.

Class 38.—Precaution in schools: M. Chaix (France).

Class 39.—Special apparatus: Oscar Knofe, T. Nordenfeldt, Dr. Roth.

Group V.—The Workshop.

Class 41.—Designs and models for improvements in workshops: Barnett and Foster, Geneste et Herrscher.

Class 42.—Apparatus and fittings: Dubois and Francois (Belgium), J. L. Lakeman.

Class 45.—Sanitary construction and inspection of workshops, factories, and mines: AppertFreres (France); Bickford, Smith,and Co.; Compressed Lime Cartridge Company.

Group Va.— Meteorology.

Class 46a.—Meteorological instruments: L. P. Casella, Negretti and Zambra, Richard Freres (France).

Class 46b.—Diagrams, models, and apparatus: L. P. Casella, Negretti and Zambra, Richard Freres (France).

DIVISION II.—EDUCATION.

Group VI.—Educational Works and Appliances.

am.

and

and

Oil

Class 47.—Creches and infant schools: Frtiulein Heerwart.

Class 48.—Primary schools: J. Curwen and Sons, Chas. de Fauw (Belgium), Emile Deyrowle (France), J. B. Gochez (Belgium), E. Stanford.

Class 50.—Handicraft teaching in schools for boys : Allan Glen’s Institution (Glasgow), Gotz (Germany), Oldham School of Science and Art, Paris Ecole Lemonnier, J. Rigg, M. W. Ripper.

Class 51.—Science teaching : Female Normal School

(Japan),

Normal School (Japan), Allan Glen’s Institution (Glasgow), Auzoux et Montaudon, Gotz, Oldham School of Science of Art, Ecole Lemonnier, J. Rigg, M. W. Ripper.

Class 52.—Art teaching: J. Webb and Son, E. R. Singer, J. Singer and Sons, W. H. Singer, C. P. Slocombe, Webb and Son, Geo. H Birch, L. C. Carnesson (France), China, De Brie (France), Doulton and Co., H. A. Gribble, Lambeth School of Art, Nottingham School of Art, Ecole Lemonnier, E. J. Poynter.

Class 53.—Technical and apprenticeship schools: Female Normal School (Japan), Normal School (Japan), Allan Glen’s Institution (Glasgow), Gotz, Oldham School of Science and Art, Ecole Lemonnier, J. Rigg, M. W. Ripper.

Class 54.—Schools for the blind and for the deaf and dumb: Amsterdam Blind Institution, Association for the Oral Instruction of the Deaf and Dumb (London), Diiren Asylum for the Blind (Germany), Kiyoto Deaf, Dumb, and Blind School (Japan), London School for Training Teachers for the Deaf on German System, Naples Institution for the Blind.

Class 56.—Collective displays: Paysant (France).

10.    Gaseous Fuel, and the residual products of Gas-making.

11.    The Manufacture of Artificial Fuel from Small Coal.

12.    Steam Boiler Furnaces, with reference to Fuel Consumption and to the Prevention of Smoke.

13.    The Principles to be observed in the Laying Out, Construction, and Equipment of Railways in New Countries.

14.    The Theoretical and Practical Effect of Gradients and of Curves on the Speed of Railway Trains.

15.    The Application of the Compound Principle to Locomotive Engines.

16.    Locomotive Performances, with regard to Weight, Power, Fuel Consumption, and Dynamometer Returns.

17.    The Comparative Merits of Straight Axles and of Crank Axles for Locomotive Engines.

18.    The Design and Construction of Locomotive and Carriage Sheds on Railways.

19.    Mechanical Power on Tramways, including Steam, Compressed Air, Electricity, Cables, &c.

20.    The Principles Involved in the Conservation or Improvement of any Tidal River or Estuary.

21.    Descriptions of Recent Graving Docks, Gridirons, and Floats.

22.    Promenade and other Piers; with reference to the Effect of Sea Water on Wrought and Cast Iron Structures, and the best Means of Preserving the same.

23.    The Modern Construction of Marine Engines.

24.    On Built Crank Shafts for Marine Engines, and on the Liability of Crank and Screw Shafts to Fracture.

25.    Vessels for Inland Navigation, with the mode of working them by Stern Wheels, Screws, &c.

26.    The Methods of removing Rock under Water.

27.    Cranes and other Lifting Machinery, employed either in the construction of large works, or for other purposes.

28.    Dredging Machinery for Small Harbours, and for Drainage and Irrigation Canals.

29.    The Ventilation of Sewers, with a summary of Experiments as to the motion, pressure, &c., of gas in sewers.

30.    Filter Presses for Separating Fluid in Semi-fluids, particularly for the treatment of sewage sludge.

31.    Appliances for the Rapid Shipment of Coals, with a comparison of different methods.

32.    Winding Machinery, Expansion Gear, and Balancing Apparatus, and the cost per ton of winding under different conditions and varying depths.

33.    Underground Haulage, especially on the application of compressed air and of electrical power.

34.    The Methods employed in securing Large and Irregularshaped Mineral Workings.

35.    Gold Quartz-crushing and Amalgamating Appliances.

36.    The Manufacture and Desilverisation of Lead.

37.    Electro-motors; their Theory, Practical Construction, Efficiency, and Power.

38.    On Gearing for Dynamo Machine Motors, and other Highspeed Machines.

39.    The Transmission and Distribution of Electricity over Large Areas for Lighting and for Motive Power, including Electric Railways, Hoists, &c.

40.    Electrical Measuring Instruments.

41.    Submarine Telegraph Cables; their Manufacture, Laying, and Repair, including Deep Sea Sounding.

42.    Telpherage, or the Automatic Electrical Transport of Goods and Passengers.

43.    The Measurement of Work by Dynamometers, with descriptions of the Apparatus.

Premiums Awarded.—Session 1883-84.

The Council of the Institution of Civil Engineers have awarded the following Premiums:

Class 21.—Water su

pply and purification: P. A. Maigen; Barnett and Foster; Beck and Co.; Normandy’s Patent Marine Aerated Fresh Water Company; G. T. Blundell and Co.; Quirk, Barton, and Co.; Dr. Cliamberland (France); Coalbrookdale Company; Shanks and Co.; Sharp and Co.; Doulton and Co.; Simpson and Co.; Thomas and William Farmiloe; Glenfield Company (2); John Warner and Sons; George Jennings; George Kent; Lawrence and Co.; Legrand and Sutcliffe; John H. Porter; J. Spencer; J. Tylor and Sons (2).

Class 22

House drains, their construction and ventilation: Banner Bros, and Co.; Birmingham Sanitary Association; Bowes, Scott, and Read; Manufacturers’ and Millowners’ Mutual Aid Association; Capper, Son, and Co.; Native Guano Company; J. and M. Craig; Dent and Hellyer; Doulton and Co. (3); J. G. Stidder and Co.; H. Wadsworth and Son; Geo. Waller and Co.; West Central Sanitary Engineering Company.

Class 23.—Water and earth closets: Washington Lyon; M’Dougall Brothers; Mackey, Mackey, and Co.; F. C. Calvert and Co.; Moule’s Patent Earth Closet Company; Condy and Mitchell; Henry Owen and Co.; Doulton and Co. (2); Durand Claye (France); Geneste et Herrscher (France); George Jennings (2); Sanitary Appliance Company.

Class 24.—Grates, stoves, kitcheners, &c.: Musgrave and Co., David O. Boyd, Brown and Green, Crabtree Brothers, F. Schaffer (Belgium), Deane and Co., Doulton and Co., Steel and Garland, Eagle Range and Foundry Company, Henry Thompson, General Gas Heating and Lighting Apparatus Company, Jameson’s Patent Coking Company, James Keith, Price’s Patent Candle Company.

Class 25.—Ventilators: Treutler and Schwartz (E. C. Beaumont and Co.), C. Kite and Co., Geneste et Herrscher.

Class 26.—Lighting apparatus: Broxburn Oil Company, Daw-Economic Gas Company, George Glover and Co., J. C. and J. Field, Nobel Bros., Price’s Candle Co., W. Parkinson and Co., W. Sugg and Co.

Class 27.—Fire prevention apparatus: Chubb and Son’s Lock and Safe Company.

Class 28.—Materials for sanitary house construction: Candy and Co., Hitchins’ Fireproof Plastering Company, Frederick Jones and Co., William White, Wilkes Metallic Flooring and Eureka Concrete Co

Class 29.—Materials for sanitary house decoration, &c.: Theo. H. Andreas (India); Rotmann, Strome, and Co.; Indestruccible Paint Company; H. Thompson and Co.; Jeffrey and Co.; Willes-den Waterproof Paper Company; W. Woollams and Co.; Yates and Co.; J. Lefevre (Belgium).

Prizes Offered by the Society of Arts at the International Health Exhibition.

Joint Stock Prize, a Society’s gold medal, or £20, for the best example of sanitary architectural construction, Classes 20, 28, 29, 30, 32: Messrs. Doulton and Co.

Shaw Trust, a Society’s gold medal, or £20, for the most deserving exhibit in Classes 41, 42, 43, and 45, relating to industrial hygiene: Compressed Lime Cartridge Company—in Class 45.

North London Exhibition Trust, a Society’s gold medal, or £20, for the best set of specimens illustrating the handicraft teaching in any school—Classes 49 and 50: M. Germain, on account of the Collective Exhibit from Belgian Normal Schools for Women Teachers—in Class 49.

Fothergill Trust, two gold medals, or two sums of £20, one for the best exhibit in Class 27—fire prevention apparatus—and for the best exhibit in Class 26—lighting apparatus: Messrs. Nobel Brothers—in Class 26.

Trevelyan Prize, five gold medals, or five sums of £20, for the best exhibit in each of the following classes—2, 3, 6, 7 and 11—all comprised within Group I, “ Food:” San Jose Fruit Company—in Class 2; Mrs. Charles Clarke, of the School of Cookery—in Class 6 ; M. Pasteur—in Class 7 ; John Moir and Son—in Class 3; Messrs. J. and E. Hall—in Class 11.

The “ Siemens ” Prize, a Society’s gold medal, or £20, for the best application of gas to heating and cooking in dwellings— Class 24 : Thomas Fletcher, for articles shown by Messrs. Deane and Co.

The “ Stacy ” Prize, a Society’s gold medal, or £20, for the best exhibit in Class 30—objects for internal decoration and use in the dwelling, fittings and furniture: Messrs. Collinson and Lock.

For Papers Read at the Ordinary Meetings.

1.    A Watt Medal and a Telford Premium to Sydney Walker Barnaby. Assoc. M. Inst. C.E., for his paper on “ Hydraulic Propulsion.”

2.    A Telford Medal and a Telford Premium to Samuel Bagster Boulton, Assoc. Inst. C.E., for his paper on “ The Antiseptic Treatment of Timber.”

3.    A Telford Medal and a Telford Premium to William Foster, M.A., F.C.S., for his account of “Experiments on the Composition and Destructive Distillation of Coal.”

4.    A Telford Premium to William Tregarthen Douglass, Assoc. M. Inst. C.E., for his description of “ The New Eddystone Lighthouse.”

5.    A Telford Premium to James Atkinson Longridge,* M. Inst. , for his paper on “ Wire-gun Construction.”

6.    A Telford Premium to William Hackney,+B.Sc., Assoc. M. Inst. C.E., for his paper on “ The Adoption of Standard Forms of Test-pieces for Bars and Plates.”

7.    The Manby Premium to George Henry Stayton, Assoc. M. Inst. C.E., for his paper on “ Wood Pavement in the Metropolis.”

For Papers Printed in the Proceedings without being Discussed.

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THE INSTITUTION OE CIVIL ENGINEERS.

The Council of the Institution of Civil Engineers invite original communications on any of the subjects included in the following list, as well as on other analogous questions. For these, if approved, they will award premiums, arising out of special funds bequeathed for the purpose

1.    Improved Instruments for Surveying and Levelling.

2.    Machines and Measuring Apparatus for Testing Metals, and the Equipment generally of Mechanical Laboratories.

3.    The Mechanical Properties of Cold-rolled Metal, as compared with Hot-rolled Metal, and on the cold-rolling of iron shafting, as practised in America.

4.    The Effect Produced on Steel by Tempering in Oil and in Water.

5.    The Manufacture, Strength, and other Properties of Castings of Malleable Cast Iron and Cast Steel.

6.    The Thermic Properties of Metals commonly used in the Arts, especially with respect to Conductivity and Diathermancy at high temperatures.

7.    The Manufacture of Steel-faced Armour-plates.

8.    Ironfoundry Practice as regards Melting, with results obtained from various forms of cupola, pressures of blast, &c.

9.    The various Systems of Brick-making by Machinery.

1.    A Telford Medal and a Telford Premium to Thomas Andrews, Assoc. M. Inst. C.E., F.R.S.E., for his paper on “ Galvanic Action between Wrought Iron, Cast Metals, and various Steels, during long exposure in Sea-water.”

2.    A Telford Medal and a Telford Premium to Francis Colling-wood, M. Inst. C.E., for his paper “On Repairing the Cables of the Allegheny Suspension Bridge at Pittsburgh, Pa., U.S.A.”

3.    A Telford Premium to James Henry Apjohn, M.A., M. Inst. C.E., for his note on “The Area of Sluice-opening necessary for the Supply Sluice of a Tidal Canal.”

4.    A Telford Premium to Thomas Gillott, M. Inst. C.E., for his paper “ On the Basic, Open Hearth, Steel Process.”

5.    A Telford Premium to James Willi

am Wyatt, Assoc. M. Inst. C.E., for his communication “ On the Art of Paper Making by the Machine, as exemplified in the Manufacture of High-class Writings and Printings.”

6. A Telford Premium to William Santo Crimp, Assoc. M. Inst. C.E., for his account of “ The Wandle Valley Main Drainage.”

For Papers Read at the Supplemental Meetings of Students.

1.    The Miller Scholarship to Alfred Richard Sennett,+ Stud. Inst. C.E., for his paper on “ The Electric Light.”

2.    A Miller Prize to Peter Chalmers Cowan, Stud. Inst. C.E., for his notes on “ The New York, West Shore, and Buffalo Railway, and the Methods used in its Construction.”

3.    A Miller Prize to Walter Osmond Rooper, Stud. Inst. C.E., for his account of “ Emery Wheels, and Emery-wheel Machinery.”

4.    A Miller Prize to Richard Moreland (tcrliua), Stud. Inst. C.E., for his paper on “ Constructional Ironwork for Buildings.”

5.    A Miller Prize to Edward Woodrowe Cowan, Stud. Inst. C.E., and a Miller Prize to James Fawcus, Stud. Inst. C.E., for their joint paper descriptive of “ A Light-draught Launch.”

Eugene Bourdon.—The death is announced of M. Eugene Bourdon, whose name is everywhere known as that of the inventor of what is generally considered the simplest and the best pressure and vacuum gauge. This, however, was not his only invention, though others, such as numerous applications of steam jets, were not so generally known, nor were other things which were turned out from his engineering works in the Rue de Faubourg-du-Temple. He died on the 29 th ult. from cerebral congestion, at the age of seven ty-His engineering works will be carried on by his two sons.

SC'Vi I l.

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J Has since been elected an Assoc. M. Inst. C.E.

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THE SCIENCE AND PRACTICE OF ENGINEERING.

An interesting lecture on “The Science and Practice of Engineering” was delivered by Professor Kennedy—University College, London—on the 24th October, the occasion being the inauguration of the Crewe Scientific Society. Mr. F. W. Webb presided.

Professor Kennedy said he was very glad to have an opportunity of putting before younger engineers some of the ideas which ten years’ experience in combined academical and professional work had brought specially to the front in his own mind. He was rather assuming that those who heard him were engineers, or directly interested in engineering matters, and he would make no apology for being somewhat technical. The subject he had chosen was brought into prominence by his special work; and he hoped it was not too well worn to be worth a little consideration. The views held upon it were exceedingly divergent, so divergent indeed that it was hardly to be doubted that the true view must lie between the extremes. They must endeavour to find where. On the one hand, there was the man who prided himself on being practical, who uld barely hear it said that there was any science of engineering, and who would condemn beforehand any propositions or schemes in the devising of which he imagined that scientific method, or, worst of all, mathematical calculation, had been employed. On the other hand, the man of science pure and simple, and especially the thematician, was prone to find out that because so much engineering work could be done, or at any rate was done, without calculation—and in particular because so few engineers were really able to solve, or even to comprehend, mathematical problems, which to him were quite simple, engineers were mere empirics, that no science worthy of the name existed in engineering, and that engineers could only be considered scientific men by a stretch of courtesy. It was right to say that such extreme opinions were not held by first-rate men, either as engineers or men of science. But fourth-rate men were much more free of their opinions, much more dogmatic, more positive that they only had the truth—in engineering as in other matters—than those of the higher ranks. In what he had to say they would understand him to be using the much-abused word “ scientific ” in the very widest possible sense. Let “ science,” if they liked, include all the exact knowledge, and let “ scientific ” mean the method of arranging, comparing, reasoning on, and applying such knowledge. Moreover, it did not follow that if they did a thing that had been done by some scientific forerunner, they, too, were necessarily scientific. Whether it. be scraping up a slide face, or drawing a stress diagram, the work might be scientific or unscientific, according to the spirit and method in which it was done. In both cases the methods of procedure had been invented for them. They had not anything original to do, anything novel in the way of scraping or of girder stress diagrams. If they did either just as and because they had been told to do it in a particular way, without knowing or caring anything as to the why or wherefore, their work was no more scientific in the one case than in the other. But in both cases equally the work might surely be thought scientific if it was carried out with a knowledge of the meaning of what was done. Of why, for instance, scraping in this case was to be preferred to planing; of why it was an improvement on the old grinding process; of why the scraper was not ground like a cutting tool, and so forth. Not, of course, that these should be leading ideas in one’s mind at the time, when one’s only idea should be to make the surface as true as possible, but that they should be only absent because they were laid up in a corner of one’s brain, duly labelled, and capable of being brought down to explain themselves whenever called for. He mentioned as examples of engineering work more or less familiar to them the two very different things, scraping a surface and drawing a stress diagram. He chose them because the latter belonged to the class of work frequently called scientific, when the former was called mechanical. To this he objected. On the whole, the drawing of the diagram was much the easier of the two things. It was just as easy, moreover, to do it unscientifically, or as one might say, by Molesworth. One was bound to say that the actual problems with which a workman was daily brought face to face were in not a few cases more complex and difficult than those to which the name of scientific was sometimes alone given. Thus no engineer need be a mere tradesman or handicraftsman. In every grade, in every branch of their work, they handled materials and carried out operations which gave them plenty of food for thought, and plenty of opportunity for scientific method. They had the proud distinction of belonging to the profession which of all others was par excellence scientific. And no profession of the delights of ignorance on the part of unworthy members of it could alter what appeared to be the plain facts of the case. He was sometimes amused with the zeal with which an enthusiastic physicist would proceed to throw all their mechanical units to the winds, and to improve upon all the ideas of engineers by expressing them in terms which were unintelligible except to a very select few. He had occasionally come down heavily upon such improvers of mechanics by suggesting that for every mechanical calculation they had to make outside an examination paper, engineers had to make twenty. So it was hardly fair to improve mechanics out of sight of the few people who definitely and positively knew it and use it in their every-day life. But to come now more to particulars, and deal with things that were more present to their minds than some of these general considerations, let them work then¹ way to the definite question of engineering calculations. How far and how often could an engineer arrive at definitely valuable results by calculation? To what extent could calculated results be taken to represent actual facts, and trusted in design and construction? These questions concerned all of them in different degrees, and on their answer to them depended to a great extent their method of work. It happened to be his good fortune to be at the head of a laboratory where they had special facilities for making inquiries into this very matter, directly and indirectly. He was, therefore, all the more ready to take that opportunity to speak about it. In the first place, he said that an engineer could never expect to arrive at valuable or trustworthy results by means of calculations taken from books, calculations which he did not understand, “rules,” so called, from pocket books, &c. Pocket books, &c., were all very well to remind them of formal facts which they forgot or did not carry in mind, and to give by tables the results of long arithmetical calculations. This was their legitimate and very important function. But directly it came to taking up a formula which one did not understand, a’s and b’s and c’s, putting in values and calculating results ely by rule of thumb—as far as oneself is concerned, the result was worth absolutely nothing, and few, if any, sensible men would trust such a result. In his mind, that definitely put an end to the idea of certain mechanical engineers about universal engineering dimensions all ready calculated. There was plenty of engineering work to be done without actual formuke—the object of so much dread and scorn—done well, and done scientifically. From his point of view it was a great advantage to a man if he could follow the reasoning, physical or mathematical, on which other parts of engineering work, and especially design, depended. Fortunately for most of them, there was for the most part no necessity that a man should be a great mathematician in order to be a fairly competent engineer. He had, or had had, the pleasure of knowing personally some of the greatest mathematicians of our time. With one exception, not one of them would make his mark as an engineer, even if he confined himself to the scientific side of his work. He had also the pleasure of knowing some of our greatest, most original, and longest-headed engineers, and so far as his knowledge went hardly one of them had such aptitude for mathematics as would place him in even the second or third rank of mathematicians if he devoted himself to that most fascinating subject. But all the same there were engineers in plenty—not certainly as many as could be wished—who had succeeded in grasping thoroughly the science, mathematical and physical, of their profession without having lost the peculiar bent of mind which specially adapted them to be engineers. And into this class they doubtless wished

to enter so far as circumstances allowed. The late Professor Rankine long ago pointed out that the so-called discrepancies between “ theory ” and “ practice,” between results theoretically best and those practically best, did not exist, could not exist, if only the theory were right. He feared they got into rather a slovenly way of talking on this subject sometimes. They said that a certain system of levers should theoretically enable them to lift 1000 lb. with 10 lb. pressure, but that practically it only enabled them to lift 500 lb. This simply meant that the theory was wrong, or at least incomplete. A complete theory would take into account all the friction at all the joints, giving to each its proper coefficient; all the variations from accuracy in the length of the levers, and so on. But if one chose to take the theory on an ideal combination of frictionless rods, and apply it to an actual combination of frictional ones, of course the results would show a discrepancy. This reason was not to be sought in any fault in the theory, but in themselves, for expecting it to apply to a set of conditions for which it was by no means adapted. It happened in many cases that their engineering problems were terribly complex, both mathematically and physically. Even to state them in any exact form was very difficult. So they contented themselves with an approximate representation of them by some theory or formula. The science of an engineer was not only shown by his knowledge of the best working theory formulated or unformulated—very often the latter—but by the accuracy of his estimation of the extent to which his theory probably represented the actual case, of the extent to which he might trust his assumptions, and of the points in which the actual results would probably differ most from those given by the approximate theory. He had used the expression “unformulatedtheory.” He had known men—he dared say they all had—who had wonderful physical insight with very little mathematical knowledge. The exact process of reasoning by which they arrived at their results they had difficulty in putting into words, probably for want of familiarity with scientific terminology. But they had wonderfully accurate and correct notions as to where a given piece of machinery would give way, how best it ought to be strengthened, and so on. Of course such kind of knowledge was dangerous, because it was mainly based upon experience, and that within a certain limited range. It was, therefore, apt to give extraordinary results when applied outside that range. In itself it was to be respected, and within certain limits trusted. But the man possessed of this talent ought, if he had a right knowledge of himself, to be the first to mistrust his own judgment applied to matters beyond the range of his own experience. Then must step in some one who could give reason for the faith that was in him, who was capable of tackling a new problem, of seeing through it, and getting at its real meaning. But even here, results did not always presuppose actual formulae. He rather insisted on this idea, because he would not like them to think that they were altogether shut out from the scientific side of their work by being bad mathematicians. Within certain limits, no doubt, the better capacity one had for mathematical reasoning, the better would one be able to work at the science of engineering, he should like them to believe that a little mathematics, if only it be sound and accurate as far as it went, might go a long Also that much mathematics misapplied might go short a way. He would now ask them to look at the different sets of considerations which go to determine the dimensions of an engineering structure or machine, and see how far they were subjects for calculation; and then he would say a few words about the calculations themselves. (I.) One set of considerations which they had to keep in mind was the architectural or aesthetic considerations. These considerations referred to form generally, and were very important. What was the criterion of beauty in engineering affairs ? Or was it necessary to have one ? He was not competent to lecture on art; and however enthusiastic he might be on the subject outside his profession, he did not think that art took a very important place in engineering as generally understood. But at least in structural engineering the point of view occurred often enough to be pretty important. As to machines, he thought most of them would be disposed to use the word ugly to describe anything ill-proportioned; and they would consider a thing ill-proportioned if its different parts were unequal in strength, or in wearing resistance; if, in fact, its metal was put in the wrong place. Sometimes metal had to be used for its own sake for weight and mass only, but that was seldom. As a general rule, uniformity of strength throughout the whole machine, absence of superfluous material everywhere, was the thing to be aimed at. And obvious departure from this rule was always ugly. In the case of structures also, he believed that the true beauty of an engineering structure was to be found in the fitness of each of its parts to do its own particular work. He really believed that in time, as one learned to judge of engineering structures by proper standards, they would come to think those structures the most beautiful which were designed and proportioned from an engineering point of view. Recently he had an opportunity of seeing the large suspension bridge between New York and Brooklyn; and it appeared to him that it was singularly graceful, indeed handsome in a way that such structures seldom could be. In regard to cast iron columns for rooms, it was quite a mistake to attempt too much ornamentation. He believed that surface decoration would be much much more effective than mouldings.    (II.) The next set

of considerations determining the dimensions of structures and machines were considerations of duration—of resistance to wear. He supposed that none of them had gone further into this matter than to gather from their own experience and other people’s certain constants. But if they wanted to know how little they really knew about that matter, let them look up Mr. Towers’ experiments, and see how an axle floats in oil and causes actual fluid pressure there at its centre of nearly double the nominal pressure. Much interesting work remained to be done here, and the results were of that pleasing kind which had a direct relation to practical work as well as a high value in pure science. (III.) Now he came lastly to the principal set of considerations, viz., considerations of strength. Here calculation and the application for exact scientific formulae and reasoning came in frequently. Here, therefore, of places, it behoved them to know what they were doing in applying formulae—for here of all places might a misapplication of calculations have disastrous results. Much trouble would be spared if engineers always kept in view that their results could not possibly be more accurate than their data. Now their data were ordinarily conditioned by three things:—(1) Theaccuracy with which the forces causing stress is known. (2) The accuracy with which the stress caused by the forces is known. (3) The accuracy with which the resistance of materials to stress is known. The engineer had first to see that he thoroughly understood his own problem—that he knows what question he has to ask, why he has to ask it, and what data he has to go upon. He had then carefully to examine his data, and to make up his mind as to how far they are certain, and how far the maximum forces are known. Next, he had to find some representative problem which can be put into a simple form, and which shall be as near as possible to the problem he wants, actual problems, taken in their completeness, being in almost every case too complex to deal with. Then he had to get his data put in the representative problem, and work out an answer. Lastly, he had to remember that the answer is to the representative, not to the actual problem; and he had to exercise his own judgment as to its application. But their society was called a scientific, not an engineering society. He had been taking for granted, as he supposed he might fairly do, that practically they were all engineers, and that it was an engineering science that they had chiefly to do with. This, however, he hoped, was not altogether the case. But even if the science of engineering in its various aspects was the only one which they proposed to discuss in their society, he hoped they would individually give more or less attention to the other branches, especially those of natural science. An engineer was a man more or less trained to habits of accurate observation, more or less compelled to'look into and around things that presented th selves to him. It was the very frame of mind for any science, not only that of their profession. For himself, he confessed he thought the principle a good one to know all about something and thing about everything. Nothing increased one’s enjoyment in life, made life so much worth living as the gathering in of knowledge of all kinds about the world we live in, and the educating oneself to appreciate and understand it, and all the beauties it contains. And not only the physical world but the world of men, the writers and thinkers, the musicians, the painters, the poets, the architects of the past and of the present. Their profession, with all its fascinations and interest—in enthusiasm about which he himself would yield to no one—was essentially in the aspect most familiar to them, a modern one. But they themselves were not modern. He urged them not to allow their profession to separate them from the ancient universe all around; nor to work and learn as if no one had worked and learnt before them, or as if their little speciality were the great domain of nature itself. Let them try and keep touch with nature, and with their fellow-men, and not only with nature and the men of to-day but with those of all time, know the more they knew how little they knew. In one’s own profession one might know much, perhaps be only too conscious of that fact. But let them listen to the musician, hear what the violins say “riding the stormy symphony in royal orchestras,” or tenderly telling of all that is beautiful in the lovely quartett. Where had they got the ideas that were to be put alongside these, where in their sphere could they turn for similar means of helping, encouraging, ennobling others. Or let them see how the poet weaves out of his own brain the thoughts that somehow seemed to have been made especially for us too, who lived centuries after him; how he not only sums up our wishes, our desires, our aspirations, but in doing so raises them and us together into higher regions than they would otherwise have ever entered. Or to come back once more to what folk called science, let them take a country walk with any one who knew the flowers, the stones, the rocks, the trees, the insects, all the pictures that nature ever put before us, and see how desperately ignorant they would find themselves if they had not looked at those subjects. They would see how one man could live in the same universe with another seeing the same things and yet knowing nothing about them, in fact seeing them not at all. He did not speak as a biologist or a geologist, he only knew enough of those things to know how fascinating they are, how much one may long to know more. But he knew even a small knowledge of them added to one’s interest in life. Everything one sees or touches was full of life and interest, and yet more and more full of interest as one got to know more and more about it, and one saw how great everything is, and how wonderful, and how beautiful, and how no work in nature was scamped, but was as exquisite in its minutest microscopic detail as it was grand in its mountain outlines. And one learned, or one tried to learn, how little one is oneself; how insignificant as compared with the vastness of nature, how ugly sometimes as compared with the beauty of nature. One got peeps into a world grander than the Alps that some of them loved, more beautiful than fairyland. One was awed into modesty and sobriety of opinion, one was constrained to try to make one’s work worthy of its place in the universe, worthy to follow on the good that had gone before, worthy to be looked upon by our successors as something which, being the fittest, had survived to them. And perhaps after the end there might be spoken of them in some small measure the noble words of Marcus Aurelius, which had recently been applied to that greatest of men of science, greatest of Englishmen, he would say—Charles Darwin —words which perhaps expressed the character of an ideal man of science:—“Remember his constancy in every act which was conformable to reason, and his evenness in all things, and his piety, and his serenity of countenance, and his sweetness, and his disregard of empty fame, and his efforts to understand things; how he would never allow anything to pass but carefully examined and clearly understood it, how he bore to be blamed unjustly without blaming others in return, how he did nothing in a hurry, how he was not given to reproach people, how firm he was in friendship, how tolerant he was of freedom of speech, how religious he was without superstition, and how it were to be wished, when the last hour comes, to die as he died.”

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

(From our own Correspondent.)

On ’Change in Birmingham to-day—Thursday—and in Wolverhampton yesterday, ironmasters’ reports showed that the purchases which consumers made a few weeks before the quarterly meetings have met their current requirements, and they do not appear willing to purchase much beyond.

Sheet makers of all descriptions, however, are mostly full of work, and many of them are pressed to execute orders with rapidity. Some few of them, in fact, assert this week that they have not been so pressed as now since the flourishing times of 1873. Prices in this branch keep firm at £7 upwards for singles, £7 10s. for doubles, and £8 10s. for lattens.

A fair demand continues to be expressed for medium and common class bars, but makers complain of the severity of competition from other districts, particularly where Australian and other shipping orders are concerned. Some impetus is noticeable in the demand for angles and tees, inquiries having been received for heavy quantities for bridge and roofing work. Business in tire, and especially shoe iron, continues of a satisfactory character. Rivet iron is not being disposed of rapidly, and the demand for chain iron is without vigour.

Prices of marked bars remain at £8 2s. fid. to £7 10s. and £7. Medium qualities are £6 10s. Prices of second and third-class finished iron are in some cases 2s. 6d. per ton lower than a few weeks ago, and common bars are now selling at £5 15s. Common angles of ordinary sizes are £6 at works, and tees £615s. Common coopers’ hoops are £6, and somewhat better qualities £6 5s. to £6 10s. Gas and nail strip, both of which are in rather better request, are £5 15s. to £5 17s. fid. Steel tin bars, blooms, and billets, are offered by the Blaenavon Company at £5 15s. per ton delivered into this district.

The current quotations of Messrs. Wm. Barrows and Sons for hoops are from 14 to 18 w.g., £8; best hoops, £9 10s.; best matched slit rods, £9 10s.; second best, £8 15s.; double best charcoal slit horse nail rods, £lfi 10s.; and double best rolled ditto, £18. Strip, fender, and plough plates, to 14 w.g., are £9; and best ditto, £10 10s. Plating bars are £8; best ditto, £9 10s.; double best charcoal, £16 ; best angle and rivet iron, £9 10s.; and double best, £10 10s. Sheets to 20 w.g. are £9; 21 to 24 w.g., £10; and 25 to 27 w.g., £12.

The full quotations of Messrs. E. Wright and Son are:— Monmoor crown bars of gin. to 3in., round and square, or to fiin. flat, £7 5s.; best £8 5s.; double best, £9 5s. Rivet iron of usual sizes is £9 to £10, according to quality; angles to 8in. are £7 15s. for ordinary, £8 15s. for best, and £9 15s. for double best. Tees are quoted £8 5s., £9 5s., and £10 5s., according to quality. Hoops from 16 to 19 w.g. are £7 10s.; 20 w.g. of gin., £8 5s.; and 20 w.g. of fin., £9. The Wright qualities of this firm are 10s. per ton under the above rates.

The new galvanised sheet works of the Wolverhampton Corrugated Iron Company have made a satisfactory start, and the pany is pressing forward the work of completing other portions of the works, so that they may get as quickly as possible into full activity. The proprietors’ main object in the new erection has been to secure greater railway and canal facilities. At date the firm’s orders are fairly numerous.

The Bristol galvanised sheet makers, it is understood hereabouts, are very busy, largely on work for the colonies. Messrs. John Lysa,glit and Co., whose sheet mills are in Wolverhampton, are credited with having three months’ work in hand, and they are

now producing over 2000 tons of sheets monthly, besides other work. The Redcliffe Galvanised Company, of the same city, is understood to be producing 1000 tons of sheets every month, and it is now making a considerable addition to its already extensive works.

Prices of common brands of galvanised sheets are about £12 5s. and £12 10s. per ton, delivered Liverpool, for 24 gauge packed in bundles; while for the Sun and Blackwall brands £1410s. is quoted, packed in cases, and £16 for 26 gauge.

While wire rod makers from Shropshire speak of better sales, they complain that prices are largely profitless. Common fencing rods were quoted £6 7s. 6d. to £6 10s., delivered Liverpool; screw rods, £7 5s.; and charcoal rods, for best screw making, £11, Liverpool.

oor.

section of the Wolverhampton Exhibition closes to-day—Friday. During the five months that the Exhibition has been open, it has been visited by considerably more than a quarter of a million of people, and the receipts have been moro than £12,000. After the discharge of all expenses there will be a balance left of over £2000, which will form the nucleus of a fund to purchase pictures for the New Art Gallery, which has already received numerous handsome gifts. The Art section of the Exhibition is to remain open for three months longer.

To-day—Thursday—the South Staffordshire ironmasters signed an agreement with their operatives promising to defer their claim for a reduction in wages until Dec. 1st next. This decision has been come to owing to Dr. Watson having notified that he will give his decision relative to the northern ironworkers’ wages during that month. Staffordshire puddlers’ wages will therefore remain at 7s. 3d. per ton for the present.

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condi-

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The Engineer Surveyor-

(From our own Correspondent.)

A FAIR amount of business has been done in Cleveland pig iron during the past week, and the tone of the trade has been somewhat steadier and more cheerful. At the market held at Middlesbrough on Tuesday last, 36s. 3d. per ton was the lowest price accepted by makers for No. 3 g.m.b. for prompt delivery. Some who are well off for orders will not accept 36s. 6d. per ton. Merchants are doing all they can to bring prices down, and offer No. 3 at 36s. for prompt and 3d. per ton less for forward delivery. Their sales are, however, mainly for small quantities, as they are not themselves well bought.

The demand for forge iron is almost equal to the quantity produced, and quotations are resolutely maintained in consequence. Makers’ price may be taken as 34s. per ton, and that of merchants 3d. less. Warrants are nominally 36s. per ton.

On Monday last Messrs. Connal and Co.’s stock of pig iron at Middlesbrough amounted to 53,509 tons, being a decrease of 129 tons. At Glasgow they had on the same day 508,962 tons, or a reduction of 574 tons for the week.

Exports from the Tees are proceeding at a fairly satisfactory rate, but are behind those for last month. Up to Monday night 73,188 tons of pig iron had been sent away, as against 81,621 during the same portion of September.

Finished iron manufacturers are no better off for work than they were a week ago, and prices are unchanged. Ship-plates are quoted at £5 per ton; angles, £415s.; and common bars, £5 2s. 6d., all on trucks at makers’ works, cash 10th, less 24 per cent.

It is reported that Messrs. Jones’ Bros, rolling mills at Middlesbrough are to be restarted next week, but only in order to work off some small orders which have accumulated, and which may not be placed elsewhere. This will be some relief to the workmen, who have done but little this year. Last week they issued appeal to the charitable for help.

Messrs. Dorman, Long, and Co., of the West Marsh and Britannia Works, Middlesbrough, are now making rolled joists in large quantities. They have this week set to work twenty puddling furnaces, which have been some time idle. About 1700 hands are

persuaded. But one or two

seem

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Deliveries in crude metal are proceeding steadily in respect of current contracts, and native prices are fairly kept up. Best mine pigs are quoted at from £3 to £3 7s. 6d. per ton; part mine, £2 5s. to £2 2s. 6d.; common, £117s. Od. to £2. Cold air pigs average about £4 5s. to £4 per ton, but there are no sales. An additional furnace is to be blown in at Bilston, making the number in blast in South Staffordshire 32. I’igs from outside districts remain very quiet, and prices are drooping. Hematites from South Wales and the west coast are 55s. delivered, but the Blaenavon Company is quoting 59s. for special hematites delivered to works, and 50s. for hot blast pigs. Chilled roll makers hereabouts are buying cold blast pigs from the same firm, for which they are giving as much as £6 per ton on trucks ; and it is understood that the company has just obtained one order for Japan for this high-class iron at £6 10s. per ton on truck. Leicestershire, Northamptonshire, and Derbyshire pigs are weak. Good Leicestershires are 42s. 6d. delivered; Derbyshires rather less; and Northampton, 41s. to 40s. at stations.

The bridge, girder, and roofing trades are well employed, and have a good prospect of continuing so.

Certain of our constructive engineers are securing a portion of their supply of wrought iron girders from the Britannia Ironworks, Middlesbrough, of Messrs. Dorman, Long, and Co., and much satisfaction is expressed that this firm should have entered with so much spirit into competition with the Belgians in this description of iron manufacture.

The heavy ironfounders are by no means busy, and they almost envy the Glasgow ironfounders, who are this week announced as having secured contracts amounting together to some 30,000 tons of pipes and coarse castings.

The railway fastenings trade is tame at date.

The heavy chain trade is very p

The machinery and industrial

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

Manchester.—Business in the iron trade of this district continues to move on in a hand-to-mouth fashion, with prices not actually any worse, but with a weak tone generally in the market. On the one hand, the present requirements of consumers, beyond what they have already bought, are only very limited, and the prospects of trade in the immediate future are so small that low prices lose much of their inducement to enter into long forward engagements of any weight; whilst, on the other hand, makers do not see any advantage in committing themselves to large forward deliveries at prices which are unremunerative and are scarcely likely to go any lower. There is, therefore, no great anxiety on the part of makers to sell beyond what will keep their works going a moderate distance ahead, and consumers, as a rule, are content to cover simply their actual requirements. A good deal of the business doing is consequently confined to deliveries over the next three or four months, and although there are both buyers and sellers to be found who are prepared to enter into transactions at current rates extending well over next year, the long forward sales that are being made are not of any very large weight.

The attendance on the Manchester Iron Exchange on Tuesday was below the average, and there was only a small inquiry reported for either pig or finished iron. In the pig iron trade especially business continues very dull. Lancashire makers report new orders coming forward very slowly, and although they are still firm at their quoted rates of 41s. to 42s., less 24, for forge and foundry qualities delivered equal to Manchester, the output is gradually overtaking deliveries, and there is more anxiety to secure new business. For district brands the inquiry has been so small that prices have scarcely been tested. Nominally Derbyshire brands are quoted at 42s. 6d. to 43s. Gd., less 24, for forge and foundry qualities delivered here, and Lincolnshire at 41s. 6d. to 42s. 6d., less 24; but as regards the last-named brand there are sellers who would entertain anything like good offers at Gd. under the quoted rates. The low prices at which Middlesbrough iron is now being offered have brought forward a few buyers of foundry qualities in this district, chiefly for forward delivery, and the average basis on which sales have been made has been about 43s. lOd. to 44s. 4d. net cash, delivered equal to Manchester. The recent upward movement in Scotch warrants has had no material effect upon the market here, as it is regarded more as the result of speculation than of any real increase in the demand, and the price at which makers’ iron can be bought shows no material advance.

Hematites continue bad to sell, and for the various brands prices y irregular, sellers in some cases being open to take extremely low prices. For good ordinary qualities of foundry hematite delivered into this district prices average about 52s. 6d. to 53s. 6d., less 24 per cent.

In the manufactured iron trade a fairly steady tone is maintained. With the orders they have in hand makers in most cases are kept going, and maintain their prices at late rates; but with the exception that sheets are in fairly good demand for shipment, the new orders giving out arc only small, and these are competed for very keenly by merchants, who in some cases show a disposition to bear the market, notwithstanding that prices are already so low that they leave little or no margin of profit to makers. For delivery into the Manchester district quotations for good qualities of bars remain at £5 12s. 6d.; hoops, £6 2s. 6d.; and sheets, £7 2s. (id. to £7 5s. per ton; and it is only in exceptional cases that for good specifications under these figures is being taken.

There is no material change to report in the condition of the engineering trades. Reports from nearly all branches still show a falling-off in the weight of new work coming forward, and where firms are kept busy it is chiefly on foreign work.

I have once or twice recently referred to the activity shown in the French shipbuilding yards in laying down new plant of the most modern type, a considerable portion of which has been obtained from this district, and there are still large orders being executed here. Messrs. Hulse and Co., of Manchester, are at present constructing, for one of the leading shipbuilding yards in France, two exceptionally large tools for marine purposes. One of these is a very large vertical and horizontal planing machine, to plane 21ft. 6in. horizontally and 17ft. 6in. vertically, weighing about 85 tons, and the other a large drilling, tapping, and shedding machine for marine cylinders, &c., with two drilling heads, and commanding a surface of 10ft. vertically and 16ft. horizontally, this machine weighing altogether about 45 tons.

I may add that Messrs. Hulse are carrying out a considerable extension of their works, and although the new buildings are not yet completed, one or two special features are being introduced that it may be interesting to notice briefly. Plant is being put down for driving the whole of the works by means of ropes. The power will be transmitted through eight ropes, and distributed over three pulleys to the different portions of the works. One of Messrs. Daniel Adamson and Co.’s steel boilers has been put down, and in connection with this a novel arrangement has been adopted of introducing an exhaust injector into a Green’s economiser, by means of which practically boiling water will be passed into the boiler. Another feature in the new plant that Messrs. Hulse have laid down at their works, is a specially designed overhead travelling crane, embracing several improvements upon the ordinary type of crane in use. One of the special objects Messrs. Hulse had in view was to construct a crane that would have command of its work, as close to the wall on either side of the shop as possible, and in the crane they have designed they are able to get within 3ft. of the wall on one side and 3ft. Gin. on the other. The crane, which has a span of 30ft., and is constructed for lifting 25 tons, is driven by ropes running along one side of the shop, and the driving head being a fixture at one end of the crane, cross driving is dispensed with. The gearing is, in the main, of the ordinary type, but one or two special features are introduced worth noticing. Each motion has its own separate clutch, and in the cone acting upon the bevel gear a form has been adopted by which it expands into another cone, which enables it to be kept in gear without the pressure required in cones of the ordinary shape. The driving gear is also so arranged that when the crank is out of work there are only two shafts revolving, and the wear and tear is thus reduced to a minimum. To enable the crane to command its work close up to the wall-side, a bogey carriage has been introduced for placing the lifting tackle in the position required, and this carriage is driven by a separate knuckle chain, whilst for lifting, a double chain is employed, so that whatever the weight being raised, the strain on the crab is equalised. The man in charge of the crane is carried on staging, where he has not only complete control of the levers for operating the various motions, but he has a full and unobstructed view of the shop floor.

Business continues quiet in the coal trade of this district, with, if anything, a want of firmness in prices. There is no actual reduction in prices, but the recent falling-off in the demand for house fire coals, owing to the exceptional mildness of the season, and the continued poor demand for other classes of fuel for ironmaking and general trade purposes, owing to the depressed tion of some of the large coal-using branches of industry, tends to throw supplies on the market which buyers, who are in position to take quantities promptly, are able in many cases to get at under current rates. At the pit mouth prices average 9s. to 9s. 6d. for best coals; 7s. up to 8s. for seconds; 6s. to 6s. 6d., common house-fire coals; 5s. 6d. to 6s., steam and forge coals; 4s. 6d. to 5s., gy; 4s., good slack; with common sorts to be got at from 2s. 9d. to 3s. 3d. per ton.

For shipment there is a fair demand, and in some cases a large trade doing during the past week is reported, with steam coals fetching readily 7s. 6d. per ton delivered at the high level Liverpool, or the Garston Docks.

Barrow.—A brighter state of things still exists in the North Lancashire hematite pig iron trade, the slight improvement I reported last week being maintained all round. Both home and foreign consumers are purchasing more freely, and the deliveries show a satisfactory increase. Makers are firmer, and I believe are expecting a better winter. All the blast furnaces are working, and the output, although not what it was some months ago, is considerable. Last week’s rates are accepted, namely, 44s. for No. 1 Bessemer samples per ton, 43s. for No. 2, and 42s. for No. 3. The position of steel makers is much better, and they are receiving a fair share of the business that is being offered. During the past week some extensive inquiries have been made, and mills will be active for some time to come. In the hoop and wire departments equal activity is noticeable. Engineers, boiler-makers, and iron-founders, however, are but indifferently employed. Shipbuilders are expecting concessions. Iron ore is quiet at from 8s. 6d. per ton net at mines. Stocks are heavy. Coal and coke easier. Shipping dull, as freights are difficult to obtain and rates are low.

THE SHEFFIELD DISTRICT.

(From our own Correspondent.)

Several good orders for railway wagons, carriages, and wheels may shortly be expected. The Great Northern Railway Company is obtaining tenders for 500 wagons and fifty carriages; and the Indian State Railways are also obtaining tenders for a number of wheels.

Messrs. Steel, Peech, and Tozer, Phoenix Bessemer Works, Rotherham, have in hand orders for steel rails sufficient to last them until the early months of next year. These orders are for India and South America, as well as for the home companies. Messrs. Steel, Peech, and Tozer are not in the Railmakers* Combination, since the formation of which the firm have booked about 30,000 tons of orders, which is exceedingly good business.

The official report of the Board of Trade inspector—Mr. G. Carlisle, of Liverpool—on the boiler explosion, which killed four men and injured ten, at the works of Messrs. Wm. Cooke and Co.— Tinsley Steel, Iron, and Wire—has been published. Mr. Carlisle estimates that just previous to the occurrence the pressure on the boiler was about 52 lb. In his opinion, the part of the shell that first gave way was a plate in the lowest ring that had thinned by external corrosion. The cause of the explosion was due to the extreme corrosion of the lower part of the boiler, which reduced the thickness of the plates until they were unable to withstand the stress to which they were subjected. The corrosion was due to leakage from the boiler running down the seam and spreading over the bottom of the boiler. Mr. Carlisle thinks that the patched condition of the lower part of the boiler, and its liability to leakage, must have been known to the boilermaker of the firm, and although nothing indicating leakage and corrosion could be seen, it certainly seemed very negligent to have allowed it to ain hidden for so long a time. in-Chief—Marine Department—observes upon the report as follows:—“It appears that the thinning of a part of the shell plating from corrosion caused by leakage gradually reduced the strength of the boiler until it became too weak to sustain any longer the pressure at which it was usually worked. The corroded part of the plate being that at which the primary fracture occurred, was hidden by the brickwork setting, and from this cause its defective condition apparently escaped the notice of the boiler inspector. It is to be hoped that this explosion will be the means of directing the attention of steam users and others interested in the management of steam boilers, to the necessity of removing all brick setting more frequently than appears to have been done in this case, in order that those entrusted with their inspection may ascertain what really is their actual condition.”

From the United States come serious accounts of trade depression. In Pittsburgh alone, it is said, there are 30,000 unoccupied dwellings in consequence of the stagnation in the iron and steel trades. In New England it is almost worse. According to the New York Times, the dry goods business is in a bad way. Crowds of ragged and hungry operatives crowd the streets of Norwich and other Connecticut places. “ They have no money to buy food and clothes with, and they cannot keep warm or cook by the blaze of Blaine torchlight processions, which noisily tramp through the mill settlements almost nightly, brandishing illuminated mottoes—‘ Do you want to retain our prosperity? Then vote for Blaine and Logan.’ ” What mockery for starving families!

THE NORTH OF ENGLAND.

an

employed at these works, and hitherto they have not suffered much from enforced idleness.

In the shipbuilding trade there are some signs of revival. Messrs. J; L. Thomson and Sons, of Sunderland, have booked an order for a steel steamer of between 4000 and 5000 tons burden. The plates for her are being made by the Consett Iron Company. Messrs. Short Brothers, of the same town, have obtained a contract for a large cattle steamer. At South Shields, Messrs. J. Readhead and Co. have obtained orders for eight vessels, and will be in full operation before long. Messrs. W. Gray and Co., of West Hartlepool, have offered to build two ships for stock if the platers will agree to a reduction in wage. At Stockton, two sailing vessels are being built at Messrs. Richardson and Spence’s yard; and a steamer of 3500 tons by Messrs. M. Pearse and Co. At Messrs. Craig, Taylor, and Co.’s new yard at South Stockton the keel of a small steamer is being laid down. Besides these instances of renewed activity, it has been announced that Messrs. Wigham, Richardson, and Co. have a steel ship to build; and the Tyne Shipbuilding Company two others. Messrs. A. Leslie and Co. have two or three iron ships ; Swan and Hunter two steel and one iron one; and Armstrong, Mitchell, and Co. several iron ships. All these contracts are at very low prices, and undertaken without profit, and mainly to keep the best of the hands and the staff employed.

It is stated that Messrs. Pease and Partners, of Darlington, are about to acquire the liosedale ironstone mines. They are at present the property of the West Rosedale Ironstone Company, out have not been worked for a long time. When in full operation the output reached 1500 tons per week, and 100 men were employed.

Messrs. Hepple and Co., of North Shields, have just completed the new horse and cart and passenger ferry for the Middlesbrough Corporation. The steamer is 100ft. long and 40ft. broad by 6ft. 9in. deep, with a mean draught of water of 2ft. 9in. She is fitted with patent side lever engines made by her builders.

The railway viaduct over the river Esk at Whitby was completed last week. It is 913ft. long and 121ft. high from the bed of the river, and is carried upon twelve piers, upon which are thirteen arches. These have an average span of 60ft., the centre span being 64ft. The viaduct is built of red bricks, some five millions of which have been used. The design was made by Mr. Rowlandson, representative of the firm of Sir Charles Fox and Sons, Westminster. The work has occupied two years to complete.

English steel makers can certainly not be justly accused of neglecting to take full advantage of every opportunity for advancing their interests. The Iron and Steel Institute organisation has been utilised, and indeed, to a large extent, monopolised by them for many years, and so, to a smaller extent, have other technical societies. Much advertising is indeed done under the disguise of making known scientific discoveries to a scientific audience. Perhaps this is in the nature of things, and unavoidable. It is only productive of mischief to those who do not see through it and who may therefore be misled. Perhaps even such persons deserve their fate, as a punishment for their want of wordly wisdom.

On account of the superior tenacity of mild steel, Lloyd’s surveyors were induced, after much pressure over a lengthened period, to allow a reduction of scantlings of 20 per cent., as compared with the permitted thicknesses for wrought iron. This 20 per cent, is, however, a maximum ; in some parts of the ship not so much reduction is allowed, and in other parts none at all. Taken all round 15 per cent, is not an unfair estimate of the average reduction in thickness of the plates and angles of a steel as compared with an iron ship. Now, the present difference in market value between shipbuilding steel and shipbuilding iron is about 35s. per ton; or, taking iron plates, say, delivered on the Tyne, to be worth £5 per ton, and steel plates £6 15s., then steel may be considered to be 35 per cent., or rather over one-third, dearer than iron, ton for ton. Shipowners have often been told that if 35 per cent, extra must be paid for steel, still 15 per cent., or nearly half the excess, is saved in weight by the reduction of scantlings permitted by Lloyd’s surveyors, and only the balance of 20 per cent, remains against steel. To compensate for this, it has been urged, there is the extra carrying power of the vessel when she has on board a dead-weight cargo; that is, a cargo of material heavier than water, and which therefore sinks her to her load line before it fills her hold. The saving of 15 per cent, of the weight of the hull, and replacing it with freight-paying cargo, sounds not a little tempting to a shipowner, and if the matter were presented to him in this light, and no other, he would be apt to be p elements of the calculation have been left out. Cargo ships are rarely confined to dead-weight cargoes alone; and when other cargoes, or those of less specific gravity than water, which fill the hold before they sink the vessel down to her load line, are on board, then there is manifestly no advantage in the gain of 15 per cent, of the weight of the hull. That gain, under such circumstances, merely gives her more freeboard, when already she has more than enough. But things are not quite what they in yet another particular. The reduction of scantling allowed by Lloyd’s surveyors is not a reduction of weight, but one of thick -If wrought iron and steel had precisely the same specific gravity, that would amount to the same thing. But it is not so. A square foot of iron plate lin. thick is always reckoned to weigh 10 lb. A square foot of steel plate of the same thickness weighs 10'25 lb., or 24 per cent. more. The net gain of weight in the hull of a steel ship, as compared with an iron one, is therefore only about 124 per cent., instead of 15 per cent.; and inasmuch as this applies only to the plates and angles, and not to the timber work, the fittings, the machinery, boilers, rigging, outfit, and so

by

own

THE PATENT J0UENAL.

21 st October, 1884.

J. Brookes,

22 nd October, 1884.

13.960.    Preserving and Protecting Seeds, H. Rees, London.

13.961.    Preparing Books to Hold, &c., Chemicals, <fcc., H. Rees, London.

13.962.    Type Writer, E. E. Peacock, London.

13.963.    Lamps or Lanterns, J. H. Radcliffe, Oldham.

13.964.    Finding Errors of Compasses, H. Ilarild, North Shields.

13.965.    Ship and Land Pumps, E. Eccleston, Macclesfield.

13.966.    Metallic Screw Bolts, D. Etchells, Birmingham.

13.967.    Leather, W. Warwick, Bolton.

13.968.    Watch, <tc., Keys, W. Vale, Birmingham.

13.969.    Ornamental Metallic Spindles, S. I. Whitfield, Birmingham.

13,9,0. Opening and Preparing Cotton, &c., J. Buckley and G. Hoi rocks, Manchester.

on.

i-str

forth, it is subject to a large reduction when the carrying power of the vessel is considered. The steel ship, therefore, has virtually but little more carrying capacity for dead-weight, and no more for capacity cargoes. It is certainly built of a stronger and tougher material; but by reduction of scantlings in at least equal proportion, that advantage is thrown away again, and there remains a ship no stronger than an iron one, whilst she has cost considerably more. Indeed, she has only been maintained at normal strength by the most rigid inspection, and most elaborate testing of the steel employed throughout her construction. This rigidity of inspection and testing is rendered imperatively necessary, partly because of the peculiar nature of steel, but mainly because the scantlings are so much reduced. There is much room to doubt altogether the wisdom of Lloyd’s committee in permitting any reduction whatever of scantlings in steel ships. Iron ships are none too strong, when the tremendous forces to which they are often subjected are considered. The extra tenacity and toughness of steel over wrought iron is a most welcome and opportune addition, the scantlings being left alone. It scarcely seems wise or right to take away, by lessening the substance, with the one hand, the security which is given by improving the quality with the other; and then to claim that the ship is better and stronger, because steel is stronger than iron, seems almost like a satire. It is the truth, but not the whole truth. Let us have steel ships by all means, whenever and where they can be afforded; but let them be no thinner than iron ships. If this were done, some of the excessive rigidity of Lloyd’s survey of steel for shipbuilding might safely be abated. Instead of the narrow margin of 27 to 31 tons per square inch, the broader, yet sufficiently narrow, one of 23 to 31 tons might be allowed. A concession such as this would affect the price, and permit the more rapid introduction of steel, to the benefitof all concerned. With unreduced scantlings a ship of such steel would still be better and safer than an iron one, and its construction would soon come to cost nearly, if not quite, as little . The decision of Lloyd’s to permit a reduction of scantlings up to 20 per cent, was an unfortunate one from their own standpoint. As fulfilling the position of technical trustees for the British mercantile marine, they ought to promote the building of better and safer ships. The introduction of steel gave a fine opportunity of replacing a weaker by a stronger material; but by, pari-passu, permitting weaker scantling, this advantage has been wasted, and perhaps even more than wasted. A comparison of the rigidity of Lloyd’s survey for iron with that survey for steel ships seems to indicate that they are aware of, and admit this. In the latter case, the severity of inspection is equivalent to a deep suspicion of every piece of steel from the ingot to its place in the ship. Surely such suspicious material should not be used at all! But it really is the diminished thickness rather than the uncertainty of quality which is suspicious. If it was 20 per cent, thicker the suspicion, at all events in its intensity, need not be entertained. This, then, is the conclusion:— We should build all similar ships of similar scantlings, whether iron or steel be used, and then we might safely enlarge the margin of tenacity to more practical limits. We should then soon have none but steel ships afloat; all these would be safer and better than their predecessors, and they would be little, if any, more costly to construct.

NOTES FKOM SCOTLAND.

(From our own Correspondent.)

An improvement has occurred this week in the tone of the warrant market, following upon information as to the placing of important contracts with pipe founders in the Glasgow district. The market, which was comparatively firm before, had shown a tendency to advance, and it is even asserted that outsiders are at length inclined to participate to some extent in pig iron speculation. The week’s shipments amounted to 10,806 tons, against 10,245 in the preceding week, and 12,758 in the corresponding week of 1883. There has been rather more inquiry from the United States and also from Italy, but the home consumption is not satisfactory. The stock of pigs in Messrs. Connal and Co.’s Glasgow stores has decreased 400 tons in the course of the week. There are 95 furnaces in blast, as compared with 105 at the corresponding date last year.

Business was done in the warrant market on Friday at 41s. lid. to 42s. lAd. cash. A further improvement took place on “Monday, when the cash quotations were 42s. lid. to 42s. 31d. On Tuesday forenoon business was done at 42s. l^d. to 42s. 2d. cash, while the feeling in the afternoon was strong at 42s. 3d. cash. Business was done on Wednesday from 42s. 4d. up to 42s. 7d. cash. To-day—Thursday—the market was very strong, with transactions up to 42s. ll^d. cash, there being a reaction at close, however, to 42s. 8d.

The values of makers’ iron are steady, 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. 6d. and 47s.; Clyde, 48s. 6d. and 45s.; Monkland, 44s. and 40s. 9d.; Quarter, 42s. 3d. and 40s. 6d.; Govan, at Broomielaw, 43s. 3d. 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. fid.

Messrs. Macfarlane, Strang, and Co., of the Lochburn Ironworks, Glasgow, have obtained a contract to supply 20,000 tons of cast iron pipes for Sydney. The rate per ton is said to be low. The whole of the pipes have 'to be forthcoming in about twelve months, under heavy penalties. The placing of the contract has necessarily had a good effect this week on the iron market.

The malleable iron makers of Lanarkshire are reported to be busy, and accepting work on extremely moderate terms.

During the present great depression in the shipbuilding trade of the Clyde, it was hardly to bo expected that there should have been any strikes of workmen. But a strike has actually occurred at the works of Messrs. Napier and Sons. This firm have a couple of telegraph steamers in hand just now, and they offered the rivetters prices on piecework by which they could easily have earned 8s. a day. This did not satisfy them, however; they would not begin at rates that would bring less than 10s. per day. A few men who considered that, at a time when many were in need of charitable relief, they ought to work at the terms proposed, were attacked on Monday last by the strikers with stones, and a force of policemen has been engaged all the week at the shipyard protecting those who are at work. Another firm in the same neighbourhood cannot get a journeyman to work at the current rates, and they are obliged to do the work with apprentices and rivetting machines.

The past week’s shipments of iron manufactures from the Clyde embraced two hopper barges valued at £3430, and a screw tug, £2450, for Rangoon ; machinery to the value of £12,500 ; sewing machines, £3500; steel goods, £7300 ; and iron manufactures of different kinds, £28,100.

In the coal trade there has been a slightly improved inquiry in the past week. The shipments at Glasgow amounted in the aggregate to 24,000 tons, and included 1000 tons to Montreal, 2500 to Odessa, 1000 to Bayonne, 900 to Demerara, 540 to Bordeaux, &c. For inland consumption the demand is on the increase, and the prices, which were somewhat lower last week, are a shade firmer. At Leith, between 8000 and 9000 tons of coals were despatched, cargoes leaving for the Baltic, to which freights are a little higher. In Fifeshire shipping coals are being obtained at 3d. a ton below the rates current a few weeks ago. The quantity sent off from Grangemouth during the week was 7491 tons; Ayr, 9959; Irvine, 2485; and Greenock, 920 tons. The miners are working steadily, being convinced that no benefit can arise from agitation at present.

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

There was a meeting in Cardiff on Tuesday of the Barry Dock directors, under the chairmanship of Mr. Davies, M.P., when tenders were examined for the contract to make the docks and sixteen miles of railway, and I am glad to learn that Mr. Walker’s tender of £583,987 was accepted. The undertaking will be in good hands. In addition to the Severn Tunnel, Mr. Walker has, I hear, an important contract at Preston for half a million sterling. The first sod of the Barry Dock will be cut by Lord Windsor on Wednesday next.

The leading industry, coal, is quieter, though some firms engaged on best seams tell me that they are fully occupied, and have quite as much to do as they can manage; but generally speaking, the trade is easier. This is forcibly shown by exports. Taking Cardiff, for instance, the total to foreign destinations last week amounted to 108,000 tons only, being a falling-off of 30,000 tons as compared with the previous week, and of nearly 50,000 as compared with averages six months ago. Steam small is still a drug, and in the neighbourhood of collieries this is sh the rapidly accumulating tips. House coal is getting firmer in price, as I anticipated, with the coming-on of the winter quarter, and demand is improving. Price of No. 2,8s. 9d. and advancing. Best steam coal commands from 10s. to 11s.

Mr. Woodruff, owner of the Waterloo Tin-works, Machen, struck the Big Rock Vein coal last week. Coal 5ft. 6in thick, with a rock top of fifteen yards. This is a capital property, as the Brecon and Merthyr Railway runs 'within fifty yards of the opening.

The Avon Hill Colliery, plant, &c., was brought to the hammer this week, when Mr. Williams, of Newton Nottage, bought it for £11,000. Bituminous collieries like this are in demand. Another bituminous colliery has been floated as a company, the Nelson, Llanvabon. The company includes several men of excellent standing, amongst whom I note Mr. Henshaw, of the Brecon Railway, Mr. W. Martin, Dowlais, and others.

The strike at Gelli and Tynybedw continues, but that at Cefn Pennar has been adjusted.

The principal subject of discussion amongst colliers at present is the recent action of the Home Secretary, in wishing the special rules supplemented with an injunction against colliers remaining in collieries when a shot is being fired. Several important meetings have been held—one in the Rhondda Valley and another at Cardiff— and the upshot will be a deputation of masters and men to the Home Department.

The result of an investigation into the prices obtained by the Ocean Collieries is that wages will remain unchanged.

I have little news to record in connection with iron and steel. Trade is dull in every quarter, and grave doubts exist as to the winter trade.

It will be seen soon how far the Association of Steel-makers will work well. There are some orders for rails, principally colonial, floating about, and the organisation should, if properly directed, secure some for Wales. It was a miserable slip to let New York secure the last colonial order of any account, especially has Wales has been kept going with Canadians and Pacifies at prices certainly in harmony with those which secured this for the States.

Things have been somewhat busier at one or two of the works this week, and longer time has been given to the men.

This week Dowlais is more active, and amongst other business is engaged on iron sleepers for rails. Cyfarthfa, I am afraid, contemplates blowing out some or all of the furnaces, and will fall back on stock to keep the mills going. I do not apprehend at present a total closing of the works.

Tin-plates are lower by 3d. a box, and business in consequence has been more brisk. Patent fuel is active, and prices firm. Iron ore dull, and not much business doing even at the low prices of the market.

The British Association.—The Manchester City Council yesterday unanimously decided to invite the British Association to hold its 1886 meeting in that city, or, failing that, in the following year.

Condensed from the Journal of the Commissioners of Patents.

V* 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.

13.889.    Warp Looms, A. W. C. Shuttlewood, London.

13.890.    Stoves, &c., W. Russell, London.

13.891.    Ventilators, W. Elkin and C. J. Elkin, Birmingham.

13.892.    Cut Nails and Tacks, G. King, Birmingham.

13.893.    Ring Doubling Frames, J. W. Dawson and H. Simpson, Manchester.

13.894.    Kettle, W. K. Fulleylove, Rugby.

13.895.    Convertible Tandem Tricycles, H.

Smethwick.

13.896.    Circular Looms, W. P. Thompson.— (A. Stahl, Stuttgart.)

13.897.    Corkscrews, &c., J. McDowall, Glasgow.

13.898.    Waxed Papers, J. Jowitt, Halifax.

13.899.    Shirts and Interchangeable Fronts and Wristbands, T. W. Helliwell, Halifax.

13.900.    Metallic Wheels for Road Carriages, T. Jefferies, Birmingham.

13.901.    Jack Joint for Looms, J. Rebbla, Leeds.

13.902.    Hydraulic Motor, C. Urner, London.

13.903.    Mechanical Stokers, H. Lancaster and R. F. C. Tonge, Manchester.

13.904.    Injectors, W. Hirtcliffe, W. H. Malkin, and T. H. White, Manchester.

13.905.    Doubling and Twisting Cotton, &c., J. Thompson and W. J. Gradwell, Manchester.

13.906.    Photographic Camera, J. Robinson, Dublin.

13.907.    Window Sash Fastener, E. Newman, Birmingham.

13.908.    Routine Washer, J. Bryson, Wigan.

13.909.    Sewer Ventilation, T. Caink, Leigh.

13.910.    Lockstitch Sewing Machines, W. P. Thompson.—(A. M. Barber, U.S.)

13.911.    Gas Burning Smoothing Irons, J. Sefton, Belfast.

13.912.    Opening and Closing Fanlights, &c., G'. G. Smith and F. Smith, Birmingham.

13.913.    Electric Arc Lamps, T. J. Handford.—(A. H. Mather, U.S.)

13.914.    Sawing Wood, &c., J. James and C. James, Cardiff.

13.915.    Protecting the Edges of Saws, <fcc., P. Rees, Cardiff.

13.916.    Cocks and Valves, C. Hunt and F. S. Green, Birmingham.

13.917.    Compression Pumps, S. Puplett.—(J. S. Doran, United States.)

13.918.    Gas Lanterns and Street Lamps, T. Pickett, London.

13.919.    Cinder Sifter, E. O. Greening and E. W. Greening, London.

13.920.    Lamps, E. Bailer, London.

13.921.    Drain Pipes, Traps, &c., C. B. Broad and G. Harris, London.

13.922.    Electric Generator, J. Imray.—(P. Jabloch-kofi\ France.)

13.923.    Making Transparent Ice, W. W. Nightingale, London.

13.924.    Excavators, A. M. Clark.—(C. Howard, U.S.)

13.925.    Purifying Glycerine, A. M. Clark.—(A. II. Houghton, U.S.)

13.926.    Constructing Wells, &c., A. W. L. Reddie.— {IF. D. Andrews, U.S.)

13.927.    Bicycles, P. A. Newton.—(C. S. Leddell, U.S.)

13.928.    Sliver Cans, G. W. Fox, London.

13.929.    Bleaching Apparatus, J. H. Johnson.—(A. Hermile, Paris.)

12.930.    Brushes, S. Ford, jun., London.

13.931.    Transforming Electric Currents, J. C. Mew-burn.—(M. Deprez, Paris.)

13.932.    Baking Ovens, J. C. Mewburn.—(tf. Hilke,

Vienna,.)

13.933.    Securing Boxes for Conveying Wine, E. Edwards.—(A. Larronde, Bordeaux.)

13.934.    Gas Motor Engines, G. <fe R. McGhee, London.

13.935.    Gas Engines for Pumping Water, &c., S. Lawson, London.

13.936.    Adjusting Type in the Forme, H. J. Donkin, London.

13.937.    Printing and Dyeing Fabrics, G. C. Gibbs, London.

13,y38. Repeating Bells for Alarm, &c., B. It. Jack-son, London.

13,939. Locks for Pendants, &c., W. R. Lake.—(IF. Hirsch, Vienna.)

13,949. Treating Sugar Cane, &c., W. R. Lake.—(A. Schulze, Amsterdam.)

13.941.    Electric Motors, W. R. Lake.—(J. B. Atwater, United States.)

13.942.    Coating Sheets of Metal, &c., E. Morewood, London.

13.943.    Floating Breakwaters, E. H. Clark, London.

13.944.    Gas Burners, J. Lewis, London.

13.945.    Holding and Delivering Tramway Tickets, <fec., W. R. Lake.—(IF. M. Stevenson, Adelaide.)

13.946.    Punching Metallic.Shanks for Boots, W. R. Lake.—(A. C. Ruberg, U.S.)

13.947.    Metallic Lathing, W. R. Lake.—(A. Scarles, United Stales.)

13.948.    Hydrocarbon Furnaces, II. J. Haddan.—{A. N. Lcet and A. Neumann, U.S.)

13.949.    Central Draw and Buffer Gear, W. L. Wise. (IF. R. S. Jones, Ajmere,)

13.950.    Polishing Metallic Rods and Tubes, E. Flint and F. Madeley, London.

13.951.    Cutting Grains of Corn, &c., G. H. Cormack, London.

13.952.    Maintaining a Supply of Boiling Water, &c., C. Jones, London.

13.953.    Sluice Valves, &c., C. F. Hargreaves, London.

13.954.    Wheels, W. R. Lake.—(S. Williams and G. Rushing, U.S.)—17th January, 1884.

13.955.    Feeding Steam Boilers with Hot Water, &c., A. J. Boult.—(Blohm and Voss, Hamburg.)

13.956.    Locking Nuts upon Bolts, <fcc., W. M. Savours, London.

13.957.    Dust Pans, R. G. Owen, London.

13.958.    Car Couplings, A. J. Boult.—(IF. H. Thurmond, U.S.)

13.959.    Cigarette Mouthpieces, &c., J. Endelmann, London.

13.971.    Organs, &c., T. F. and G. F. Stidolph, Wood-bridge.

13.972.    Inlet and Outlet Valves, &c., E. H. Birley, Barnsley.

13.973.    Parlour Skittle-table, W. Poole, Northampton.

13.974.    Bicycle and Tricycle Sailing Appliances, F. Burgh, Birkdale.

13.975.    Packing for Stuffing-boxes, J. H. and A. II. Chapman and J. A. Fisher, Liverpool.

13.976.    Packing for Gland and Heat Joints, J. A. Fisher, Liverpool.

13.977.    Bodies of Wheeled Vehicles, F. T. Harrington, Liverpool.

13.978.    Treatment of Complex Ores, E. W. Parnell, Liverpool.

13.979.    Fan or Dust Extractor, L. Skitt, Cheshire.

13.980.    Rolling Metal Wires, &c., A. Hughes, Glasgow.

13.981.    Adjusting the Table of Circular Saw Frames, A. Yates and W. Smith, Halifax.

13.982.    Leg Guards, J. Vickers, London.

13.983.    Shears, J. J. Parker, Sheffield.

13.984.    Pianofortes, G. Kemp, London.

13.985.    Batager Grounding Machine, G. F. Shade, London.

13.986.    Galvanic Batteries, J. E. Chaster, London. 13,687. Casters, R. J. H. Eccles, London.

13.988.    Ladies’ Collars and Cuffs, E. Turner and R. Church, London.

13.989.    Soundboards of Pianofortes, H. C. Cooper, Bedford.

13.990.    Chimney-breast Ventilators, T. Thorley, London.

13.991.    Testing the Strength of Cement, &c., H. Faija, London.

13.992.    Furnace Doors, C. McNeil, jun., Glasgow.

13.993.    Casks, <fec., F. Andrew, Burnt Ash.

13.994.    Propelling Toy Boats, &c., F. T. Willdey, Hammersmith.

13.995.    Regulating Conical Pendents, L. A. Groth. —(J. Graells, Barcelona.)

13.996.    “Sociable” Velocipede, R. Midworth, London.

13.997.    Rubber Tires, J. Burbridge and T. Oakley, London.

13.998.    Wheels for Trucks, J. Burbridge and T. Oakley, London.

13.999.    Making Rugs, &c., A. W. Harbord and S. Green, London.

14,000. Castors for Furniture, A. J. Alderman, Lond

14,001. Side Lights for Steamers, C. A. Lidstone, London.

14,002. Holding Candles, J. B. Lowenstein, London. 14,003. Brake Appliances, W. Chapman, London. 14,004. Underframes for Vehicles, V. Count di Ter-golina, London.

14,005. Combined Pocket-knives and Scissors, H. J. Haddan.—(F. A. Clauberg and E. Butzmiiklen, Solin-gen.)

14,006. Double-barrelled, Breech-loading Guns, W.

E. Gedge.—(R. Dame, St. Etienne.)

14,007. Connecting Backbones of Bicycles, &c., with the Steering-wheel Forks, S. Goodby, London. 14,008. Electric Guns, &c., S. Russell, London. 14,009. Gasaliers, &c., A. Evans, London.

14,010. Portland Cement, H. J. Cooper, London. 14,011. Extracting, &c., Ingredients of Amylaceous Substances, J. Imray.—(L. Cuisinier, Paris.)

14,012. Counter-balance Weights, E. Edwards.—(E Juvenelle, Briel.)

14,013. Secondary Batteries, E. G. Dornbusch Crouch Hill.

14,014. Steam-boilers, E. Honychurch and A. H. W Brown, London.

14,015. Breech-loading, &c., Fire-arms, R. Paulson Lang with.

14,016. Electric Arc Lamps, J. H. Johnson.—(Buss Sombart, and Co., Magdeburg.)

14,017. Air Pumps, E. Httbncr, London.

14,018. Carburetting Air, W. R. Lake.—(P. T. Dubos

Rouen.)

14,019. Filters, C. E. Gittins, London.

14,020. Colour Printing, W. G. White, London. 14,021. Velocipedes, T. Reeves, London.

14,022. Dyeing Vegetable or other Textile Fibre, T. Holliday, London.

23rd October, 1884.

14,023. Fastening Boots and Shoes, J. Hart, Ipswich. 14,024. Brass Bolts, J. Rhodes, Birmingham.

14,025. Fishing Reel or Winch, 8. Howarth, Burton-on-Trent.

14,026. Table Cutlery, J. Bennett, Dronfield.

14,027. Weft Forks of Looms for Weaving, H. Burton, Halifax.

14,028. Shuttle Guards, C. Hahlo, C. E. Liebreich, and T. Hanson, Halifax.

14,029. Attaching Watch Bows to Keyless Watch Pendants, H. Emanuel, Surbiton.

14,030. Coupling Railway Trucks, W. Carter, jun., Glasgow.

14,031. Soaking Bottles, F. Cook, London.

14,032. Stopping Bottles, H. Arch, sen., and C. Wozencroft, Leeds.

14,033. Horseshoe and other Wrought Nails, D. Higgs, Birmingham.

14,034. Seals, Charms, Lockets, &c., T. Wilcox, Birmingham.

14,035. Obtaining, &c., Useful Products from Peat, G. Quarrie, Liverpool.

14,036. Glue, F. C. Cramer, Liverpool.

14,037. Shoes on Rollers, &c., C. F. Leonhardt, . Gtlhring, W. Kohrer, G. Nallingor, T. Nagel, and . Gack, Liverpool.

14,038. Flying Machines, J. Armour, Liverpool. 14,039. Fastening Gloves, W. Middlemiss, Bradford. 14,040. Sand-crack Bands for Horses’ Hoofs, R. Brand, London.

14,041. Safety Bicycles, H. Whitfield and W. J. Gillott, Birmingham.

14,042. Obtaining Motion, &c., in Scientific, <kc., Instruments, A. D. Hughson, jun., London.

14,043. Heating Curling Tongs, J. J. Royle, Manchester.

14,044. Utilising the Rising, &c., of the Tide for Producing Motive Power, <fcc., J. Howarth, Manchester.

14,045. Incandescent Electric Lamps, R. C. Jackson and J. B. Duncan, London.

14,046. Incandescent Electric Lamp-holders, R. C.

Jackson and J. B. Duncan, London.

14,047. Wool-washing Machines, H. C. Walker, California.

14,048. Fire-igniter and Blow-pipe, J. Ebcrhard, London.

14,049. Preparing Iron Ores and Oxides in Cooking Ovens, J. G. Willans, London.

14,050. Accumulation and Condensation of Dust, &c., J. Newton, London.

14,051. Hose or Tubing, E. L. Perry, London.

14,052. Keys for Winding Watches, &c., J. Asten, London.

14,053. Bread and Biscuits, T. Fletcher, London. 14,054. Console for Organs, J. Koehlhofer, London. 14,055. A Shield for Artillery, E. S. Copeman, London.

14,056. Smoke-testing and Fumigating Apparatus, J. Macdonald, London.

14,057. Governing the Speed of Water-wheels, etc., P. Jensen.—(A. Ehinger, Oberlangenau.)

14,058. Locks and Latches, S. Guinery, Epsom.

14,059. Sewing Machines, C. F. Gardner.—(C. Goodyear, U.S.)

14,060. Mariners’ Compasses, G. Downing.—(R. t. SUctor, Newfoundland.)

14,061. Weaving Looped or Imitation Plusii Fabrics, T. Craven, London.

14,062. Spanners, P. J. Wates, London.

14,063. Moving and Locking Railway Points, J. Saxby, London.

14,001. Domestic Stoves, A. Kolilhofcr, London.

342

THE E N G I N E E R.

Oct. 31, 1884.

24th October, 1884.

14,065. Safety Stateroom Ladders, T. James, Liverpool.

14,066. Belting for Driving, J. P. McNaugliton, Yorkshire, and W. R. Kane, Manchester.

14,067. Igniting Gas by Electricity, E. Wilson, Armley.

14.068. Electric Telephonic Apparatus, H. T. O. Fraser, London.

14,069. Ink Ducts for Printing Machines, A. Peacock, Liverpool.

14,070. Cruets, L. A. White, Chorlton-on-Medlock. 14,071. Coating Iron, &c., J. Makin, Manchester. 14,072. Gas Burners, J. J. Bailey, Manchester.

14,073. Measuring Currents of Electricity, J. A.

Kingdon and A. Bower, London.

14,074. Exhaust Ventilators, G. W. Webb, Reading. 14,075. Picking Scrolls, &c., for Looms, H. Braco-well, J. Bulcock, and C. Smith, London.

14,076. Alarum Arrangement of Clocks, W. J. Bastard, London.

14,077. Candle Holdfast, &c., T. F. Stidolph, Wood-bridge.

14,078. Springs of Hansom Cabs, F. Forder, London. 14,079. Clips for Mounting the Lamps of Velocipedes, R. E. Phillips, South Norwood.

14,080. Cords and Ropes, H. F. Wootton, London. 14,081. Filter Cases, C. I. C. Bailey, Fulham.

14,082. Rolling Grooved, &c., Iron Tubes, W. Brown-hill, London.

14,083. Material for Life Buoys, &c., W. Edwards, London.

14,084. Angle Attachment for Dental Burring Engine, F. II. Hallam, London.

14,085. Steel and Ingot Iron, T. Hampton, London. 14,086. Producing Ribbed Looped Fabrics, S. Jamson, London.

14,087. Artificial Aspiialte, I. Farthing and J. II. Lorrimcr, London.

14,088. Lawn Tennis Bats, A. J. Altman,

14,089. Making Studs in Mother-of-Pearl, E. do Pass.—(La Societi May Frbres ct Compagnic, Paris.) 14,090. Machine for Turning Pearl Buttons, E, do Pass.—(La Socitti May Fr'eres ct Compagnie, Paris.) 14,091. Stills for Distilling Tar, &c., II. W. Fenner, London.

14,092. Supporting, &c., Stereotype Plates, T. W.

Smith and C. J. Gamblon, London.

14,093. Compound Motive Power Engines, A. W. L. Reddio.—(la Sociiti Anonyme des Usincs Franco-Busses, Paris.)

14,094. Stop to Morticing Machine, W. II. Perry, Exmouth.

14,095. Retorts for Melting Materials in tho Manu facture of Glass, B. Peacock, London.

14,096. Rotary Engines, &c., II. Randall, London. 14,097. Weaving Pile Fabrics, H. <te F. Loll, London. 14,098. Drilling and Turning Boiler Tubes, T. Beeley, London.

14,099. Stitch Cams, F. Simmons, London.

14.100.    Knitting Stockings, &c., W. R. Lake.—(IF.

Esty, United States.)

14.101.    Self-cleaning Pulp-straining Machines, W. L. Wiso.—(Eschcr, Wyss, and Co., Zurich.)

14.102.    Rearing Chickens, &c.,C. E. Ilearson, London. 14,108. India-rubber Stamps, F. Baddoley and W. J.

Reynolds, London.

14.104.    Looping Attachments for Knitting Machines, T. Murby.— (77. Murby, United Stales.)

14.105.    Tailors’ Measuring Devices, J. S. Hand, San Francisco.

14.106.    Theodolites, J. F. N. B. Simons.—(II. L.

Spindlcr, South Africa.)

14.155.    Weeding Gravel Walks, &c., J. Lo Patourel and T. Le Poidevin, London.

14.156.    Photographic Apparatus, G. P. Smith, Beech-holm.

14.157.    Brick, &c., Presses, A. M. Clark.—(F. Pabsi, St. Johann-on-the-Saar.)

14.158.    Steel, W. R. Lake.—(IF. Courtenay, United States.)

14.159.    Ploughs, W. H. Reed, London.

14.160.    Dyeii-.g Cotton, G. F. Redfern.—(27. Ilaeffely, St. DU.)

14.161.    Silo Presses, A. M. Clark.—(C. W. Jefferson, United States.)

27 th October, 1884.

London.

25th October, 1884.

14.107.    Steam Engines, D. Joy, London.

14.108.    Metal Hooks, J. Tanner, Birmingham.

14.109.    Electric Liohtino Instrument, A. Wright, Brighton.

14.110.    Corset Fasteners, H. W. Shorvill and L. Reynolds, Landport.

14.111.    Corsets, L. Reynolds and J. E. Shorvill, Land-port.

14.112.    Producing Motive Power from Running Water, J. Howarth, Manchester.

14.113.    Ensilage Stack Press, C. G. Johnson, Oak-wood.

14.114.    Solidifying Paraffine in Oils, F. N. Mackay d W. Baxter, Liverpool.

14,116. Concrete and Mortar, A. E. Carey and E. Latham, Liverpool.

14.116.    India-rubber Treads and Mats, R. W. Palmer and R. Randoll, Manchester.

14.117.    Spinning and Doubling Machines, J. W. Shopherd, W. Ayrton, and C. Siddall, Manchester.

14.118.    Metallic Bedsteads, <&c., G. L. Scott and I. Chorlton, Manchester.

14.119.    Mattress Frames, G. L. Scott and I. Chorlton, Manchester.

14.120.    Roses and Barrels for Door Furniture, J. Walker, Birmingham.

14.121.    Velocipedes, T. Shakospcar, Birmingham.

14.122.    Measuring Light from a Luminous Body, <fec., J. Joly, Dublin.

14.123.    Gloves, W. P. Thompson.—(G. Mayer, Luxembourg.)

4,124. Girders and Beams, W. P. Thompson.—( G. F. Horbury, Bombay.)

14.125.    Ventilating Grease Traps for House Sinks, &c., G. C. Davies, London.

14.126.    Fancy Looms, C. E., F. P., and A. T. Middle-ton and A. Jack, Manchester.

14.127.    Fasteners and Holders of Umbrellas, L. Turnock, Stockport.

14.128.    Haulage Clip for Wire Ropes, <fec., S. Morgan, Birmingham.

14.129.    Combined Chair and Fish Fastening for Railway Rails, H. H. Doty, London.

14.130.    Cedar Wood Lead Pencil, C. P. M. Evans, Nottingham.

14.131.    Affixing Postage Stamps to Envelopes, &c., C. G. Barr, Liverpool.

14.132.    Valves for Lubricators, A. Thomson, London.

14.133.    Centreless Motion for Bicycles, E. Barlow, Patricroft, near Manchester.

14.134.    Water Taps, J. A. Jacobs, London.

14.135.    Working tho Slide Valves of Steam Pumps, J. N. Floyd and G. Tangye, London.

14.136.    Preventing Choking of the Feed to Machines, R. Smith, London.

14.137.    Distinctively Colouring the Mouths, &c., of Bottles, D. Rylands, Stairfoot.

14.138.    Life-saving Apparatus for Fires, J. Wingfield, London.

14.139.    Movable Street Kiosk, W. Jarvis, London.

14.140.    Explosive Compounds, B. Broncs, London.

14.141.    Fixing Door Handles to their Spindles, R. E. Hayward, London.

14.142.    Carriage Windows, &c., F. and C. Forder, London.

14.143.    Regulating the Supply of Liquids to Galvanic Batteries, J. Enright, London.—6th May, 1884.

14.144.    Candy Machines, B. J. B. Mills.—(F. G.

Birchard, United States.)

14.145.    Cigarette Cases, &c., E. A. Jahncke and H. W. Herbst, London.

14.146.    Speed Indicator, L. A. Groth.—(F. F. Aim-quist, Stockholm.)

14.147.    Wheeled Carriages, W. Clark, London.

14.148.    Treating Sewage, F. Herbert, London.

14.149.    Cigarette-making Machines, E. P. Wills.— (7 he Bnnsack Machine Company, United States.)

14.150.    Handle Fittings for Drawers, &c., J. Martin d J. C. Mineard, London.

14.151.    Securing Corks, &c., in Bottles, R. S. Lloyd, London.

14.152.    Concentrating Ore, A. G. Brookes.— (II. P. Tobey and G. B. Thayer, United States.)

14.153.    Brushes, J. Raper, M. Pearson, and F. Gill, London.

14.154.    Dress, &c., Fastener, W. do W. Cater, London.

an

hi

14.162.    Trap Preventer for Looms, J. Belieard, Manchester.

14.163.    Apparatus for Cleaning Brass, W. Pope, Harborne.

14.164.    Register for Advertising, W. E. H. Newham, Manchester.

14.165.    Automatic Safety Appliance for Bicycles and Tricycles, A. J. Ransomo and E. Barnes, near Birmingham.

14.166.    Dreding Machines, J. Parker, Hull.

14.167.    Tramway Crossings and Points, J. Parker, Hull.

14.168.    Single-acting Steam Engines, J. Parker, Hull.

14.169.    Sparkling Ciiam, M. Bell, Sunderland.

14.170.    Apparatus for Securing the Reed of Looms, J. Smith, Halifax.

14.171.    Stoppering and Opening Bottles, S. Bunting and F. O’Rorke, Dublin.

14.172.    Stopper for Bottles, J. W. Walker, Halifax.

14.173.    Decolorising Crude Nitric Acid, J. W. Pratt, Liverpool.

14.174.    Machines for Combing Wool, &c., J. Midgley and J. E. Beanland, Halifax.

14.175.    Application of Glass to Monumental Tablets, R. V. Dickens, Windsor.

14.176.    Legging Fasteners, G. L. Holloway and H. Stanning, London.

14.177.    Differential and other Pulley Blocks, R. Priest, Aston.

14.178.    Bottle Stoppers, S. Hill, London.

14.179.    Cask Bungs, S. llill, London.

14.180.    Stopping the Tap-holes of Barrels, S. Hill, London.

14.181.    Inking Apparatus for Printing Presses, W. Allen and C. Wolfe, London.

14.182.    Double-arm Anchor, C. Boyce, Tipton.

14.183.    Wire Ropes, H. R. I. Webster, London.

14.184.    Tobacco Pipes, Ac., D. Hayes and E. Perry, London.

14.185.    Inking Attachments for Printing Machines, T. N. Palmer.—(IF. II. Golding, U.S.)

14.186.    Screw Plates and Dies, A. R. Molison, Swansea.

14.187.    Medical Compound, H. J. Allison.—(27. A. Guptill, U.S.)

14.188.    Pistons and Pump Buckets, J. Collier, London.

14.189.    Taps, Ac., J. Read, Sheffield.

14.190.    Stop for Dowei.ling Bits for Cabinet-makers, Ac., G. II. Lane, London.

14.191.    Brake Bands, R. Green, Birmingham.

14.192.    Hats, T. K. Mace, Birmingham.

14,193 Apparatus Attached to Printing Machines for Gumming, Ac., Sheets of Paper, W. Greaves, Halifax.

14.194.    Lock-up Stand, C. Pembroke and J. Dingley, Birmingham.

14.195.    Half-round Lace-up Garters, J. Parry, London.

14.196.    Ball Roller Castors, F. W. Rees, London.

14.197.    Elements for Primary Electric Batteries, C. P. Elieson, Leytonstone.

14.198.    Washing, Ac., Coal, Ac , II. G. Fairburn, London.

14.199.    Desiccating Coal. Ac., II. G. Fairburn, Cardiff.

14.200.    Accumulator of Electricity,

(Mijers), Amsterdam.

14.201.    Washing Machines, E. Clements, London.

14.202.    Electric Lighting and Signalling Apparatus, J. L. Crawford, London.

14.203.    Stove for Disinfecting Bedding, Ac., A. J. Le Blanc, London.

14.204.    Getting Gold from Wheat, II. Fell, Norwood Park.

14.205.    Self-acting Washing Machine, E. J. Renn, London.

14.206.    Valve Gear, W. R. Cummins, London.

14.207.    Stopper for Bung-holes of Barrels, W. Webster, London.

14.208.    Treating Ores containing Copper, Ac Gelstliarp, London.

14.209.    Carriages, G. II. Morgan, London.

14.213.    Rock Drills, A. W. L. Reddio.—{II. C. Sergeant, United States.)

14.211.    Apparatus for Dressing Grain, Ac., S. M. Macrory, D. W. and R. J. Stevenson, London.

14.212.    Seams to be Used in Launch and Boat Building, G. J. Tagg, London.

14.210.    Apparatus for Applying Power, W. R. Lako. —(The Benedict and Burnham Manufacturing Company, United States.)

14.214.    Propellers, H. Gorgas and II. F. Martens, Hamburg.

14.215.    Axles of Road Wheels, C. D. Abel.— {A. 27. Bock, Meissen.)

14.216.    Registering Apparatus, C. D. Abol.—(A. Kaiser, Freiburg.)

J. Myers

SELECTED AMERICAN PATENTS.

From the United States' Patent Office Official Gazette.

304,741. Water Crane for Supplying Locomotives, Albert K. Mansfield, Boston, Mass.—Filed October 5th, 1883.

Claim.—(1) In a water column, tho combination of valve L, operating lover F, and a connecting rod betweon tho stem of the valve and said lever, carrying an adjustable spring I, the pressure of which acts in a contrary direction and opposed to the pressure of the

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vidod with means by which to secure it to a wood moulding machine, bolts passing through the circular slot and having screw nuts, bearings connected to and movable with the bolts around the slot, a shaft supported at its ends by the bearings, and a pattern wheel on the shaft, substantially as described. (3) The combination of a head having a circular slot and means to secure it to a moulding machine, a bed-plate for receiving and supporting the moulding, devices for adjusting the slotted head vertically, bearings adjustable around the circular slot, a shaft supported at its ends by tho bearings, and a pattern wheel on the shaft, substantially as described. (4) The combination of a head having a circular slot, tho circula. sliding plate, the bolts passing through the end portions of the plate and the slot, the bearings on the bolts, the shaft supported at its ends by the bearings, and the pattern wheel on the shaft, substantially as described. (5) The combination of the circular head having means to secure it to a wood moulding machine, a bed-plate for receiving and supporting the moulding, a circular plate adjustable in a circular path around the head, bearings on the end portions of the plate, a shaft supported at its ends by tho bearings, and a pattern wheel on the shaft, substantially as described. (6) The combination of the head having the circular slot and circular rabbeted edges, circular plate arranged in the rabbeted edges and adjustable in a circular path, bearings on the ends oi the plate, a shaft supported at its ends by the bearings, and a pattern wheel on the shaft, substantially as described. (7) The combination of a head having means to connect it with a wood moulding machine, a shaft mounted at its ends in bearings adjustable around the head in a circular path, and a pattern wheel adjustable along the length of the shaft, substantially as described.

304,995. Apparatus for Manufacturing Gas, James Crutchett, New York, N. Y.—Filed November 30th, 1883.

Brief.—Steam and carbon dust are blown into a body of highly heated fuel in a furnace generator. Air for supporting combustion is heated by corrugated pas-

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water, making the valve at once an operating and a safety valve, as set forth. (2) In a water column, the combination of a vertically moving and revolving stand pipo E, provided with tho toothed annular ring

controlled in substantially the manner set forth. (3) Tlio combination, with a recording mechanism and a motor for driving or operating the same, of an electro-magnetic system constructed substantially as a dynamo-eloctric machine or motor with a rotating armature and connections between the recording mechanism and the armaturo for controlling the operation of the recording mechanism by the tendency to rotation of the armature, all substantially as set forth. (4) In a registering meter, the combination, with a motor and friction disc or plate rotated thereby, of a pivotted framo, a train of registering wheels carried thereby, a friction wheel constituting one of said train and in contact with the friction disc, and means for shifting its point of contact therewith, whereby a variable motion is imparted to the register, as set forth.

304,972. Valve Gear for Steam Engines, George S.

Strong, Philadelphia, Pa.—Filed January 21 st, 1884.

Claim.—(1) A duplex valve gear in which the following elements aro combined, namely—First, two levers H Hi, and mechanism for imparting a compound motion to the same; Secondly, two valve spindles, one for the steam valvo and the other for the exhaust valve, ono spindle being connected to ono lever and the other to the othor lover; Thirdly, two pins a a¹, and mechanism for adjusting each in the arc of a circle independently of each othor; and, Fourthly,

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a rod G, for connecting one pin a to ono lever, and another rod for connecting the other pin a¹ to the other lever, all substantially as set forth. (2) The combination of the levers H Hi, ono connected to the steam valvo splindlc and the other to the oxhaust valvo spindle, the tubular shaft V, carrying a lover T, the bent arm t of which is connected by a rod to the lever H, and the shaft Q, carrying a lever T¹, one arm of which is connected by a rod to the lever Hi, all substantially as set forth.

304,980. Moulding Machine, Thomas II. H. Webster, Baltimore, Md.—Filed March 20th, 1884.

Claim.—(1) In an attachment for moulding machines, the combination of a head having a circular slot, bolts passing therethrough and carrying bearings at ono end, a shaft supported at its ends in the bear-whereby tho bearings may be adjusted

ings, means

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CONTENTS.

The Engineer, October 31st, 1884.

PAGE

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

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

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

Compound Engines of s.s. Henry Wright (Illustrated.) ....................

The Westinghouse Engine (Illustrated)    ..    ..329

Ventilation of Sewers Railway Brakes in France

327

327

::-2s

330

Letters to the Editor—

Simple and Compound Engines

Railway Brakes ......

Tidal Action ........

Leading Articles—

Sir E. J. Reed on the Navy Railway Goods Tariffs ..    ..

Railways in New South Wales The Threatened Water Famine Fatal Tramway Accidents ..

The Armour-plate Trade ..

Royalties on Coal and Iron Paris Metropolitan Railway

Literature ..........

150-Ton Crane (Illustrated)

Halpin’s^Planimeter Locking GEAR(IUustratcd). 336 Botten’s Signal Indicator (Illustrated) ..    .. 337

Temperature of Solar Surface (Illustrated) .. 337

The Health Exhibition Awards......

The Institution of Civil Engineers .. .,

The Science and Practice of Engineering .. 339 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 .. 341 The Patent Journal Abstracts of Patent American Specifications. 342 Paragraphs—

A New Metallurgical and Gas Process ..    .. „ 328

Presentation to Mr. Arthur Carey

The Panama Canal ......

The Electric Lighting Act Naval Engineer Appointments

Inventions Wanted......

Firth College, Sheffield ..    ..

Eugbne Bourdon ........

The British Association ..    ..

330

330

330

330

330

331

331

331

333

.. 334

334

335

335

335

.. 335

335

335

336

838

338

.. 339

340

340

340

311

341

331

331

331

331

331

336

388

341

South Kensington Museum.—Visitors during the week ending Oct. 25th, 1884On Monday, Tuesday and Saturday, free, from 10 a.m. to 10 p.m., Museum 12,834; mercantile marine, Indian section, and other collections, 4311. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m to 4 p.m., Museum, 1679; mercantile marine, Indian section, and other collections, 209. Total, 19,033. Avcrago of sponding week in former years, 14,313. Total from the opening of tho Museum, 23,475,4161

corre-