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THE MINING EXHIBITION AT GLASGOW.

Concurrently with the meeting of the Iron and Steel Institute at Glasgow, an Exhibition of mining plant was opened in the same city, under the auspices of the Mining Institute of Scotland. A large and influential general committee was appointed, with the Lord Provost as chairman, and Colonel Hamilton, M.P., Mr. Wm. Alexander, and Mr. Ralph Moore, H.M. inspectors of mines, as vice-chairmen, while the convener of the executive committee was Mr. Jas. S. Dixon, president of the Mining Institute of Scotland. The following notes are culled from a review of the progressive improvement of mining in Scotland, written for the occasion by Mr. R. L. Galloway, one of the hon. secs.

Collieries were worked on the south shore of the Firth of Forth as early as 1200 a.d., and in 1294 James the Stewart gave a charter to the monks of Paisley to dig sea coals—the term by which mineral coal was first known in contradistinction to charcoal. Though the introduction of coal does not appear to have given rise to so much opposition in Scotland as in England, it is probable that its early use in Edinburgh gained for that city its sobriquet of “ Auld Reekie.” At first the coal was only worked opencast; then shallow pits were sunk at intervals, the coal extracted being carried on women’s backs along the workings and by stairs up the shafts. In the sixteenth century the coal pits, or “colpots” as they were called, became familiar to the general public, at any rate in the central portion of the kingdom ; and in the reign of Mary Queen of Scots an Act was passed forbidding the export of coal, as it was thought the supply was almost exhausted.

A new impulse was, however, given to the coal trade about the year 1600, by the introduction of machinery for raising water, which permitted of deeper coal being won. machine employed for this purpose was the Egyptian water wheel with chain of buckets, which filled themselves at the bottom, and discharged their contents into a trough at the top as they passed over the axle.

Fire-damp, or “ wildfire,|” when met with, was ignited by a “fireman ” with a candle at the end of a jxfle, he groping his way on hands and knees, and lying flat on the floor to escape being scorched. The only appliance the miners had to assist them in sinking w;ia the “stook and feathers,” or long wedge and slips of iron, inserted into a bored hole, the stook being driven between the feathers by sledges.

In 1700 the greatest limit of depth was reached at which wind and water mills were available for pumping, when Newcomen’s “ fire engine” came to the rescue and restored to active working many a drowned-out colliery. By 1720 several steam engines had been erected for raising water; but coal was still raised by windlasses or horse-gins.

Early in the eighteenth century a “ water-gin ” was erected at the Alloa collieries, which consisted of an overshot water wheel, divided by a vertical plane at right angles to its axis, witn the buckets of one portion arranged differently to those of the other, so that the wheel could be reversed by the fall of water being arranged on one or the other side.

The first horse railway laid with wooden rails was made from the Tranent pits to Prestonpans in 1722.

A similar railway, made at Alloa in 1768, was renewed in 1785, with light wrought iron bars laid on the top of the wooden rails—an improvement which caused it to be regarded at the time as the most complete in Britain. At this time coal was being worked on both the “Utoop-and-room” and “long-wall” systems; and itis known that the latter system was in use at Dr. Roebuck’s colliery at Kinneil as early as 1765. At the end of the eighteenth century few collieries in Scotland were more than fifty fathoms deep, though the depth of the Govan Colliery, near Glasgow, was one hundred fathoms. One of the first steam engines for drawing coal was erected at Old Monk-land in 1792, being probably one of Watt’s double-acting engines, which had recently been invented. Furnaces for smelting iron with coal were built at Carron, near Falkirk, in 1760; and Mushet’s discovery of the blackband ironstone in 1805 gave an impetus to the trade, which was further developed by Neilson’s invention of the hot blast in 1828.

Early in the present century several cast iron railways were made in Scotland for the conveyance of coal, and on one of these, from Kilmarnock to Troon Harbour, the first attempt in Scotland was made in 1819 to substitute a locomotive for horses. Previous to 1815 cast iron railways were made at collieries on Firth of Forth; but railways did not become common in Scotland until more than twenty years later, when great improvements had been made in the locomotive, and wrought iron rails had been substituted for cast iron. Undergound, the small basket of the “ bearer ” gradually gave place to larger baskets on sledge feet shod with iron, which were dragged along the floor by men or horses; and these were superseded by wheel carriages, running on cast iron rails, and about 1840 raised to the surface in cages at great velocity. The deepest pit shaft in work at the present time is the Spitalhall Pit, near Blantyre, which is 221 fathoms;

but the depth of the workings ofteu exceeds that of the shafts. For ventilation, fans have, to a large extent, superseded furnaces. Rectangular shafts are the rule, but at Niddrie Colliery the circular form has been adopted, with a diameter of 17ft. In a few instances, as at Earnock, iron has been substituted for timber in the construction of pit head frames, and iron is being rapidly superseded by steel in many branches of colliery requirements. Coal cutting machinery, driven by compressed air, is in use at a number of collieries ; but its progress is slow and intermittent. Electricity has been used for signalling between the surface and the bottom, and at the Earnock Colliery the main roads are lighted by electric lamps.

The Exhibition, held at the Burnbank Drill Halls, in the Great Western-road, contained plans and sections of the Scottish coal measures, with diagrams showing fluctuations in the production and prices, and also minute sections of the workable minerals in the shires of Lanark, Fife, and Edinburgh. Among numerous specimens of the various minerals were some handsome vases turned out of parrot coal.

Among several coal-cutting machines exhibited, two have stood the test of practical operation for a considerable period. The Rigg and Meiklejohn machine, made and

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exhibited by Grant, Ritchie, and Co., of Kilmarnock, consists of a pair of engines, worked by compressed air, driving by bevel gear a horizontal disc, armed with teeth set out right and left, which cuts into the face of the coal, at a level with the floor, to a depth of 3ft., or even 3ft. 6in. Although the machine is mounted on a truck, and draws itself along by a chain and chain wheel, it only stands 15in. high, so that it can be applied to a very thin seam. There are, moreover, screws for adjusting the machine to rise or dip workings, the axle-boxes being so constructed as to permit of the frame being canted to any angle with respect to the rail level. The maximum speed of cutting is 60 yards per hour, and under favourable circumstances the machine has holed or undercut 1000 yards in five shifts of eight hours each.

The improved Gillott and Copley coal cutter, made and shown by John Gillott and Son, of Barnsley, has

pair of 9in. cylinders by 9in. stroke, working with air compressed to from 20 lb. to 30 lb. per square inch, on to a forged steel crank shaft, which drives the pinion taking into the slots of the horizontal cutter wheel. This wheel, carried by a steel bracket, makes about six revolutions and gives from 120 to 180 strokes a minute with its twenty or thirty steel cutters. It effects a clean cut of 3ft. 6in. by 3in., clearing out the debris, either at the floor level—which it leaves ready for laying down the rails for the next cut—or in a parting between two seams 3ft. or above the trains. The machine, which requires a height of 20in., draws itself along, in either direction, by a wire rope and drum with adjustable crank feed. With a pressure of 27 lb. per square inch, it has holed, in a hard tough fireclay, 25| yards in five minutes, and 24^ yards of solid coal in fifty-five minutes with 30 lb. pressure. At the Silkstone and Dod worth Colliery from 80 to 100 yards have been cut per shift with air carried 1200 yards, making 30 per cent, more large coal than by hand-getting.

Thwaites Brothers, of Bradford, sent one of their quick-speed air compressors, in which there is no time for the air to leak past the piston, thus ensuring an efficient discharge. A high speed is made possible by adopting the Holt inlet valves, which are nearly of the same area as the piston, while the air travels at a less velocity through the passages than in a slowly-moving compressor. The main inlet valves are coupled by a connecting piece, so that, when one valve opens the other closes, thus trapping the air which has entered one cylinder, and opening a passage for admission into the other. By means of a right and left-handed thread on the connecting piece, the amount of opening may be adjusted while running. Loaded auxiliary valves, working inside the main valves, prevent the latter from opening until the pistons have attained a speed at which the flow of air through the main valves is not sufficient to keep up the atmospheric pressure, when they open according to the speed of the pistons; and when the piston speed diminishes near the end of the stroke, and the slight vacuum in the cylinder decreases, the auxiliary valve closes, while the main valve remains open to the end of the stroke, thus maintaining atmospheric pressure. A new and improved coal tipper, or “ tumbling tom,” was shown in action by Wm. Cook and Sons, of Glasgow and Sheffield. It is provided with a shield, which retains the coal in the hutch until fully tipped, and then releases it, so as to diminish the fall and also check the impetus, thus allowing the coal to drop gently on to the screen and preventing breakage. The centre of gravity is arranged so that the tipper returns automatically to its normal position, and discharges the hutch at the back. This firm has patented a simple and secure method of hutch wheels on axles, so that they can be taken off readily without heating. A gib is kept in place by a projection fitting into a small hole in the axle. A cotter is driven in over it, and retained by a washer between it and the axle-box.

Steam at 80 lb. pressure for driving machinery in motion was generated in ^ a duplex-furnace boiler, by Penman and Co., of Glasgow, made of steel plates with flues welded at the longitudinal and flanged at the transverse seams, with cross tubes welded into the flue rings, so that no rivet heads or double tYiickness or edges of plates are exposed to the flames. The edges of plates are planed, and the rivet-holes are drilled through two plates together after being bent into form, so that there is no straining, drifting, or other injury. John Gillott and Son exhibited Arnold’s improved boiler flue and generator. The flue is composed of a series of rings rolled in barrel form and welded longitudinally with flanges for the transverse joints, which are rivetted together with a flat ring between. The generator consists of one large tube of circular section, connected by a rivetted joint to the top of the flue just behind the bridge, and also to the bottom of the flue near the hind end of the boiler, thus increasing the effective heating surface and ensuring a good circulation. The Glen-field Company, of Kilmarnock, showed Mahew’s automatic boiler-feeder ; and Mr. Thomas Potter, of Glasgow, Gillies’ equilibrium steam-trap; descriptions of neither of which would, however, be intelligible without drawings.

The machinery in motion was driven by a compound balanced engine, with cylinders of 6in. and 12in. diameter and 9in. stroke, by Lamberton and Co., of Coatbridge, low-pressure cylinder is placed behind the high-pressure ; and its piston works on to the two-side cranks through two piston-rods, on either side of the high-pressure cylinder, and two connecting-rods. The piston of the high-pressure cylinder works on to the central crank, through the central piston and connecting-rod. As these cranks are opposite to one another, the high-pressure piston moves in the opposite direction to that of the low-pressure cylinder, advancing towards and receding from each other. As these opposing weights are the same, their momentum is always balanced, while the steam pressures are also in equilibrium. The exhaust of the high-pressure cylinder into the valve of the low is regulated by the governor, while also acting on the valve admitting the steam into the high-pressure cylinder. The engine ran very sweetly at 360 revolutions ; and it was said that 400 revolutions are easily attained. The three dynamos for electric lighting were driven by a horizontal engine giving 30-horse power, by Thos. M’Cullock and Sons, of Kilmarnock, fitted with Dr. Proell’s automatic expansion gear. An arrangement of endless rope haulage, erected under the direction of the executive committee, was driven by a pair of coupled haulage engines, 12in. by 24in., fitted with link motion for reversing, and also with composite wire rope pulleys. In one of these, the flange is adjustable, by hook bolts, to a £in. or lin. rope ; and in the other a wood packing piece is used to make the adjustment. An improved friction clutch is brought into action instantly and without shock, though the engine may be running at full speed.

The endless wire rope, lent by Messrs. Williams and Co., of

Wishaw, for the haulage arrangement, which gave visitors a ride at one penny each, passed through an iron box filled with cotton waste on which tar was constantly dripping. The hutches engaged with the rope by a clip like a pair of crossed tongs, brought together from the side of the hutch by a right and left-handed screw and handle. These clips were carried with the rope round the guide pulleys. The brakes consist of a steel band passing over the upper portions of the periphery of two wheels, being pressed against them by a screw being brought down upon the part between the two wheels. A model was shown in action of Carter’s wagon coupling, which is worked from either side, so as to save the necessity of going between the buffers. The link is raised over the hook by an articulated arm actuated by a cross shaft and lever; and, if preferred, the lever may hang loosely at the side of the wagon. The parts of the arm may be shortened so that the link may pass over the hook, if the two are only 2in. apart.

MISCELLANEOUS MACHINERY AT THE INTERNATIONAL INVENTIONS EXHIBITION.

Messrs. Watson, Laidlaw, and Co., Glasgow, who have been awarded a gold medal, exhibit a number of their specialities, comprising patent hydro-extractors, as used by bleachers and dyers; centrifugal machines, such I

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friction pieces D, the weight of which is proportioned to the speed fixed for the shaft. At this speed their centrifugal action overcomes the restraining power of the steadying springs E, and causes them to press against the inner surfaoe of the pulley, the pressure being so adjusted that, although sufficient to drive the machine when fairly started, it is insufficient to overcome its inertia at once.

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employed in the sugar and chemical industries ; and a patent centrifugal friction driving and disengaging pulley ; as well as several forms of steel disc pulleys, and self-oiling bearings. The extractors and centrifugal machines, whilst varying very much in form and arrangement according to the purposes for which they are intended to be used, are all characterised by one common feature. The revolving basket which receives the material from which the water or other liquid is to be expelled, instead of running in fixed bearings as is usual, is pivotted or suspended on elastic bearings, which permit the basket, if unequally loaded, to oscillate within certain limits. In dealing with textile fabrics more especially, it is impossible to load the basket equally all round, so that the machine is generally set in motion with one side weighted more heavily than the other, and under this condition with fixed bearings the vibration and wear are excessive, as the basket is compelled to revolve about a centre other than its centre of gravity, and very massive foundations are, therefore, necessary. With the elastic bearings, which were invented by Mr. Weston, the revolving basket is free to assume as its centre of gyration the centre of gravity of the loaded basket, thus automatically balancing itself and reducing vibration to a minimum. Hydro-extractors on this principle are made either to stand on an ordinary fioor or foundation, or for suspension from a beam, frame, or wall, and examples of several different types are exhibited, Of these we may mention an under-driven or pivotted machine, in which elasticity is obtained by means of a dished iron or steel plate carrying the centre pivot, supported on solid india-rubber rings ; and an extractor of somewhat similar construction but driven direct by an electric motor, according to the patent of Mr. Watt, Liverpool, so dispensing with all belts and gearing, and permitting the machine to be placed in a position to which it might be inconvenient to convey power by means of shafting, or even by steam pipes. There is also a pair of suspended or over-driven centrifugals, specially designed for sugar and chemicals, which we illustrate on page 347. The baskets are suspended by a hollow sleeve working on an internal spindle, india-rubber rings at the top giving the desired elasticity. An important feature in these suspended machines, in addition to the self-balancing arrangement, is the central discharge valve in the bottom of the basket, through which the material, after being dried, is discharged on to a carrying band or into trucks below. This is, of course, a much more rapid method than lifting the material out at the top, and is one which, owing to the special construction of the apparatus, is readily applied. In connection with the belt-driven machines, and also as a separate exhibit, is shown Weston’s patent centrifugal friction pulley, two views of which we give on page 347. The pulley A is fixed on the self-oiling bush B, in which the shaft revolves freely, two driving arms C being clamped firmly on the shaft by means of bolts. These arms carry

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Consequently, slip takes place between the surfaces until the pulley attains the velocity of the driving pieces, thus gradually bringing the bucket to its proper speed without causing undue strain on the driving shaft and excessive wear and tear on the belt. The friction pieces are attached to the levers F, placed between the driving arms, and by means of wedges in the sliding collar G they are either left free to press against the rim of the pulley or are withdrawn from it, according as it is desired to start or stop the machine. A large pulley of this construction is at work in the electric light annexe, transmitting between 60 and 70-horse power. Its diameter is 6ft. 3in., and width 11 in. Besides the machinery specially referred to here, there are several other matters of considerable interest in Messrs. Watson, Laidlaw, and Co.’s exhibits. Notably, we may draw attention to a self-oiling bearing in which the ordinary oil cup is replaced by a small reservoir below, lubrication being effected by a piece of felt which dips into the oil and presses against the underside of the shaft. Throughout the work there is evidence of great care in design, as well as high-class workmanship.

In the South Promenade, Messrs. Stothert and Pitt Bath, exhibit one of their steam cranes, working in connection with Wild’s patent excavator, a general view of the plant being given here and on page 349. The crane, which will raise a load of 5 tons, is of the usual type constructed by this firm, and is of exceedingly neat design. It is arranged to lift or lower, and slew in either direction at the same time, without reversing the engines, and the levers are all brought close together at one side so as to be well under the control of the attendant, who is placed in such a position as to command a proper view of his work. The engines have two steam cylinders, the steam chests being divided at the centre of the slide valve glands, so as to enable the rods to be formed with solid forged buckles for embracing the slides. The boiler is of the usual vertical type with internal fire-box and cross tubes, and is provided with a complete set of fittings of first-class description. The lifting gear is of single purchase, the heaviest loads being raised by means of a hanging block at the end of the jib. The crane is mounted on a massive cast iron carriage with four wheels fitted with improved travelling gear, which is brought into action by means of a friction clutch with internal expanding ring. In this way the driver is enabled to travel the crane instantly, without having to slow the engines, so avoiding loss of time as well as occasional fracture of the clutch and gearing. The slewing motion is taken from one end of the crank shaft by a set of bevel wheels and double friction cones, the cones being put in and out of contact by means of a central pin and cross cotter in the shaft, actuated by a coarse pitch screw. The contact is thus perfectly central and direct, and obtains the highest duty from the cones. The motion is transmitted by spur wheels to the geared roller path the carriage. This path is not bolted down, but is bored out and held by turned joggles, so that when the revolution of the crane is suddenly checked, the ring slips and prevents shock, which would likely lead to breakage of the teeth; another advantage being that when the crane is working for a considerable time on one quarter, the path can be readily turned round in order to present a fresh surface for the travel of the rollers. The grab is shown by two sectional views on page 349. It requires no special arrangement of crane for working it, beyond the addition of a pair of fixed suspension chains for carrying the ring A, the position of which need not be varied unless the height at which the bucket is to be discharged is altered. The crane is, therefore, serviceable at any time for ordinary contractor’s work. The engravings show a Wild’s grab with plate bucket; Fig. 1, with the flaps open, in the act of discharging, and Fig. 2 with the flaps closed. Assuming the grab to have been filled and raised until the catches B B engage with the ring A, the body of the apparatus can be entirely supported by the ring, and if the main chain is then run out, the flaps will open and the contents will be discharged. This is the condition of affairs shown in Fig. 1, the main chain having been slacked so as to bring the ball C below the counterweighted catches I) D. The chain is now wound up, the whole apparatus being raised by means of the ball, and the catches B B are drawn back by the tapered sliding

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the next operation. When it touches the ground the chain must be allowed to become quite slack in order to permit the sliding piece F to descend and force open the catches I) D. The chain can then be wound up, and the grab is first closed and afterwards raised bodily with its load, until the top of the apparatus again enters the suspension ring. The grabs are made in three classes, suitable for dredging soft material such as mud, sand, or grain; for digging hard sand or earth; and for lifting and (Jigging clay. They are constructed almost entirely of steel, and have, we understand, given great satisfaction in working. The makers—Messrs. Stothert and Pitt—have been awarded a gold medal for their exhibit.

On page 349 we illustrate the arrangement of gearing and barrels, of a patent steam derrick crane with locked jib, which is shown by Messrs. George Anderson and Co., Arbroath. The steam cylinders are vertical, and give motion to the lifting barrel A, either by means of a single pair of wheels, or by double gearing. The barrel B, for lifting the jib, works loose on the shaft of the main lifting barrel, and is brought into action by a pair of bevel wheels and a worm, which gears into a wheel with patent revolving teeth. These teeth are made of tough cast iron, and revolve on steel studs inserted into the rim of the wheel in such a manner that they can be easily replaced. The wear and tear has, however, been found to be so trifling as to be almost imperceptible, even after several years of use. The crane is slewed by the worm wheels C C, which revolve in opposite directions, and are brought into gear, when required, by means of an ordinary cone friction clutch. A wind brake is provided, so that the crane may be kept fixed in any desired position. From the arrangement of gearing it will be seen that unless there is an absolute fracture of some part, it is impossible for the jib to fall, whether loaded or unloaded, it being completely locked by the worm gear, so that it cannot be lowered except by means of the engine. The craneman has no ratchet pawl, to lift or replace in altering the radius, but has simply to work a single handle. This is one of the important features of the crane, and will doubtless be appreciated by those who are acquainted with the difficulty there often is in getting good and reliable cranemen. Flexible steel wire ropes are used both for lifting, and altering the radius, the barrels and pulleys being made specially large so as to reduce the bending as much as possible. The speeds are so proportioned that no alteration takes place in the elevation of the load while the derrick is being raised or lowered. The cranes are constructed in several sizes; they are well-designed throughout, and well made.

Dkvoll and Howl’s Brass Lathe.—In the description which we published at page 314 in our impression of the 23rd ult., it should have been stated that the lathe was Devoll and Howl’s patent, made by Messrs. Lee, Howl, Ward and Howl, of Tipton.

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INVENTIONS EXHIBITION

STEAM EXCAVATING CRANE

THE ANTWEEP EXHIBITION.

No. IX.

Ix our last impression we set forth at some length the views of Mr. Van den Kerchove on the subject of engine building. This week we illustrate the engine he exhibits at Antwerp ; but before proceeding to describe it we must place before our readers the remainder of the statements and arguments with which this eminent Belgian engineer has favoured us. It will be remembered that he contends that first-class work is as easily produced, and costs as little to turn out, as second or third-rate work, provided the engine builder has got the proper machine tools and knows how to use them; and we have briefly described the various parts of engines which he exhibits at Antwerp to illustrate his methods and his practice. It lias been argued that perfection of polish is of no value to the purchaser. On this point, Mr. Van den Kerchove is quite positive. Polish is worth having, since it always guarantees to the purchaser the use of the best materials. It is not possible to obtain good polish with materials of inferior quality ; moreover, when these are made use of the very least defects and the very slightest imperfections in the execution of the work become so apparent, that for this reason alone many engineers prefer not to attempt a high finish. The more ordinary polish, less finished and less brilliant, does not show specks or defects in cast or wrought iron or steel. Work well polished is more easily preserved than that which is not. The absence of lines and scratches which accompany a perfect surface prevents the adhesion of grease and dirt; and it is only necessary, to

prevent the formation of rust, to keep the surface small pamphlet he has distributed, at a durability of the or to the success of those firms who have practised it. always in the same condition. An engine or a machine various working parts of his engines equal to that observed Everyone knows how to turn out ‘brummagem.’ Few not so well polished does not offer the same facilities for in the Whitworth machine tools, and by doing this he con- people, however, know how to turn out work which is keeping it in good condition, apart from the fact that the siderably enhances the value of his engines. Finally, he irreproachable. Since this is the truth, why not ^know-persons whose* duty it is to look after them do not take aims at another object—that of reducing to a minimum ledge it; and without any false shame imitate the good that interest in them which thev otherwise would, and the the care and attention required by his engine, for he has example which is set her abroad, and she will soon regain preservation of the engine, which generally represents a greatly reduced the number of adjustments, of which the her bygone reputation, and her immense market which large amount of capital, suffers considerably in consequence, maintenance, even by a clever workman, is a difficult imprudence and carelessness have so much compromised On these considerations it must be conceded that polish matter, and even where he has not been able from practical during the last few years.”    ....    .    , .    ,.

is not a luxury nor a thing absolutely useless. Moreover, considerations to suppress these, he has introduced means Mr. Van den Kerchove is proud of his work, and justly as may be seen at the Antwerp Exhibition, Mr. Van den    of adjustment which are so simple and    efficacious that they    so; and it is indisputable that what we have    just quoted

Kerchove has not used bright work extravagantly in his    do not require skilled attention.    contains a most important truth. If    we will    only main-

engine, and has substituted for it in many parts which are It will be seen from the foregoing that Mr. Van den tain the reputation of our country, we shall continue to generally polished a black bronzing, such as is used in the Kerchove’s practice is somewhat different from that of command markets which must be closed against us as soon manufacture of fire-arms, and which has a beautiful effect,    many other makers. He holds that    not only the econo-    as it is discovered that the name of    an English maker is

His object, he tells us, in doing this is to do away with a    mical efficiency, but the durability,    of a steam engine    not a guarantee of special excellence.

great deal of the care and attention which is required to depends on the care with which it is made, and the absolute We shall now proceed to describe the engine we lllus-maintain parts difficult to get at in good condition. Other    accuracy of its parts. That which pretends to be round    trate on pages    353 and 356, and below,

parts cast with great care are painted and varnished, and    ought to be round, that which asserts it is flat ought to be    The engine    is of the compound intermediate    receiver

we certainly cannot reproach him with having carried flat. Perfect workmanship is found, in machine tools by type, with Corliss valves and trip gear made under the polishing too far, with a view to throw dust in the eyes of Sir J. Whitworth. A steam engine is as much a machine Corliss patents of 1879, shown enlarged by F lgs. 3, 4, and 5. the public, as is sometimes done by engineers when work- capable of being made with accuracy as a lathe or a plane, The cranks are placed at right angles. The small cylinder ing for an exhibition. As regards accuracy of workman- and should be so made; and Mr. Van den Kerchove holds is 15in. diameter, the large cylinder 30in., and the strokes ship, it is evident that the greater this is the longer the that those who have not had practical experience of what of both pistons are the same, namely, 5ft. The engine engine will maintain itself in good condition and working minute accuracy will accomplish have no idea of the is built to run at any speed that will suit the purchaser order; and since its economical working absolutely depends benefits which it can confer. Take, for example, the boring between 66 and 72 revolutions per minute, upon a number of organs which must remain tight and in of cylinders. In nine cases out of ten cylinders are The cylinders are cast in one piece with tlieir steam perfect condition, the engine will the longer retain these neither bored truly round nor quite parallel. “ A conicite,” jackets—Corliss’ patent—which are so constructed that no essential conditions. This is the natural result of carefully says Mr. Van den Kerchove, “of one-fiftieth of an inch in inequality of expansion or contraction will cause the metal executed work which manufacturers are better able to appre- a cylinder will suffice to ruin a piston. To give an to crack, as is too often the case with castings of this ciate than anyone else. What advantage is there in having example: It is not unusual to have to replace piston rings description; they are also enveloped with a non-conducting engine which will only give its best economical results    once a year. This is due simply to the fact that the rings    material, covered with sheet metal lagging,

during a short period, and that then it should visibly    do not tit the cylinder all round. They wear where they | The piston    employed was patented by    Mr.    Corliss    in

decline, not only so as to necessitate constant repair, but so rub. Then they cease to be true circles, and so does the | 1879, and is constructed without screws, bolts, or any other

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parts which might become loose, and thereby cause ft breakdown; it is light, but very strong, being cast hollow with ribs; the rings are cast from a special mixture, and are kept steam tight automatically.

The mechanism which forms the principal feature of the engine is partly taken from Mr. Corliss’ patent of 1879; it differs, however, essentially from that exhibited at Brussels in 1880, the new engine having a central rocking lever, instead of a wrist plate, which suppresses a number of parts, and at once simplifies and improves the valve gear. It is known that the rapid opening of the steam ports in the Corliss engine depends upon the positions that certain pins occupy with respect to the principal wrist plate put in motion by the excentric; by an arrangement of knuckle joints, illustrated to a larger scale above, both the valves are opened at a greater speed than could be obtained by any other movement.

The condenser and air pump are very compact and simple, the fulcrum of the lever being fixed upon the cover of the pump, which is vertical. All brackets attached to the foundations are thus dispensed with. A manhole is provided for getting to the valves without removing the pump cover. Beyond keeping the valves in order, this pump requires no attention, as it has neither stuffing-box nor piston rings, and it may make a great number of strokes per minute without noise, on account of its low piston speed.

After the valve gear and the principal parts of the cylinders we come to the receiver, in the construction of which Mr. Corliss has introduced improvements worth the attention of manufacturers. These improvements consist in placing a superheater in the boiler flues, and pumping into it the condensed steam from the high-pressure cylinder and the receiver. A return pipe the superheater with the receiver, bringing back 1 thus produced which has been exposed to a higher tempera*

as never again to equal its original performance? The i cylinder, and fretting begins ; whereas, if the surfaces important point is that it should maintain itself as long a were what they ought to be they would, so to speak, float time as possible, and to obtain this it is absolutely neces- over each other.” With perfect workmanship Mr. Van den sary that all work should be executed with the greatest Kerchove has had one set of piston rings last for sixteen degree of precision, which should be carried even into j years in daily work, and at the end of that time the piston the very minutest details, for by this means alone can ¹ was quite tight. In another case a horizontal engine the best performance be realised.    piston worked for twelve years at 66 strokes per minute,

Mr. Van den Kerchove assures us that his attention has and at the end of that time the greatest inaccuracy caused long been directed to this important question by the by wear did not exceed T|uth of an inch. “ These are extreme durability of the machine tools made by Sir J. incontestable examples which prove that good workman-Whitworth and Co. For example, a planing machine of ship, aided by continual care on the part of the engineer large dimensions has been doing good service in Mr. Van in charge, are able to augment the life of these parts of a den Kerchove’s works for the past fifteen years, and is steam engine which have most to do to an extent almost still giving the greatest satisfaction, without ever having incredible.”

connects the steam

undergone the slightest repair. In the driving gear of No doubt a few other engineers both at home and this machine there is a shaft, which, whilst planing, runs abroad have practised great accuracy of workmanship, at 375 revolutions per minute, and which makes more than but we are not aware that anyone has ever carried the 1000 revolutions per minute during the return of the table system to as great a length as Mr. Van den Kerchove. carrying the work, and although this shaft runs in solid We cannot conclude this portion of our subject without cast iron bearings of small length without bushes, there is setting before our readers, in his own words, what Mr. not the least sign of wear in these parts. “It would Van den Kerchove has to say concerning the effect of com-almost lead one to suppose,” says Mr. Van den petition on English engineers. “ If England,” he says, Kerchove, “that these surfaces are so perfect that “has lost her preponderance in the foreign market, if it is no they slide over each other without coming into contact, longer the cradle of engineering, and others have outstripped Indeed, as is well known when one examines into the her, nothing stands in the way of her regaining her lost posi-action of two correctly made surfaces, properly lubricated, tion whenever she may choose to do so ; but to enable her sliding one upon the other, it follows that if they are well to do this, it becomes necessary, before all things, that she proportioned to the load they have to carry, they do not should know what her competitors are doing, and not close touch, since the lubricant is constantly interposed between her eyes to established facts. The working population of them ; and if perfect lubrication is assured, there England is one of the most intelligent .and clever in the naturally results an exceptional preservation of the world; the materials they use are excellent and cheap; rubbing surfaces, especially if one can protect them from capital and means of transport are not wanting. What dust, and by careful cleaning from time to time prevent more does she require to successfully compete with her the formation of dried oil.” The results obtained with his ! rivals i Only one thing ; keep to the right track, and not maohine tools M. Van den Kerchove has striven to realise allow herself to be drawn into the too seductive way of in his engines. In doing this, he arrives, as he states in a doing things by halves, which has never led to good work

LETTERS TO THE EDITOR.

ram I produced ; five gone on working without d two considerably more,

years, an

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of air by its elasticity at once throws wide open the hinged, leatherfaced clack delivery valve, which in turn is again as quickly shut by the stratum of water and air contained in the clack chest, the moment the impact gets overcome by the internal resistance, and at the same time the quick closing of the delivery clack throws down the water contained in the curved part of the ram, thus relieving both the snift and waste valve, which at that moment drops, and the operation goes on again. From letters in my possession, the original ram threw 3000 gallons in ten hours, and the latter 400 in one hour.    W. Robertson.

Dublin, October 2Gth.

mare, per terram. I enclose a copy of the specification, in the hope that you may be able to print a few extracts.

“ Complete specification.—I, Gustav Jaeger, of Stuttgart, in the Empire of Germany, doctor of medicine, do hereby declare the nature of my said invention for ‘ Improvements in the preparation of food and other articles for medicinal purposes,’ and in what manner the same is to be performed, to be particularly described and ascertained in and by the following statement:—

‘ ‘ Whereas by the method of analysing known as ‘ neural analysis ’ of the effect of inhalation and exhalation of the human body and of the different scents brought into contact therewith, I have discovered that the scent or smell of the hair of healthy females possessing good digestion possesses energising and animating influences, and is advantageous to the health. Rut the hair to be so used must be entirely free from oils, ointments, or cosmetics. Now the object of my invention is to utilise such discovery in a practical manner.

“ I prepare the said hair scent extract in the following manner:

“ After having procured hairs of the necessary quality, by means of the neural analysis, it is cut into small pieces and rubbed with a nine-fold amount of milk-sugar. Of this mixture a portion is rubbed with milk-sugar in the proportion of 1 to 9 for one hour, and this proceeding is then repeated for the third time, so that the third strength then represents the thousandth dilution. The fourth strength is made with water, and the further dilutions are to be effected with the purest alcohol, and always in the proportion of 1 to 10, so that the fifteenth operation gives a dilution of 1 milligramme in a million of metertons. One of these alcoholic dilutions lying between the fourth and fifth strengths can be added in drops to water used in the preparation of viands and similar objects.

“The degree of dilution may be varied to any extent. As regards the hair to be used, it must be mentioned that not every kind of hair has an equally favourable effect on all persons. The hair of a fair person is more successful on fair-haired persons than on dark-haired, and vice versd; in the same manner the difference of race is of importance. The selection of the hair requires great care and attention, as the hair of sick persons, or those who possess a bad digestion, is incapable of producing a healthy influence.

“ Having now particularly described and ascertained the nature of my said invention, and in what manner the same is to be performed, I declare that what I claim is:—

“ (1) The use of hair scent extract as an addition to food, substantially as and for the purposes hereinbefore described.

“ (2) The method and means of procuring, extracting, and preparing the aforesaid hair scent extract, substantially as hereinbefore described.

“ (3) The use of hair scent extract as an addition to any kind of food or perfumery, substantially as hereinbefore described.

“Geo. Downing,

“Agent for Applicant.

An Inventor.

bolt is trans-

running, or in other words, poor, you miss your stays and require some friend to throw you a rocket line or lifebuoy in the shape of scientific advice and assistance.

I would have replied to this sooner, but have been waiting for a better pen than mine to continue this subject, and so lead to the forming of a company. I am afraid to ask you to lay this matter before your personal friends, as your article is not very encouraging; but you must know that the fire, life, accidental, and other assurances run great risks, paying good dividends, yet nothing to what this would do once it was established. I do not consider the risk anything like what you have stated it. After “ R. H. N.” set this ball rolling, why does he not follow it up? I hope to see several letters on this subject in your valuable paper. I fully agree with “ J. E. A.’s” letter of the 11th ult. A great advantage to members after the acceptance of their plans would be a register hung up in the company’s office for the inspection of engineers and others, who would have greater faith in any invention that they found there than if it were submitted to them by the inventor himself ; and, again, engineers would know where to look for likely things, when an inventor would not know where to find a friend.    W. S.

Manchester, November 3rd.

40, Saxe Coburg-street, Leicester, October 30tli.

75 blows, making 045 tons.

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William Donaldson.

THE DEVELOPMENT OF INVENTIONS.

Sir,—I certainly expected to see this subject more fully discussed in your valuable columns, considering the number of your readers interested, and as you have favoured us with an editorial article on the subject, dissecting and laying bare our ideas, but not much helping the matter forward, I will, with your permission, say a few more words on the subject.

In your first paragraph you sympathise with the poor inventor, and then you turn round on him for taking to inventing when other trades fail him, and, as a matter of course, his inventions are valueless. Their value would be decided by the company, when he made his application for assistance. There are other inventors of a different class to the above. You say, “A single company to investigate and test, even in a preliminary manner—in fact, be a weeding-out association for the inventors of the United Kingdom— would require great capital, a huge staff of highly-paid experts, eminent patent lawyers, &c., and then the company would be only on the threshold of its work,” &c. To this I reply, all things must have a beginning before they become a huge concern, which I think this would do in a short time, with huge profits in due course. The weeding out would be a part of its duties. The directors and executive committee being patent agents and experienced persons, your objections would be met; and, again, you say,

“ The company must be good financiers, as this would be purely a speculative investment of a decidedly risky and hazardous nature,

&c., and would perforce take a large share of the profits, as only the plans accepted by the company would receive assistance.”

The risky part of the venture would be very small, and the company’s share of 10 per cent, on all profits from royalty, sale, &c.,

through their own hands, would be a good profit on most of their    Sir,—You publish under the above heading in your issue of the

transactions; and, again, you say, “That however poor an 30th ult. a letter from a Mr. Muller, who expresses his “humble inventor is, he does not need the aid of money to obtain opinion” to the disparagement of my “Uniform” positive water an opinion on his invention, but by advertising, and sending meter, of which you gave a notice in your issue of the week previous, descriptive sketches to two or three respectable firms, &c.” Had Mr. Muller been a little more “ humble,” and not expressed Advertising costs money; he would submit his designs to the his opinion at all, he would have saved himself from making company, without hawking them all over the country, distributing several blunders. This gentleman expresses his doubts as to the his ideas gratis wherever exhibited. The company would necessarily accuracy of my statements with regard to the efficiency of my be an honourable company simply by their position to the public, meter. I would merely state in reply that Mr. Muller has not Again, you say he could save sufficient out of his annual drink bill taken the trouble to test my meter, but makes his criticisms by to form a fund of his own for development of his ideas, and ought the light of his theoretical knowledge, the fallacy of which is to spare enough time from the public-house to make his own proved by the fact that several hundreds of my meters are now drawings and models. In another book it is written, all men are satisfactorily at work in various places, which would assuredly not liars; you say, all men are drunkards. I have made fair drawings, be the case were there any truth in his surmises, working models, and submitted them to other parties with no Further, I shall be pleased to show Mr. Muller, or any other result, yet I think that these, with others I have, will take a gentleman interested in the question, that my meter will neither favourable turn some day; and you finish with, having embarked “cause a considerable loss of head of water”—as a matter of fact on an adventurous sea, to grasp the helm and use all our energies it will work accurately with lin. head—nor will it “ allow large to reach by our own exertion the hoped-for haven of fortune. On quantities of water to flow through without registration.” This, . this subject I am at sea, trying steady sailing and tacking to enter I think, should be more convincing than any statement or opinion, the haroour of fortune; but being in a storm with high tides High Holborn, London, W.C.    G, Kent,

A Miller.

lure than the steam in the boilers. This steam mixes with that already in the receiver, and raises its temperature on its passage to the low-pressure cylinder.

The excellence of his workmanship has enabled Mr. Van den Kerchove to suppress most of the stuffing-boxes in his engines. He has replaced them by a very simple metallic joint, which is absolutely tight and very durable. He believes that he will succeed in suppressing the piston-rod stuffing-box. He has, as a matter of course, done away with all red lead joints, replacing them by dry ground joints, which are absolutely trustworthy. The engine exhibited is also a striking example of elegance and the economical use of material which Mr. Corliss has accustomed us to since the introduction of his first engine. Mr. Van den Kerchove has, as may be seen, adhered most strictly to the conceptions of the American engineer, who has found in him his most worthy disciple.

The great leather driving band on this engine, without cross seams, was supplied by Messrs. Sampson and Co., who have also supplied what is believed to be the largest belt ever made—75in. wide—for a very powerful engine constructed by Mr. Van den Kerchove. The engine exhibited at Antwerp will indicate 400-horse power. It may be worth while to state that Mr. Van den Kerchove has made 36,000-horse power of steam engines up to the present. Thus to Herr Krupp alone he has furnished 9625-horse power in eleven engines, of which one indicates 2500-horse power and four 800-horse power each.

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

HYDRAULIC RAM CONSTRUCTION.

Sill,—In 1874 I was favoured by a firm of plumbers in Waterford with an order for a 3in. hydraulic ram. They had heard that I improved several old Dublin-made rams by putting the snift valve in below the delivery one, instead of over it, in the neck of the air vessel, and by doing so had got them to work on for years instead of months, or even weeks, without the aid of the plumber. The ram ordered was to throw water 70ft. high, at a distance of 500ft. from where it was to be fixed. The water supply was to have a head of 9ft., and force up at least 250 gallons per hour to the tank. I set about getting up what I thought might turn out to be an improved form of ram for tho situation, and be well fit to put up the quantity required. The inclosed illustration is of the of them have now been at work, and stopping for upwards of five

before tliey required new leather put on the valves, or, in fact, I informed, any repair whatever. They are completely self-supplying with air for the requirements of the air vessel, as proved by experiment with one of tnem by a gentleman fully competent to note all particulars. I supplied him with a 3in. ram to go down to his estate in county Tipperary, whore he got it fitted up by his own workmen, convenient to his mansion. I mounted tho air vessel with gauge glass brackets, and a glass to show the height of water and (juantity of air in tho interior, and after he got it fixed and working to his satisfaction, mado tho following experiments :—On allowing the water to force the air out of the air vessel till no more would come, tho thumping in tho machine was by this time so very violent that lie stood by it expecting overy moment to see it burst, or at least some of tho joints to give way ; but the bangs of 100ft. of 3in. drive pipe, with lift, of head, had no bad effect upon it, and in course of an hour tho thumping got very much moderated, and air began to show in tho glass again. By carefully timing it, with a view to see how long it would take to fill tho vessel with air again, it was seen to accumulate at the rate of quite two inches per hour.

This experiment was gono over several times, with the same satisfactory results. The ram in question has been working since June, 1878, without requiring repair or giving any trouble whatever.

I presume the illustration, from inspection, will sufficiently well explain the general construction of this ram ; but in addition to its appearance, I will try in a way to describe something like its action. The water, in its course down the drive pipe and through the ram, has to encounter no corners or projections to cause it to part with any of its force when the waste valve shuts. There is no jerking of the water at a right angle up into the machine, as in most rams, but it passes on with all its energy, always saving pipe friction, round an easy curve up through the delivery valve, carrying with it the air taken in by the snift valve. This small portion

FATENT-OFFICE ADMINISTRATION.

SIR,—I am sorry that you should lend your columns to the detractors of meritorious inventions, and it is a matter of some snrprise that Mr. Mayo’s letter should have been inserted. Where has that gentleman been living, and where, too, have you been, Mr. Editor, that neither of you should know of the great discovery patented by Mr. Fell? I assert, without fear of contradiction, that Mr. Chamberlain is entitled to the gratitude of the whole civilised world for his Patent Act; and if no other evidence were forthcoming, I would point to the fact that Mr. Fell’s patent is one of its direct consequences. I regret exceedingly that you have so entirely failed to appreciate its importance.

When making a search the other day I came upon another remarkable invention, which, if I am not mistaken, will in future ages be regarded as the discovery of the nineteenth century. Had it not been for Mr. Chamberlain, Dr. Jaeger's invention would never have seen the light, and the nation would have gone on deteriorating until Englishmen became an emaciated race of puny hypochondriacs. The only thing I have to say about it is that the Government ought to have suppressed the patent and kept it secret, reserving it for use in the Army and Navy ; and if Dr Jaeger’s specific were introduced we might defy the world—Per

* Dated this 5th day of January, 1885.

Pray excuse the warmth of my feelings ; but many inventors are staying here, and Mr. Chamberlain’s Act enables us to prevent our ideas from being stolen from us. I could tell you some strange stories of wrong and robbery, but I forbear. One man I know had very nearly invented the perpetual motion, when it was taken out of his hands by someone who has since made a large fortune. It only needed the addition of a single wheel.

Han well Asylum, October 2Gth.

Sir,—With reference to tho letter of Mr. Fredk. Brown in your impression of the 30th ult., I gave in my letter an illustration from Brown and Guinery’s specification of the lock which most resembled mine, and was the one on which the decision mainly rested. The lock figured by Mr. F. Brown is to all intents and purposes a modification of the principle involved in mine, the lever arm being reversed and suspended by the tail instead of apex, so that the leverage employed in mine to project the ferred to the tumbler or handle—a strange “ improvement.” I will leave your readers to judge whether the two specifications do not, as reported by the Patent-office Examiner, “ comprise the same invention.” My object was to show that the Patent-office after having sold to one inventor the exclusive rights to manufacture and vend the article described in his specification, were prepared to again sell the same patent rights to any number of subsequent applicants for a precisely similar invention, provided the description and drawings were not “ identical ” even in the detail of an added or omitted pin, leaving the unfortunate inventors to defend their purchased rights in a court of justice. It may well be asked, if this imposture is to prevail, what is the use of Patent-office examiners and other costly staff? It would be far better to let some small boy seal a patent for every applicant, and let the money extracted from inventors and paid to these officials go towards defraying the expenses of a “court of justice” to establish some claim to a patent right.    E. R. Wethered.

Woolwich, November 2nd. _

RAILWAY COUPLINGS.

Sir,—One of the most useful matters which received attention at the recentlKailway Servants’ Congress at Leicester was the very important subject of improved coupling appliances on railways to avoid the necessity for the servants having to go between the wagons to couple or uncouple them. Last year alone 130 men were killed and 1305 injured whilst engaged in shunting operations, and during the last seven years 1081 have been killed and 9250 injured from similar causes. The Amalgamated Society of Railway Servants has for years given the question very serious attention, and at the Congress at Leicester a fortnight ago a report was received from the sub-committee stating that nothing short of a trial with the full-sized and actual working appliances can be relied upon, and recommending for the careful consideration of the meeting tho propriety of setting aside a sum of money to award in prizes to tho owners of couplings that best fulfilled certain necessary conditions. The fact that the servants themselves are in earnest in the matter is clearly shown by the vote of £500 towards the object. The difficulty, however, which now has to be overcome, is that of obtaining the use of a few wagons and a piece of line upon which the experiments can be conducted. I am requested to direct the attention of your readers to this difficulty, in order, if possible, that some railway company may be induced to give the necessary facilities for a full and fair trial of coupling appliances which have for their object the saving of the lives of railway guards and shunters.

Clement E. Stretton.

LARGE OUTPUT OF BESSEMER STEEL.

SIR,—I have received from the United States a record of the output for the week ending 4 p.m. Saturday, September 2fith, 1885, of a pair of 7-ton Bessemer vessels, which shows the large total of 551 heats, producing 4005 tons of Bessemer steel as the output for the week. This I may tabulate as under Monday..

Tuesday Wednesday Thursday Friday ..

Saturday

4005

This is, I believe, the largest make for one week that has yet been recorded even in tho States, and is very greatly in excess of tho output from any English plant of the same nominal capacity.

W. II. Greenwood.

Firth College, Sheffield, October 29tli.

DR. lodge’s MECHANICS.

Sir,—In your issue of October 30th there appears a letter signed “ <l>. n.” commenting on your review of Dr. Lodge’s Mechanics, in which he praises Dr. Lodgo for adopting his own definition of inertia, viz.:—“ Capacity for Motion.” I have not seen Dr. Lodge’s book, nor do I care to sec it, if he has in reality adopted that definition. Perhaps “4*. n.” will kindly answer the following questions:—(1) What is the derivative meaning of inertia? (2) What is his definition of motion ? (3) Does the inertia of different bodies vary directly or indirectly as the weight of those bodies ? (4) Does the acceleration produced in different bodies by a given moving force in a given time vary directly or indirectly as their weights? I always have been, and am still of the opinion that inertia possesses exactly the same property as a Parnellite member of Parliament, viz., “ Capacity for obstructing motion,” although the latter effects his object by motions.

4, Westminster-chambers, November 3rd.

THE EFFICIENCY OF TURBINES.

SIR,—One of your correspondents asks what is represented by the letter m in my equations relating to the horse-power of turbines. He will find its definition in article I., immediately preceding equation 2, where it is first used. It is a numerical fraction or ratio. For radial flow turbines it is that fraction of the complete cylindric area corresponding with the axial depth of port through which the water actually flows. For axial flow turbines it is the similar fraction of the complete annular area corresponding to the radial breadth of port. In some respects the equations would be simplified by using A« and Ar for the inlet and exit water sections, but important advantages would be lost by this substitution.    Robert H. Smith.

Mason College, November 2nd.

Sir,—I have read Prof. Smith’s article on turbines. It seems, as far as I understand him, that the result of his investigations is that the top or entering edge of a turbine bucket should be straight instead of curved. Will he kindly give me a practical example of the gain? I have a turbine 2ft. in diameter working on a 30ft. fall. It has curved blades of the usual form. I am assured by the maker that its efficiency is 78 per cent. What would its efficiency be if the blades were straight at the entrance?

My opinion is that Professor Smith has discovered something not worth having; but I may be wrong, because I am only November 2nd.

WATER METERS.

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A good demand is being kept up for the better qual

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HEDGES’ SWITCHES AND CUT-OUTS.

The Globe Electrical and Engineering Company’s exhibit at South Kensington is almost a complete display of Mr. Killing-worth Hedges’ inventions in electrical accessories, and includes his well-known switches and contact breakers, which were first shown at the Paris Exhibition of 1881, as well as many fittings of later design. Electrical engineers are well acquainted with the circular contact pressed down by a spiral spring, which is employed in the Hedges switch. In the newer forms exhibited, this spring is concealed in the base of the switch, the same good contact being produced by making the movable rubbing surface of bent copper, which gives a very large bearing and can be

Fig. 1

HALL AND VERITY’S FLEXIBLE COUPLING.

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easily renewed. Switches on this plan are made for currents up to 250 amperes, but for the small contact-breakers, for group or incandescent lamps, a new type has been introduced, which we illustrate by Fig. 1. The contact-arm is kept up to its work when the current is passing by means of a wiping-spring engaging on the short end of the arm. This spring prevents the switch being left partly on, but does not take the spark when the switch iB turned off; this is formed on the long tailpiece,

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FIG.6.

where it cannot blacken or harm tho actual contact of the switch, which in all instruments must bo kept clean and free from corrosion. A very large assortment of Hedges’ cut-outs is exhibited, also devices foj¹ automatically putting resistance into the circuit on the melting of a fuse. Figs. 2 and 3 illustrate the plan adopted for substituting a spare fuse of higher melting value for that broken, in fact, reestablishing the circuit automatically. This may appear a

lieated, so thateacli fuse may be relied on to give way within 3 or 4 per cent, of the current with which it is marked, and can be therefore inserted to protect the lamps against any excess current which is likely to weaken the filament. Among the recent im-

---,-- * -    • portant installations which

are protected throughout by Hedges’ system of mica foils, that of the Compagnie Gdndrale at Antwerp may bo mentioned. Various

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sizes carrying currents from 10 to 800 ampbres are employed for tho house-to-house distribution of electricity in that city. A new form of automatic cut-out is also exhibited (Fig. 6). It consists of a weighted lever, held up into its place by a small catch, which is tripped by the action of an electro-magnet placed in a shunt circuit, and which releases the weight and thus opens the circuit directly the current

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short-sighted policy, in that the first object of a cut-out is to guard against excess current ; in practice, however, it is found that sensitive fuses, such as are absolutely necessary for complete protection from fire, are often broken by a careless attendant switching on the wrong circuit. With this apparatus the lights would not be extinguished, as the excess current would be taken by the greater resistance, and nothing less than a short circuit would melt theBpare fuse and extinguish the lights. In another form of duplex cut-out shown by Fig. 4, the spare

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various lengths of shafts comprising a screw shaft, inasmuch as a shaft so constructed can easily adapt itself by yielding at tho couplings to any irregularities in its line of bearings, and so conform to the ever-varying contortions of the hull of the vessel which occurs through causes too well known to need enumerating here. Fig. 2 is a section of tho coupling; Fig. 1, end face of driving shaft; Fig. 3, end face of driven shaft; Figs. 4 and 5, plan of coupling with and without a guard plate; Fig. 6, astern elevation of coupling. The end of the driving and driven shaft A B is cupped out to receive a ball G which is inserted between them. On the end of the driving shaft A is cast or forged a disc C, which has formed on its face three projecting jaws E. These jaws E being geared into similar jaws F formed on tho face of a corresponding disc I) cast or forged on the end of the driven shaft B, form the connection between the two shafts A B. In order to keep the ends of tho shafts in contact with the ball, suitable bolts H are passed through both discs C D, fitting loosely in their bolt holes ; under each bolt head or nut is placed a spring washer I. Not only by this arrangement are the parts thus kept in close contact, but the spring washers admit also of the discs separating and closing upon each other when the shafts are rotating with any irregular or angular movement. For the purpose of taking up the backlash and compensating for the wear, should any occur, on the jaw faces E F, the driven astern faces of the jaws F on the driven shaft B are fitted with adjustable face pieces H made in wedge form, and which are separately secured by a hook bolt M, the head of which fits into a recess formed in the face of the jaw. The driving ahead faces of the jaws E on the driving shaft A may each, if preferred, be faced with a parallel face piece L made of suitable material to suit the solid corresponding jaw faces F in which they come in contact with. Each of the adjustable, and also the parallel, face pieces arc slightly rounded .upon their faces to admit of any irregular or angular movement of the shafts before referred to. To prevent any chance of accident from the projecting part of the adjusting face pieces, brackets N are fitted on the periphery of the disc D, and these brackets are then encircled by an iron hoop Z, which is made in halves and secured by set screws P.

The patentees have had one of their couplings at work nearly twelve months with one shaft purposely thrown out of line three-quarters of an inch, and it is still working perfectly satisfactorily.

IQ]

o: 10 mica foil is brought into the circuit by the insertion of the plug in the bottom hole ; as shown the current traverses the foil on the right hand. The cut-outs are of the same design as we illustrated in connection with the Philadelphia Exhibition, but the mica foils or fuses have been greatly strengthened in the ends used for contact, so that they are now far easier to insert than a piece of lead wire. Fig. 5 shows a plan and section of the improved fuse; the fusible part is surrounded by mica which protects it, but does not interfere with its expansion when

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exceeds a given amount, which can be regulated by adjusting the armature. The advantage claimed by Mr. Hedges for this plan over that introduced by Messrs. Woodhouse and Rawson is that by placing the electro-magnet in shunt circuit a very small amount of current—in practice about one quarter of an ampbre —is sufficient to operate the tripping gear, and thus control any number of lamps, while the instrument with the magnet in series will only protect a given number of lights, according to the gauge of wire used in winding its coils.

HALL AND VERITY’S PATENT FLEXIBLE COUPLING.

Wk some time since gave illustrations and description of a flexible crank shaft, patented by Messrs. Hall and Verity, Brightside Steelworks—Messrs. W. Jessop and Sons—Sheffield. We now publish engravings of a flexible coupling for screw shafts, patented by Messrs. Hall and Verity.

This coupling is particularly applicable for coupling up the

Presentation to Mr. R. Prick-Williams, M. Inst. O.E.—A very handsome testimonial has been presented to Mr. Pricc-Williams, M. Inst. C.E., by 105 of his intimate professional friends, in recognition of his services in the advancement of engineering scienoe, and especially ef his investigations into the subject of Bessemer steel and its applicability to the manufacture of rails, the maintenance and renewal of permanent way, the economy of railway working, the probable duration of our coal supply, and numerous other important questions upon which he has, with remarkable care and ability, collated statistics of utility.

Addition to the Russian Navy. — On the 2nd inst. tho Emperor and Empress of Russia arrived at Gatachina to launch the new armour-plated cruiser the Admiral NakhimofT, at the Baltic Works, and also to lay the keel-plate of another vessel, a torpedo cruiser, of the most modern description. The talented and popular head of the works, M. Casey, received their Imperial Majesties and others, and on their departure entertained a large number of admirals, engineers, and members of tho press at luncheon. The Admiral Nakhimoff is another of the so-called Admiral ships of recent construction. She was begun in December, 1883. Her measurements are—length along loaded water-line, 333ft. ; breadth of beam, 61ft. ; medium depth, 25ft. 3in.; displacement, 7781 tons ; compound engines, 8000 indicated strength; armament, eight long range Sin. guns, ten Gin. guns, and torpedo cannon. This is the first war ship in which all the steel and iron used is of Russian home production. The torpedo cruiser, Ileen, now begun, is named after Lieut. Ileen, who assisted in burning the Turkish fleet in Tchcsme Bay, in July, 1770, after a fight in the channel of Scio. Although English and German historians assert that the fireships sent against the Turks on that occasion were directed by the English officers in the Russian service, under Count Orloff—Lieutenants Dugdalc, Mackenzie, and Elphinstone—the Russians now claim the chief merit of that great exploit for Lieut. Ileen,

THE ANTWERP EXHIBIT 10 N—400-H.P. CORLISS ENGINE.

M. VAN DEN KERCHOVE, GHENT, ENGINEER. (I rr description see page 349.)

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KEEN AND SONNENTHAL’S DOUBLE IIOOK PIPE WRENCH.

The adjustable double hook pipe wrench illustrated by the accompanying engravings is made by Messrs. Selig, Sonnen-thal, and Co., of Queen Victoria-street, and is intended to take the place of the old-fashioned pipe tongs. Although

numerous forms of pipe wrenches intended to take the place of tongs have been brought out, the old tongs still hold their place, and the reason is probably that the new tools cost more than the tongs, and some of them are too heavy, bulky, and too limited in range, or too complicated. The double hook pipe wrench we illustrate is very light, yet, being made of steel, it is strong. It gives a powerful^grip without crushing

the pipes, and adapts itself to any shape. It is very useful members, to the many valuable papers read, to the Architectural for narrow spaces—such as screwing up back nuts—and is and Building Tradesr Exhibition held in the Floral-hall, Covent very simple, consisting only of a handle and two adjustable Garden, last March, with its attendant conference ; and to the

conference held at Flymouth in conjunction with another exhi-i bition since he has himself held the position of president, pointing [ out that such conferences, in which architects and manufacturers I take part, is productive of good to both. With regard to architectural competitions, he advocated the issuing of such conditions as would leave competitors a considerable amount of freedom.

| “ Architects,” he said, “ should be told exactly what a building is to be used for, but should be left to work it out, each in his own i way, instead of being fettered and all their genius crushed out i by hard-and-fast rules,” and he instanced the War-office and : Admiralty competition, where the Government set an almost im-i possible task by demanding an amount of accommodation far In excess of the capabilities of the site. Against the present Trades’

I Union system, by which all architects are paid alike at the rate of .,    . ,    ,    ,    ,    ,    , i 5 per cent, on the value of a building, he spoke strongly, urging

hooks, one each side of lever, one of which can be dropped ^ well-known men should ask for a higher percentage, taking or taken off for narrow spaces, as shown in the engravings.    | only so much work as they are well able to perform, and that

—————    | younger and inferior men should be permitted to accept less. He

also urged that architects should again become master builders, as Society of Architects.—On Tuesday, November 3rd, the they were in the middle ages. In conclusion, he alluded to the presidential address to the Society of Architects at the commence- proposed formation of provincial and colonial branches, and to the ment of the session, 1885-6, was delivered by Mr. H. R. Gough, scheme now occupying the attention of the profession, for the F.R.I.B.A., at the Freemason’s Tavern. He referred at some amalgamation with the society of the many existing provincial length to the work of the preceding year, to the rapid accession of societies,

iSHS

TENDERS.

LUTON SEWAGE SCHEME.—ABSTRACT OF TENDERS FOR RISING MAINS, &c.

Name of firm.

Address.

1570ft. of 16in. pipes.

230ft. of |    12in, pipos.

nate

Rate.

lOin. to 12in. taper piece.

16in.

cap.

12in. cup. !

5—16in. bends.

Rate.

6—12in. Jin. bends.

Rate.

8—12in. or 16in. toes.

Rate.

J One j 15in. on

16in.    15in.

One

15in.

3in.

on

on

lOin.

No. 10 of Stone’s 12in. sluice valve.

Totals.

Remarks.

Rate.

C. E. Firmstone Bros.....Stourbridge

£ s. d. 13    100(5 5 10

s,

or

cP-

HI'

SP-

X CO

d. £ s.

0 0 12 0 0 8 0 52 0 13

s. d. s. d. £

e?

d. s. d. .£ s. d. s. cl.£ s. 0 32 0| 0 12 0 50 0 22 8

d.£ s. d. £ s. d. £ s. d. £ d. 0 2 10 0 2 10 0 2 12 0158 0

J.

.Tas. Oakes and Co.

, .. Alfreton

13 10 1085 18 4 8 C 97 15 0

l 15 0 0 9 010 0 6

3S 0

J. and S. Roberts

West Bromwich

13 11 1092 9

28 9 100 12 6

1 5 2 0 0 5 0 4 10

50 4

9 10 0 31 12 11 8 25

9 0 0 49 019 12 0

7 11 0 44 7

17 10

0|2 11 0 2 1 8 158 6 24 72 47 2 1 3190 0

2 14

£ d. £ s. d.l

70    01310 8 8| Only the 12in.

and lOin. plain pipes guaranteed to stand test at our works.

Accepted.

oe

79 5 0

1311 3 6

95 0 0

1334 7 10

Toesside Iron and Engine Works..........

Stanton Iron Company

Gatos, Jennings, and Gates.

Cochrane, Grovo, and Co. ..

Clapham Bros.......

Middlesbrough, Yorks ,, Stanton-by-Dalo, Dorby ..

4 9 7J110 13 9

Specials at £8 16 0 por ton.

15 4 1203 13

0 10 16 0 50 0

CO 0

Luton

Wellington

Newton, Chambers, and Co. Tliorncliffe, near Sheffield.. 16 0 1250 0

15 10 '1242 18

Butterly Company

.    .. Alfrcton

CN O

1 9’35

6 10 19 0 50 3 20 2

02 6 0*2 6 0;2 0 2 6 6 2 6 6 2 3 0190 0

CO

0190 0

95 0 01341 5 4

Notaccordingto

specification.

95 0 01350 8

0 9 10 113 1

4 9 3 106 7

81 12 00 8 00 5 053 0 13 5 0 24 01 8 0 0 12 0 0 12 0 48 0 12 0 0 32

co o co

lo valvos included.

W. H. Leete, Borough Surveyor.

d.

7500

5460

5450

6486

5166

0

0

0

0

0

5131

ii o

depth the boring was stopped, strong iron tubes down to the depth of 1364ft. ; and those portions of the tubes that are in proximity to the depths where water was struck were drilled with holes to admit the water into them.

an inverted Negretti maximum at the depth of 1337ft., when the bore-hole was full of water, recorded 754 deg. Fah. In the first observation, March 25th, 1884, the thermometer hour and a quarter at the bottom of the had elapsed since the water was The second observation was taken on

WESTON-SUPER-MARE SEA-FRONT IMPROVEMENTS, j convection. The thermometer was fixed inside a wrought iron

tube, 5ft. long, open at bottom. The thermometer was near the lower end of the tube, and was suspended from a water-tight wooden plug, tightly driven into the tube. There was a space of several inches between the plug and the thermometer, and this part of the tube was pierced with numerous holes to allow the escape of any cold water which might be carried down by the tube. The tube was one of a series of hollow boring rods used in working the diamond drill machine. By means of these it was lowered very slowly, to avoid disturbance of the water as much as possible; and tho tube containing the thermometer was gradually worked through the sand at tho bottom of the bore hole. The lowering occupied five hours, and was completed at noon on Saturday, June 7th. Cement, mixed with sugar, for tho purpose of slow setting, was immediately lowered on to tho surface of the sand, and above this a mixture of cement and sand, making a total thickness of 3ft. or 4ft. of cement plugging. The thermometer was left in its place for three full days, the operation of raising being commenced at noon of Tuesday, June 10th, and completed at 5 p.m. The thermometer again rogistored 754 deg. Fah., exactly the same as in tho two previous observations, which were taken without plugging. It would therefore appear that tho steady upfiow of water in the lowor part of the boro prevents any downward convection of colder water from above.

The boring has since been carried to the depth of 1447ft., with a diameter reduced to 7&in., and Mr. Homersham lowered the thermometer to tho bottom without plugging. It remained down for six days—February 3rd to 9th, 1885—and gave a reading of 76| deg. Fah. Tho water overflowing at the surface had a temperature of 59 deg. Fah. To deduco tho moan rate of increase downwards, wo shall assmno a surface temperature of 50 deg. This gives for tho first 1337ft. an increaso of 254 deg., which is at tho rate of ldeg, Fah. in 52 ‘4ft., and for tho whole 1447ft. an increaso of 26.^ deg., which is at the rate of 1 deg. Fah. in 54‘lft. These results agroo well with tho Kentish Town well, where Mr. Symons found in 1100ft. an average increase of 1 deg. in 55ft.

Mr. Galloway has furnished observations taken during the sinking of a shaft to tho depth of 1272ft. in or near the Aberdaro valley, Glamorganshire. The position of the shaft is on the slope on the east side of the valley, about midway between the bottom of the valley and tho summit of the hill which separates it from the Merthyr valley. Tho mouth of the shaft is about 800ft. above sea level. Observations were taken at four different depths—54Gft., 780ft., 1020ft., and 1272ft.—the thermometer being in each case inserted, and left for twenty-four hours, in a hole bored the depth of 30in. at a distance not exceeding 2.J yards from the bottom of the shaft for the time being. About eight hours elapsed between the completion of tho hole and the insertion of tho thermometer.

We illustrate above an ingenious anti entirely original machine, the invention ' of Mr. T. R. Douse, of Meeting House-lane,

Chatham, intended to supersede the use of hand pressing and ironing in clothing, laundry, and dyeing establishments. Mr. table ” to meet the pressing-iron, and produce a pressure upon Douse’s invention, known as a “ patent arm and table pressing the work being pressed equal to a weight of 400 lb., which can

CONTRACT No. 2.—For new esplanades, retaining and sea walls, roads, terraces, &c., and fencing. Mr. T. J. Scoones, A.M.I.C.E., engineer, 8, Unity-street, Bristol. Quantities by Mr. A. Barratt, surveyor, Corn-street, Bristol.

F.    T. Hnmmott, Bridgewator H. A. Jainos, WestmlMator

G.    Dyer, Weston-super-Mare W. Oowlln and Son, Bristol

A. Krauss, Bristol......

J. I)ur'iiford and Son ..    ..

WEDNESBURY URBAN SANITARY AUTHORITY. SEWERAGE WORKS.

Contract No. 3.—For tho construction of twenty-six miles, or thereabouts, of earthenware and cast iron pipe sewers, compressed air mains, manholes, flushing chambers, engine-house, tanks, filter beds, carriers, roads, ejector chambers, ko. Mr. E. Pritchard, M. Inst. C.E., engineer, London and Birmingham.

£ r. d.

UNDE RGROUN D T E M PE PATH R ES.

The following is the seventeenth report of tho British Association Committee, appointed for the purpose of investigating the rate of increaso of underground temperature downwards in various localities of dry land and under water.

The report is drawn up by Professor Everett, secretary. It is for the two years since the summer of 1883. Observations have been taken in a deep boro at Richmond, Surrey, by Mr. Collett Homersham, O.E., the engineer of the boring, on the premises of tho Richmond Vestry Waterworks, on the right bank of the Thames, and about thirty-three yards from high-water mark. The surface is 17ft. above Ordnance datum. The upper part consists of a well 253ft. deep, with an internal diameter of 7ft. at top and 5ft. at bottom, which was sunk in 1876 for the purpose of supplying water to the town of Richmond, and carried down to the chalk. From the bottom of tho well a 24in. bore-hole was sunk to the total depth of 434ft., thus penetrating 181ft. into the chalk. This portion of the work was completed in 1877. Above the chalk were tertiaries, consisting of 160ft. of London clay, 60ft. of the Woolwich and Reading beds, and some underlying sands. The water yielded at this stage was about 160 gallons a minute, and, when not depressed by pumping, was able to rise 4ft. or 5ft. above the surface. Its ordinary level, owing to pumping, was about 130ft. lower. In 1881 the Richmond Vestry determined to carry the bore-hole to a much greater depth, and the deepening has been executed under the direction of Mr. Homersham. The existing bore-hole was first enlarged and straightened, to enable a line of cast iron pipes, with an internal diameter of lfi^in., having the lower end driven watertight into the chalk at a depth of 438ft., to he carried up to the surface. The total thickness of the chalk was 671ft. Below this was the upper greensand, 16ft. thick ; then the gault clay, 2014ft. thick ; then 10ft. of a sandy rock, and a thin layer of phosphatic nodules. Down to this point the new boring had yielded no water. Then followed a bed 874ft- thick, consisting mainly of hard oolitic limestone. Two small springs of water were met with in this bed at the depths of 1203ft. and 1210ft., the yield at the surface being 1£ gallons a minute, with power to rise in a tube and overflow 49ft. above the ground. A partial analysis of this limestone rock showed it to contain 2’4 per cent, of sulphide of iron in the form of pyrites. At the depth of 1239ft. this limestone rock ended, and hard red sandstone was found, alternating with beds of variegated sandy marl or clay. After the depth of 1253ft. had been attained, the yield of water steadily increased as the boring was deepened, the overflow at the surface being 2 gallons a minute at 1254ft., 8 gallons at 1363ft., and 11 gallons at 1387ft. It rose to the top of a tube carried 49ft. above the surface, and overflowed ; and a pressure-gauge showed that it had power to rise 126ft. above the surface. The diameter of the bore was 16|in. in the chalk, 13$in. in the gault, ll£in. in the oolitic limestone, and at the depth of 1334ft. it was reduced to a little under 9in. At 1337ft. the method of boring was changed, and, instead of an annular arrangement of steel cutters, a rotary diamond rock-boring machine was employed. The bore hole, with a diameter of 8jin., was thus carried down to 13674ft., at which (lepth lining tubes having to be inserted, the diameter was reduced to 7|in., and this size was continued to 1447ft., at which

The bore-hole was lined with

Three observations of temperature taken with

was left for an bore hole, and three weeks disturbed by boring.

March 31st, when the thermometer was 54 hours at the bottom.

Jn th? third observation special precautions were taken to prevent

DOUSE’S ARM AND TABLE PRESSING MACHINE.

wm=-

machine,” consists of a fixed iron “ arm,” in lieu of the old-fashioned sleeveboard, specially adapted for the seams of trousers, sleeves, &c. The invention includes a top of a different design, especially applicable for pressing juveniles’ clothing, and for the use of mantle-makers. For all ordinary flat pressing or ironing purposes, an adjustable table is made to drop over the iron “arm,” giving a solid bearing for the greatest amount of pressure that can be applied. Besides this, there is also a light extender} table to support or carry that part of the worfc not

The strata consist mainly of shales and sandstone, with a dip of 1 in 12, and the flow of water into the shaft was about 250 gallons per hour. The first of the four observations was taken in the fireclay under the Abergorkie vein ; the second in strong “ clift ” —a local name for argillaceous shale—in disturbed ground; the third in bastard fireclay under a small rider of coal previously unknown ; the fourth in clift ground two yards above tho red ash vein, which overlies the Oft. seam at a height of from 9 to 12 yards. The observations were as follows :—At 546ft. 5(5 deg. Fall. ; 780ft., 59& dog. Fall. ; 1020ft., 03 deg. Fah.; 1272ft., GO* deg. Fall. Comparing consecutive depths from 540ft. downwards, we have tho following increments of temperature:—34 deg. in ‘234ft., giving 1 deg. for G7ft. ; 34 deg. in 240ft., giving 1 deg. for 69ft. ; 3J deg. in 252ft., giving 1 deg. for 72ft.; showing a remarkably regular rate of increase. A comparison of the first and fourth observation gives an increase of 10 j deg. in 72Gft., which is at tho rate of 1 deg. Fah. in 69'lft. As a check upon this result we find that this rate of decrease reckoned upwards from the smallest depth— 54Gft.—would give a surface temperature of (56-7'9=) 48 deg. T, which, as the elevation is 800ft., is probably very near the truth.

Mr. Carside has sent an observation of temperature taken by himself in the roof of the Mersey Tunnel in August, 1883. The temperature was 53 deg., the depth below Ordnance datum being 92ft. A great quantity of water from the river was percolating through tho sides of the tunnel. On August 13tli, 1854, he verified his previous observation in Denton Colliery—15th Report. Tho second observation was made at the same depth as tho first— 1317ft.—in the same pit and level, and under the same circumstances, except that the thermometer was allowed to remain fourteen days in the hole bored for it instead of only six hours. The temperature observed was tho same as before—namely, GG deg. Mr. Garside has also supplemented his previous contribution to our knowledge of the surface temperature of the ground in the East Manchester coal-field — 16th Report — by two more years’ results from tho same observing stations. The difference between them agrees well with the generally accepted rate of ldeg. for 300ft., and indicates about 48 deg. as tho surface temperature at small elevations, such as 30ft. The pits in the East Manchester coal-field, from which we have observations— namely, Astloy Fit (Dukinfield), Ashton Moss, Bredbury, Denton, and Nook Pit, are sunk in ground at elevations of between 300ft. and 350ft. It would therefore appear that the assumption of a surface temperature of 49 deg., which we made in reducing these observations, is about 2 deg. in excess of the truth. A very elaborate paper on “ Underground Temperature ” has recently been communicated to the Royal Society by Professor Prostwich. Ho is disposed to adopt 1 deg. Fah. in 45ft. as tho most probable value of the normal gradient.

being actually under the pressing iron. The whole of the abovo is carried on an iron beam, supported at each end by iron standards, connected by cross bars. The pressure is obtained by treadle-levers, enabling the operator to raise the “ arm and be reduced to a minimum instantaneously at the will of the operator. An essential feature of the invention is the method adopted to secure the effective use of the iron itself. At the back of the table is an upright iron column, to which is attached a double-jointed iron framework, projecting outwards in an oblique direction over the “ arm and table,” and working in double adjustable centres, while at its outer extremity is fixed the pressing-iron, the latter being kept heated by means of gas supplied through a flexible gutta-percha tube.

was

the

The American and some of the English papers are saying that the now railway bridge over the Ohio, between Evansville, Indiana, and Henderson, Kentucky, which was formally opened for traffic in the early part of August, enjoys the distinction of having the longest single-span girder of any bridge yet constructed. It is built on the triangular truss plan, and has a length of 3200ft. It rests on sixteen piers, each span being 250ft. long, with the exception of tho one over the main channel. This is 525ft., and is, therefore, not tho longest single girder in the world, as the Douro arched girder, erected in 1878, is 525ft. in length. The girder of the American bridge is 1034ft. above low water, and 57ft. above high water mark. The bridge, with the lines connecting the railway system centreing at Evansville with the Louisville and Nashville system at Henderson, has a length of ten miles, three miles of the the Indiana side being over a wooden trestlo. The

route in

brake power, and that with a good automatic r the cars to run

(i i

Guess,’ said a railroad man

OIK’U

cottons, printed and dyed, 65,000,000 yards; worsted goods, 35,000,000 yards; or a total of 100,000,000 yards, equal to two and a-quarter times the distance round the world. To make this cloth, nearly 200,000,000 miles of yarn are required. To accomplish this rk 3600 females and 1900 males, or a total of 5500 persons, are employed. The pay-roll for the year ending May, 1884, amounted to 1,790,000 dols.

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S' \ I II

Works, Newcastle, have entered into an arrangement with Messrs. A. Leslie and Co., shipbuilders, Hebburn-on-Tyne, by which their businesses are amalgamated as from the 1st July, 1885, with a view to the formation of a limited company which will be styled R. and W. Hawthorn, Leslie, and Co., Limited.

RAILWAY MATTERS.

The Belgian Technical Railway Commission has pronounced in favour of experiments on a large scale with steel railway sleepers. It is announced that the first trial will be made on 60 kilos, of line.

Messrs. A. and J. Fail have obtained the contract for the construction of a large extension of the Glasgow tramways, the steel rails and fish-plates for which are to be supplied by the Steel Company of Scotland.

During the five months commencing May and ending September, 14,083 persons entered the Isle of Wight from Southampton and 6194 from Weymouth. In 1884, the number from Southampton 13,601, and from Weymouth 5775.

This week the railway companies serving South Staffordshire have made a formal announcement of the reduction of Is. per ton in the railway freights on cokes imported into this district from South Wales, Derbyshire, and Lancashire.

The construction of the Eastern railways is proceeding without interruption, not only in Servia, but also in Bulgaria and Turkey. The line between Nish and Vranja is rapidly approaching completion, and 2000 men are working on the Nish-Pirot seotion,

A railway is proposed through the South Downs by way of East Dean from Eastbourne to Seaford and Newhaven, in connection with the London, Brighton, and South Coast Railway. It is proposed to tunnel the South Downs on the north side of Beachy Head.

In 1874 the railways of the United Kingdom paid 0'43d. per train mile as compensation for personal injury, and 0'30d. per train mile for damage done to goods; last year the figures were only 0'lGd. and 018d. per train mile respectively. Safety appliances have thus earned money.

The extension of the line from Colnbrook to Staines was opened for traffic on Monday morning by the Great Western Railway Company, eight trains being run each way between Staines and West Drayton, thus affording direct railway communication between the former town and Paddington. The Staines terminus is situated at Moor-lane, a few minutes’ walk from the Town Hall.

Mr. T. Simpson, who for eighteen years has been manager of locomotive engine works, Wolverhampton, of the Great Western Railway Company, has just received a pleasing presentation from the office staff and employers upon his promotion to the principal works of the company at Swindon. The presentation took the form of a piece of plate, and was made the occasion of a largo gathering of officials and workmen. Mr. Simpson is succeeded at Wolverhampton by Mr. Joseph Armstrong, who comes from Swindon.

The ironmasters will receive further relief by a drop which has this week been made known by the London and North-Western and Midland Railway companies of 4d. per ton in the carriage of iron ores from the Kettering district of Northamptonshire. This reduction follows upon a drop of a similar amount which took place last March, and leaves the rates at an average of 2s. lOd. per ton for a distance of some eighty miles. The ironmasters now greatly desire a reduction in the excessive ore rates from North Staffordshire, which are 3s. lOd. per ton for a distance of about thirty-five to forty miles. An agitation is also going on for a reduction in the rates for limestone from North Wales. The present rate iB 3s. 3d. per ton for a distance of between sixty and sixty-four miles. Another anomaly for which redress is sought is that the companies are charging 8d. per ton for wagon hire for limestone as against 4d. per ton for wagon hire for ores.

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at Cincinnati, built several years ago, has a clear span of 515ft., and was at the time of building the longest railway girder bridge known. Next in length came the Keulenberg Bridge, in Holland, with a span of 492ft. It is not probable that the Henderson bridge will long enjoy its distinction, for the limits in this direction have already increased so surprisingly that spans of 800ft.—such as the central span of the contemplated bridge over the Hudson at Poughkeepsie, New York—are not considered impracticable; but 525ft. has not yet been exceeded.

The adoption by the Birmingham Corporation of the cable system of tramways, which we briefly announced on the 23rd ult., is a matter of too much significance to be passed over in silence. The Corporation can hardly be accused of being precipitate in their action, for they have taken the best technical advice available and also have a report before them from Sir Frederick IJramwell. Sir Frederick’s opinion has been given in favour of the cable system, and from his observations of the suggested Birmingham he finds that the northern portion of it, say 2^ miles, are in the two conditions of steep gradient and heavy traffic, particularly adapted to the cable system. The chief ground of uneasiness entertained by the Birmingham Council was the possibility of the carriages running down some steep gradient after the manner of the Highgate cars. But in Sir Frederick’s view this is only a question of

brake it would be a mechanical impossibility fo away even if the cable broke. With such testimony before them the Council have determined to supersede much of their present system by the cable line, the cars to travel at a uniform rate of, say, six miles an hour. Duplicate engines are to be provided against inconvenience from a possible breakdown, and some £113,000 are to be expended upon reconstruction or new construction schemes, the cost to be defrayed by the Cable Company, the Corporation meanwhile acting as bankers to the undertaking.

Under the title of “ The Fastest Time on Record,” Texas Siftings gives the following recently, * that I’ve worked aboard the fastest railroad on earth.’ ‘ Where! ’ exclaimed half-a-dozen bystanders at once. ‘ Oh ! out West,’ replied the railroad man. ⁴ Yes,’ he continued, after a pause, ‘ I reckon I’ve made the fastest run on record. You see it happened some years ago now. The line I worked on was a big gradient for about 200 miles. Well, I wanted to do something big, so I went to the engineer and said: “ Jim, I calculate we’ve got to slip down this here gradient somewhat lively. S’pose we’ll astonish the people ’longsido this line.” Jim was game, and worked the steam up to bustin’ point. He opened the regulator and away we slid. The wind went past the cars like a hurricane, and some of the passengers got shaky, and inquired e we were trying to run that train off the end of the line right into tne Pacific. I said we were erecting a big record by contract, but they seemed to think we were going in for starting a private cemetery. Well, you wouldn’t believe it, but during that run down we didn’t see the surrounding country. That train went so fast that the telegraph poles near the line seemed close together, and blocked out all the scenery completely. Solemn fact that! I was there and should know. But that’s nothing, bless you! By the time we got to the bottom of the slope there wasn’t a rail left on the track. They were all melted up through friction. Of course Jim and me got discharged, and an assessment was made on the shareholders to relay the tracks, but we didn’t care. We had done 200 miles in 1 hour 6 minutes and 47 seconds, which is pretty steep travelling. The American nation ain’t played out yet, yoi] bef.’ And so saying he departed.”

NOTES AND MEMORANDA.

An alloy, resembling gold in appearance, weight, and in withstanding the jeweller’s test of strong acids is now, it is said, extensively made. Its analysis is given as follows:—Silver, 2‘48; platinum, 32'02; copper, by difference, 65'50. Strong boiling in nitric acid, even when an article made of it is left in it for some time, has apparently no effect upon the alloy, which is called “ mystery gold.”

A CURIOUS calculation has been recently made by Signor Bartoli regarding the mean density of a body which should contain all the known elements in a solid state, either uncombined, or, if partly combined, each retaining the density belonging to it in the solid state. The author makes three suppositions—(1) the masses of all the substances equal; (2) masses such that the corresponding volumes are equal; (3) masses in ratio of the atomic weights. The corresponding mean densities he arrives at are 2'698, 7'027, and 5'776, and it is pointed out that the last value comes very near that got by Cavendish for the mean density of the earth, viz., 5'67; possibly, Nature observes, an accidental agreement, yet interesting.

The spheroidal state of liquids has recently been made an object of study by Signor Luvini, and Nature says, “A curious phenomenon was noticed when air was blown into the drop—to test the view that liquids in that state do not boil because they have lost their dissolved air. There arose bubbles often larger than the mass of liquid, and very persistent; they shared the movements of the drop and sometimes moved independently. Such bubbles were had in pure water, soapy water, alcohol, and ether, and would probably arise in all liquids. Sometimes they appeared only after the tube was withdrawn. Signor Luvini infers that liquids in the spheroidal state do not lose their dissolved air, or lose it very little. The author made arrangements for observing the spheroidal state under different air pressures, and he came to the conclusion that the temperature of each liquid in that state, under a given pressure, is very nearly equal to the least boiling temperature of the liquid under the same pressure.”

In a paper by F. Stenger (Ann. Phys. Chem.), on “Electric Conductivity of Gases,” it is shown that the difference between the phenomena of the spark and glow discharge is one of degree, not of kind. The various supposed characteristic differences alluded to by previous writers are discussed, and shown to have no real validity. These are: (1) The intermediate gas layer possesses a lower resistance in the spark than in the glow discharge; (2) in the spark the anode is more strongly heated than the cathode, but conversely with the glow discharge; (3) the spectrum of the spark is that of the substance of the electrode, but in the glow discharge is seen only the spectrum of the intermediate gas layer; (4) in the spark both the electrodes are equally dissipated, but in the glow only the cathode. These conclusions, the Journal of the Chemical Society says, partly deduced from original and partly from previous experiments, are in accordance with the observations of Warren de la Rue and H. Muller that a change of pressure of the gas induced the conversion of the spark into the glow discharge.

The Pacific Mills, at Lawrence, Mass., is the largest textile manufacturing corporation in the world. The capital stock is 2,500,000 dols. The number of the mills and buildings is twenty-three, covering forty-three acres of space. There are in use in these mills four large steam engines of 3500-horse power, forty-two small steam engines, fifty steam boilers and eleven turbine wheels of 5000 horse-power. The annual consumption of coal is 25,000 tons; the annual consumption of gas, in 9000 burners, costs 35,000 dols.; the annual consumption of cotton is 15,000 bales; the annual consumption of wool is 4,000,000 lb., being the produce of 750,000 sheep. The annual capacity of the Pacific Mills is : In

An Italian electrician, M. P. Meardi, has devised an ammeter and voltmeter, which consists of a solenoid coil having in its hollow interior one arm of a U tube containing mercury, which rises to the same level in both aims. The thicker arm, which is that within the solenoid, holds a core of soft iron floating on it, so that when the solenoid is traversed by the current to be measured, the core is pulled downward into the mercury, which exercises a counter pressure upward. The result is that the level of mercury in the smaller arm of the tube rises or falls according to the strength of the current in the solenoid, and the latter is indicated by a properly graduated scale fixed along the smaller arm of the tube. While upon this subject, we may mention the application of Peltier’s effect to the same purpose by M. Hescus. It consists of a differential air thermometer, having introduced into its two reservoirs soldered junctions of iron and nickel. An electrical rent passing through these wires causes the junction or junctions in one reservoir to heat and the other to cool. The effect on the column of the air thermometer measures the current, it being found that Peltier’s effect is proportional to the strength of current. A Grenet element is stated to give a reading of four millimetres on the instrument constructed.

Thk heaviest single lift on any mine pump in America is probably at the Acadia coal mine, Picton, Nova Scotia, which is under the management of Mr. H. S. Poole. The American Engineering and Mining says the mine is opened by a slope 2400ft. long; vertical depth, 1000ft., or 4351b. per square inch pressure on the pump. The pump is a Knowles, of the duplex compound condensing type, with high and low-pressure steam cylinders, 12in. and 22in. diameter, 24in. stroke, with four 5^in. plungers working against a head of 4351b. per square inch. The column is 6in. diameter wrought pipe, fitted with flanges and Allison’s vanishing thread. The air chamber is 30in. by 15in. Steam pipe, 2600ft. long, 4in. diameter, takes the steam from Babcock boilers on surface, working under a pressure of 105 lb. The pipe is covered with infusorial earth from a local deposit. This pump started work last February, and has given no trouble, and none of the joints have leaked. There is no expansion joint in the column;

2£in. valves of brass, with leather face and rubber springs in each box. The leather seats have been working for six months, and show no wear. There is no suction on the pump, the lower valves being below the level of the sump. The pump usually makes ten double strokes a minute, but could run twenty-five strokes, equal to 100ft. piston speed a minute.

Very considerable progress has been made with Fitz-Gerald’s secondary batteries, more especially in the ratio of weight to work. The Electrical Review s&ys:—“This result is obtained to a very large extent by making the negative elements entirely of peroxide in tho form of hard slabs, electrical contact with the terminals of the battery being, it is said, effected by means of strips of inoxidisable material. Thus the bulk of the element consists of the material to be acted upon, and the action is said to take place throughout the whole of the mass, and it is not necessary to have any lead in order to support and make contact with the active material. Sixteen ampere hours have been obtained from every pound weight of these elements. The positive element has most remarkable mechanical as well as electrical properties. It can be bent, or even rolled and unrolled, without damage, as it consists almost entirely of a peculiar form of spongy lead. As many as twenty-seven ampere hours have been obtained per pound of these elements. Recent tests made with a nominal *"horse power cell (capable of furnishing 7-horse power per hour), which has been sent to Paris are said to have given a ratio of ten ampere hours, or twenty watt hours per pound of plates, the total weight of the cell, including everything, being 49 lb. Sulphate of magnesia has been discovered to possess wonderful properties as an electrolyte, its power of fixing peroxide in the forming process being greatly superior to the ordinary acid electrolyte. Thus the, first cost of the batteries has also boon greatly reduced,” ...... ” '

MISCELLANEA.

The Beaumont Machine Tunnelling Company is issuing seven per cent, preference shares with a view to the purchase of the plant and business of Colonel Beaumont and T. J. Bewick, and to extend the business of tunnel driving.

No. 3 of a new journal, “ Art and Decoration,” has reached us from New York, where it is published in East Seventeenth-street, and promises well to provide what is much wanted by those occupied in interior and exterior ornament.

A well printed and illustrated catalogue of the various applications of the Wilson gas producer and gas furnaces as employed has been published by Mr. Bernard Dawson, engineer, of Malvern Link. The catalogue contains a good deal of information useful to those interested in gas furnaces, and the only fault is that it is printed in an awkward form.

We are informed that Alessrs. R. and W. Hawthorn, of St. Peter’s

The Bournemouth Improvement Commissioners, under the advice of Sir Joseph Bazalgette, have awarded the first prize in the competition for new piers at Bournemouth to Messrs. Peregrine Birch, M.I.C.E., and F. E. Robinson, A.M.I.C.E., for their joint designs, and the necessary powers for the construction of the Piers will be applied for in the ensuing session of Parliament.

At the ordinary monthly meeting of the Council of the Railway and Canal Traders’ Association on Wednesday, a resolution was passed by which the Council tender their congratulations to the promoters of the Manchester Ship Canal upon the attainment of the object for which they have contended so long, and hereby record their conviction that the authorisation of the scheme is the first great step towards the resuscitation and improvement of our inland navigations.

Mr. Francis Conpeii, C.E., has invented a new method of purifying sewage, in which the principal agent is sulphate of iron. The process has been tried with success upon a small quantity of foul, raw sewage, and there is reason to assume a like result on a larger scale. Should that prove to be the case, the invention will be widely utilised. According to Mr. Condor’s calculation, its cost is only about one-fourth that of other methods in operation.

The death of Mr. M. E. Robinow, who has been connected intimately with the iron trade of Scotland for a period of forty years, has been the occasion of much regret in Glasgow. He was the medium through which a large amount of shipbuilding, engineering, and general ironwork has been received in Glasgow and the district from the Continent through a long period of years, and no man was more highly esteemed in the mercantile community with which he was so long associated.

The Building Committee of the International Exhibition of Industry, Science, and Art, Edinburgh, 1886, met recently and considered the estimates on which the architects had based their cost, and instructed them to accept the offers of Messrs. Arrol Brothers, Germiston Ironworks, Glasgow, and 2, Westminster-chambers, London, for the steel work of the permanent building; Messrs. Robert Shillinglaw and Son, for the mason, brick, and timber work of the permanent building; and Messrs. William Beattie and Son, for the whole of the temporary buildings. The whole estimates amount to about £22,000.

A SCHEME for building a bridge across the Thames at Teddington was believed to be rapidly maturing, but it appears now to be threatened with serious opposition by riverside owners and residents. Their objection is, of course, based on the familiar ground of their own interest and pleasure against the interests of the general community; but it takes the form of an anxiety to preserve the river scenery at this point from any depreciation. Their resistance will probably give way if sufficient need for the bridge be shown, and a firm of builders is ready to execute the work at once at a cost which seems absurdly small for such an undertaking.

A Midland district meeting of the Association of Municipal and Sanitary Engineers and Surveyors will be held in Stratford-on-Avon on Saturday, November 14th, when it is proposed to visit the works of water supply and sewage disposal now in course of construction. The engineer of the works, Mr. E. Pritchard, M. Inst. C.E., accompanying the members, and supplying information thereon. After inspection of the works the following papers will be read and discussed:—(1) “Stratford-upon-Avon Waterworks,” by Mr. J. E. Willcox, Assoc. M. Inst. C.E., resident engineer ; (2) “ Stratford-upon-Avon Sewerage and Sewage Disposal,” by Mr. A. T. Davis, Assoc. M. Inst. C.E., borough surveyor.

Everywhere the hills are trying to get down into the valleys, and they do this in an awkward hurry when helped. A hill at Chancelade, near Perigueux, the quarries under which send building stone to all parts of France, which had received the necessary help, fell in on the 22nd ult. with a loud report. It being Sunday only seven or eight men were at work, instead of 150. Ten cottages erected on the hill fell in, burying four women and ten children. Two of the women and one child were extricated, having incurred simple bruises. A third woman has been taken out dead. A man and woman who were out walking were crushed to death, while their child was carried several yards by the air, and escaped. Four quarry men were also buried in the ruins.

A FEW days ago Mr. J. Wolfe Barry, the engineer-in-chief, from London, accompanied by others interested, inspected the works in progress of the Barry Dock and railway, accompanied by Mr. John Robinson, chief resident engineer. They proceeded first to the temporary stone dam, which is to enclose the entrance lock and basin, and is being carried on by night, with the aid of the electric light, as well as by day. They then proceeded to the two closing dams, which have been thrown across from the mainland to Barry Island, enclosing the dock. These dams have been formed for the purpose of excluding the tide from the dock proper, and have had their Bea slopes protected from the wash of the tide by a covering of loose rubble stones. The dwelling-houses in course of erection at Barry, and the temporary overland line to the River Ely, a distance of nearly eight miles, were also inspected.

Messrs. Collier and Co., of Salford, have in hand several specially designed machine tools, a short description of which will be of interest. One of these is a combined machine for making copper stays for locomotive boilers. This machine combines the processes of sawing off the required lengths from the copper bar, rolling and centreing, squaring the ends, and finally chasing the stays. It consists of a strong bed, fitted with the various apparatus, first for sawing the bar of copper, with chuck to hold it in position and an adjustable stop to regulate the required lengths; then an apparatus for squaring the ends, with headstock having a spindle carrying milling cutters, chuck to grip the stay, measuring stop to regulate the length to be squared, hand feed, with adjustable stop to prevent feeding too far in, and a division plate and stop to turn the holding chuck a quarter turn to set out for the second two sides to be cut. For rolling true and centreing the stays the apparatus consists of two stationary and one adjustable rollers, suitable for different diameters of rods and centreing drill, to centre the ends whilst the stay is being rolled. For the chasing process the machine is fitted with a lathe with carriage and compound rest, hand motion to open the double clamp nut and at the same time draw the tool back, and balance weight to slide the rest along the bed instantaneously into position for the next stay to be chased. There is complete overhead driving gear for each operation, so that each process is entirely independent, and all or any of the operations can be performed either simultaneously or separately as clesired

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

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

TO OORKESPONDENTS.

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

*** 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 muter 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.

1 (Liverpool).—The results obtained with both inventions have been quite satisfactory.

H. W. M.— We do not know of the existence of any special treatise on the compound engine, but all modem books on the steam engine deal with it. The reason that the pressure falls so much between the cylinders is that the space tobe Ulled by a given quantity of steam is augmented, and thepressares vary in the inverse ratio of the spaces filled. A cubic foot of steam leaves the high-pressure cylinder at GGlb., and gives a pressure in the large cylinder of, say, 14⁻5 lb. Now 14⁻5 will go into 65 nearly 4‘5 times. Therefore each cubic Joot occupies in the receiver, valve chest, and low-pressure cylinder a volume of 4'5 cubic feet.

G. It. (Pockhatn). —As we understand your very rough sketch, the castings are of irregular shape, and there are consequently local initial strains in them which lead to their fracture. It is quite impossible to calculate the bursting strength of an irregular casting with any approach to certainty. We have seen castings of the kind split a few hours after they came out of the uwuld without any internal pressure. We should make what you sketch in three parts bolted together. It may be worth while, however, to try a different mixture. Get some best Scotch and add a little hematite and really good scrap. Leave the casting in tfu pit as long as possible to cool slowly, and take grtat care that it is well fed so as to ensure soundness.

FIRECLAY MOULDS.

(To the Editor of The Engineer.)

Sir,—Would you kindly allow me to ask as to the practicability, or otherwise, of turning out large quantities of small castings from fire-clay moulds, viz., using trio moulds a number of times over and over again ; castings to bo up to 101b. or 12 lb. weight oach ? Would any benefit be derived from heating the moulds; if so, to what temporaturo ? Tho moulds would bo first driod in a kiln so as to somewhat resomblo ordinary firebricks.    II. B.

Birmingham, October 29th.    _

LEARNING ELECTRICAL ENGINEERING.

(To the Editor of The Engineer.)

Sir,—I seek the very valuablo advice of the profession that I notico you so very generously and frequently give to your subscribers, or help thorn to obtain, in your “ Correspondents’” column. I have a young friend, age 18, just loft school, and who has a decided ability and liking for mechanics. lie wishes to bocomo an electrical engineer. Tho question is—How is lio to commence to learn the profession ? Is it bettor for him to commcnco by going through a course of studies at ono of the best electrical engineering schools in London, which last for only twelve months, and for which 100 guinois is to bo paid, and then be apprenticed to tho workshops and dniwing-offico in an electrical engineering works? Or should the practical apprenticeship bo gone through first and tho scientific schooling aftorwards ? Or is it possiblo that nftor tho slmplo twelvo months' schooling a student may navo learned enough to bo of such valuo as to obtain an ap|>ointmont with wagos or salary sutliciont to keep him, not as a simple clerk, but In a position where ho is likely to be ahlo to improve Ills prospects and learning? Such lion are hold forth In tho prospectuses of ono or two of tn engineering schools. It, nowovor, scorns impossible to mo that a student can, at tho end of twelvo months’ schooling in oloctricity, be worth wages sufficient to koop him. In my own profession, as a mechanical engineer, I know that it takes at least six years of apprenticeship to learn sufficient to command wagos of 80s. to £2 por week, oithor in tho shops or drawing-offico, and at theso wagos a young onginoer of good and expensive education may stick for years. Is tho case tho same in electrical engineering, or has a young man a bet er chance, and what is the best way to learn the business thoroughly?    T. 8., A.M.I.C.E.

Gloucester, October 24th.    _

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MEETINGS NEXT WEEK.

The Institution of Civil Engineers.—Tuesday, Nov. 10th, at 8 p.m.: First ordinary meeting. Papers to be discussed, “ On the Theory of the Indicator, and on the Errors in Indicator Diagrams,” by Professor Osborne Reynolds, F.R.S., M. Inst. C.E. “Experiments on the Steam Engine Indicator," by Mr. A. W. Brightmore, B.Sc., Stud. Inst. C.E.

Telegraph Engineers and Electricians.—Thursday, 12th, at 7 p.m., council meeting; at 8 p.m., ordinary general meeting, “ The Telegraphs of the Nile Expedition,” by Major-General Webber, C.B. (Ret.), R.E., Past President.

THE ENGINEER

NOVEMBER 6, 1885.

NATIONAL PREJUDICES.

An unreasoning dislike of what is new or strange, impatience under unaccustomed ways, and unwillingness believe in novel methods, are weaknesses characteristic

of a narrow mind; but though most people will agree with this, there are few who have not some cherished foible which illustrates the very weakness they despise. Engineers ought, of all men, to be free from national prejudices, for their profession is not confined to country or class, but is world-wide in its application. Science knows no nationality, for nature’s laws are universal, but none the less is a special effort of mind required to judge impartially between systems which one has learnt and practised with the approval of those whose opinion is esteemed and systems presented for the first time differing radically from the hitherto accepted standard. The common literature of the profession, the facilities for foreign travel which now exist, and the constant stream of engineers returning from all parts of the world, tend no doubt to counteract the narrowness of those who are acquainted only with the needs of their own country, and with the means which have been found best of satisfying them. So much of the professional and manufacturing skill of Great Britain has to be directed to foreign public works and enterprises, that it would seem strange that any insular prejudices could remain; and it is doubtless true that there are other countries which are more insular in their likes and dislikes than our own.

Age and temperament have much to do with the feelings of particular people in these respects, and probably a broad division might be made between those who have to deal with foreign affairs early in life or who go abroad when young, and those whose foreign travel or acquaintance with foreign methods begins after middle age. In visiting a foreign country for the first time, the very novelty of everything, especially of the smaller details of life which one has not previously read or heard of, is in itself pleasing to a young traveller; and to an open mind there is a tendency to think that which is new and interesting better than what he has known at home. On the other hand, a man who for many years has grown accustomed to a certain routine, resents the innumerable and perhaps petty differences to which he has to conform. This feeling may, in some respects, be justifiable; for it is a healthy incident of foreign travel that one is made to appreciate for the first time at their proper value the superior advantages of one’s own country—advantage taken too much as a matter of course till the want of them is felt elsewhere. In regard to the systems and methods which more particularly pertain to the province of an engineer, it will generally be found that the differences he notices in a foreign country are due, first, to geographical conditions and climate, and then to the kind and abundance of labour and material available. Before condemning what is strange and new, or, on the other hand, welcoming all he sees as better than the corresponding customs at home, it is prudent first to consider whether in each country the methods adopted have not grown up as suitable and best to meet the local conditions. An American who comes to England and regards with pity a people who have not ice-water at breakfast, and who know not the convenience of “ checking ” baggage when travelling by railway, is but the counterpart of an Englishman who, in the United States, yearns for the comfort of an inn instead of the boarding-houses misnamed hotels; and who finds travel burdensome without railway porters and street cabs. The very makeshifts which are necessary in a new and rapidly growing country are claimed as advantages by those who are accustomed to them, and who find it difficult to conform to older and more suitable methods. In American cities the streets are badly paved, traction is difficult, wages of drivers are high, and therefore cabs are too expensive, and the democratic tramway serves for all. But as baggage cannot well be carried on a tram-car, and as there are no railway porters to handle it at the stations, the express system has been established to fill an important want. Well managed as the system may be, an Englishman prefers to have his baggage with him, instead of having to make a separate business of despatching it some hours before he starts, and of having to receive it at his hotel some hours after he arrives.

Undoubtedly social prejudices have much to do with the differences between an old and a new country. The elevated railroad in New York is worked with a simplicity and smartness unknown to the travellers on the underground railway in London; but, then, in the former all travellers are content for a brief journey to travel, as in a tramcar, in one class of carriage, while in London there are, including smoking carriages, six classes to select from, and an Englishman would presumably be hurt if he had not to go through the same forms of taking a ticket and choosing a selected carriage as if he were going to York or Edinburgh. In the United States there is not so strict a line of demarcation between the professional and manufacturing engineer as in England, and though there is a class of engineers growing in numbers and importance, which deals only with the scientific, to the exclusion of the commercial side of engineering, this is only a matter of convenience, and not as here an established etiquette or conventional rule not to be broken. The designing of bridges and locomotives by their makers, instead of by professional engineers, has many advantages which may lead to a modification of rules in England also, but it limits greatly that variety from which experience for the future is obtained.

On the Continent there may be said to be a greater attention to minute details than here, but often with no real advantage to those concerned. A German engineer may study more profoundly, and from more points of view than an Englishman, the scientific bases of a design, and may so gain in theoretical economy and fitness ; but probably the Englishman will have completed the work itself, and thereby obtained a real saving of time and money, before his German brother has ceased to ponder over the preliminaries of his project. A Frenchman will put us to shame sometimes by the care apparent in his designs and specifications, but the exquisite neatness of his drawings or specifications and the beautifully tabulated calculations do not really imply all that would be associated here with particulars so carefully prepared. There is no good in recording to four points of decimals the strain on a test block of cement if the test itself has been carried out, as is frequently the case, with a lack of practical knowledge or care that destroys its value. On the other hand, while we gain on the whole by the individual liberty exercised by our engineers, we undoubtedly suffer from the absence of common standards and rules by which the methods and results of one engineer can be compared with those of another, and so made available for all.

There is no greater sign of that international goodwill which is to further the progress of peaceful engineering enterprise than the increasing facilities for exchanging ideas, and the gradual fading away of national prejudices which have hitherto hindered the utilisation of such common knowledge ; and that nation which is backward in accepting all that is good from abroad will be the one to suffer in the world-wide competition which is becoming so keen. Notwithstanding the stimulus which depression of trade is giving to manufacturers here, there are still many of the older firms which have grown rich in the past—living now on an accumulated capital of money and reputation—that, not caring to march with the times, bar the progress of younger men who have yet their way to make. We do not doubt that the indomitable energy of the English race will enable us to hold our own in the future as in the past; but the ultra conservatism so often apparent among manufacturers increases greatly the difficulty of the task.

LOWKST TENDERS.

It is in the highest degree desirable that points of controversy should be as much as possible excluded from all transactions between engineers and contractors. The power of exclusion rests chiefly in the hands of both these parties themselves. Thus the engineer, if possessed of capacity and practical experience, will draw his specification on such lines as to leave no point in doubt; and while providing for sound material and workmanship, it will be devoid of irritating or vexatious matter. The contractor, in like manner, may thoroughly study the specification, making notes as he reads of such points as may to his mind need further elucidation. After all this, there remains, however, a point which, though apparently calculated to provoke dispute, frequently tloes so, and which, moreover, is not under the entire control of either engineer or contractor. This point is the acceptance of lowest tenders—a practice so general that the exceptions only prove the rule. The engineer’s client, whether as an individual or a corporate Inidy, has, and within certain limits ought to have, some voice in this matter. Engineers are rarely called on to conduct expensive works for single individuals; they are usually employed by coqxnate bodies or boards of directors, who respectively represent and are custodians of the interests of ratepayers or shareholders. Their duty to those by whom they have been elected is certainly to accept lowest tenders. Every dictate of common sense, every principle of sound mercantile ]>olicy, indicates this as the right course to pursue, element of weakness lies in the method of applying the principle, which never can be properly effected unless those applying it first master the necessity of exactly defining the sense of a phrase, which superficially regarded is simple enough, but in which the discriminating mind perceives two meanings—a relative as well as a positive construction; and where it is taken on the latter, which is too frequently done by building committees and boards, the result is not either harmonious or satisfactory, contracts being given to firms deficient in capital, credit in the money market, or experience of the work in hand, but who in their overweening anxiety to secure a job offer to perform it at a price so low as to utterly preclude the possibility of its faithful performance at anything but a positive loss, the outlay exceeding the income. Such works are carried to a certain point smoothly enough, to be succeeded by a “ winter of discontent.” The temptation to scamp becomes in some cases too much for the contractor’s moral strength of mind. The result may be guessed.

A job done at a low price may, indeed frequently does, prove a very dear affair in the end. As a matter of fact, that only is the true lowest tender which is sent in by a respectable, competent, and trustworthy firm, whose price as checked by the engineer is one that will leave a fair profit margin to the contractor. Such a firm may demand a price apparently a good deal in excess of the lowest tender, usually so called, but it is by true definition the less costly of the two. In the selection of a tender building committees and boards ought to be guided by the advice of their engineers, who, ipso facto, ought to best judges. Unfortunately, however, this course is not always pursued. A desire to stand well before their constituents, some amount of personal vanity, and other minor springs of human nature lead them to overrule the counsel given them, and contracts are occasionally handed to those not best fitted to carry them out. In this respect engineers are hardly dealt with. Considerable responsibilities are imposed upon them ; but they are not always afforded corresponding power or freedom of action. When their advice is overruled they can only protest, and have their protest entered in the minutes. The case of a recent sewage contract aptly illustrates the force of the point under notice. The sewage work in question was let to not only the lowest tender, but to one considerably below the next lower. It was not selected without considerable discussion, but it was selected. Subsequent experience has shown that the price was too small, the contractor being unable to complete the work. The Town Council took the matter into consideration and granted £700 additional. Probably this course was the best under the circumstances. We believe it is not without precedent. Such precedents are, however, greatly to be regretted, they stultify and overthrow the entire principle of open competition and straightforward dealing. Matters of this sort are not attended with the uncertainties surrounding those of like nature in earlier days of engineering. Then there was a good deal that was tentative about them. Now they are very much routine affairs, and competent men need have no difficulty in forjning their estimates. The

those martello towers which marked the effort of a bygone generation to guard against surprise. Against modern artillery it is generally assumed that these could offer no resistance. We are not prepared to fully share in that assumption. The experimental destruction of one of these blockhouses—as they may well be termed—some years back, proved the amount of endurance they could exhibit even when exposed to artillery fire delivered under conditions the most favourable to its effective employment. It seems to us that, as connecting-links in an organised line of coast defence, these martello towers might well be expected to play some part in a future possibility.

But while mentioning this fact as collateral to our subject, we have to observe that the system we propose to describe rests upon a basis quite apart from any utility such towers may be found to possess. We may say that it is within our knowledge that among the documents in the keeping of our War Department there are plans which show that every individual point of our coast line has been surveyed with a view to its defence, and that designs extant for earthworks which might be laid out and completed in readiness for the reception of armament within a term that may almost be reckoned by days. Our imaginary tourist sees before him fields of waving corn, and little imagines that among them lie concealed the bench marks upon which our military engineers are prepared at once to start works which might efficiently resist any attempt of an enemy to effect a landing. A really immense acreage along our coasts consists of what is called Crown or military reserve. This is under the control of the Boyal Engineer Department, and it is one of the most important duties of its officers to arrange the terms on which such lands are let, as also to see that they are at no time infringed, so that at a moment’s notice those fields, now under such culture, . would be available for their concealed purpose. We believe we are right in saying that all leases granted for such lands contain conditions giving the power of immediate cancelment and re-possession to the military authorities in the event of necessity arising. Not a day, therefore, need be lost in commencing the construction of defensive earthworks should the aspect of affairs demand it. We are too apt, perhaps, to suppose that the officers of the Royal Engineers have but few duties during the time of peace save those attached to the maintenance of permanent forts and upkeep of barracks. As a fact, however, their duties are of a far wider scope and of a more detailed character. Their watchfulness is constantly exercised to see that no encroachment on reserves destined for ilse in the contingency we have named is permitted, as also to guard against the erection of any building upon them which might hamper the ready adaptation of such lands to the purpose they are contemplated to serve. It may, therefore, well be realised that the Royal Engineer Department in our various provinces has no sinecure. On its watchfulness of the interests entrusted to it may some day depend the very safety of the country. We may feel assured that that watchfulness is fully exercised, and that the fears we continually hear expressed as to the exposed condition of our coast line to attack are based upon an ignorance of the real state of affairs which it is the object of this article to remove.

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THE SHIP CANAL AND THE RAILWAY COMPANIES.

The first of the predicted results of the Ship Canal has already come about, although the actual construction of the canal has not been commenced. The leading argument put forward in support of the scheme was the exorbitance of the railway rates between Liverpool and the Lancashire manufacturing towns ; and it was contended that only by such competition as the canal would produce could these charges be reduced. That they would so be reduced was treated as certain, and already the railway companies, although they contested this argument in Parliament, have justified the promoters’ complaint. With this month the London and North-Western and the Lancashire and Yorkshire Companies—and the other railways are about to follow suit—have introduced a new system of rates between Liverpool and Manchester aDd other Lancashire and Yorkshire towns, and have otherwise modified their arrangements in a way which will do much to remove existing grievances. Hitherto they have charged 9s. 2d. per ton for goods in bales and cases between Liverpool and Manchester, this sum including collection and cartage in Manchester and warehousing. Besides being regarded as excessive, this charge has been objected to, first, on the ground that customers could not tell how much of it was for actual railway carriage and how much was for terminal charges ; and secondly, because the rate being calculated to cover an indefinite amount of warehousing, those who removed their goods at once were made to pay for the convenience of those who left their goods in the companies’ warehouses. Many efforts have been made to get this method altered, but in vain. Now, however, all this is changed. From November 2nd, in place of the one comprehensive charge of 9s. 2d. a ton, (is. lOd. is charged for actual railway transit, and Is. 2d. for terminals, the total being thus only 8s. as against 9s. 2d. a ton from Manchester to Liverpool and Birkenhead. This gives a direct saving of Is. 2d. a ton, and at the same time enables traders and manufacturers to see exactly what they are paying for, and make their own cartage arrangements. A similar but proportionate reduction is made with regard to other towns in the two counties. Then, on the other hand, the rate for cotton taken from Liverpool or Birkenhead to Manchester is brought down from 8s. a ton to 7s. 2d.; from Liverpool to Oldham, from 10s. a ton to 9s. 2d., and so on as to other towns, the reduction generally being lOd. a ton. With respect to the warehousing question, in future forty-eight hours’ free storage will be allowed to all customers, but after that period a payment of lOd. a ton will be levied for one mouth, and of 2d. a ton per week for any longer time. In this way those who do not use the warehouse accommodation will pay only for the service they really have, while those who do use it will bear the cost of the benefits they receive. Reductions are likewise made in regard to grain and other commodities, and generally a system has been adopted which will largely remove the unpopularity of the railway companies in the north. Concessions in this direction somewhat earlier might have operated strongly against the Parliamentary sanction to the Ship Canal.

RAILWAY RATES.

The reduction of railway rates by the London and North-Western Railway Company in Staffordshire has again excited interest in the South Yorkshire district. It is said that the

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possibility of a contractor being compelled at some stage of the work to make an appeal for relief does wrong to all concerned—wrong to the man himself, to his creditors, to the engineer, and to those whom he represents. Wrong is also done to the other firms who had tendered; for it is obvious that if A. obtains a job because his tender is 10 per cent, lower than B.’s, but that he is unable to complete his work without some increase—say, 11 per cent.—A. really was, by true definition of the phrase, the lowest tenderer. In such cases it becomes at once apparent that the engineer was wise if—protesting against the acceptance of A.’s tender and being overruled—he caused his protest to be recorded. Cases of this kind show most forcibly the necessity that exists that engineers ought not alone be competent technologists, but thoroughly conversant with the cost of construction as well. Cases are not unfrequent where engineers have induced their clients to reconsider decisions to accept particular tenders made without inquiry as to the possibility of the work being faithfully carried out for the sum demanded, such inquiries usually showing mistakes somewhere.

The remarkable breadth of difference separating highest from lowest tenders lias often provoked comment; but while in some cases investigation would show both to be alike based on erroneous assumption, or deficient acquaintance with the subject, there are cases wherein the parties tendering enjoy peculiarly favourable means of working at a low figure. The only proper method of guarding against troubles and expenses ensuing from insufticient tender prices, is for the engineer to work out his own estimate very carefully, both under the guidance of his personal experience, and from the records of cost of other similar works already executed ; subject, of course, to due allowance for the local circumstances affecting each Having done this he should, and all competent men usually do, compare that estimate with the lowest tenders sent in, and where a remarkable divergence is apparent, draw the attention of his committee, board, or client to it, advising great caution in accepting such a tender. It sometimes happens that the engineer either of his own accord or by instruction asks the lowest tenderer for some explanation of his price, and how he can hope to successfully complete the work for it. It is true that securities are demanded, or a lodgment of caution money required. Both, however, are in most cases mere dead letters, found unworkable when resorted to. The asking for explanations is manifestly unfair towards all the other tenderers, and its practice is much to be deprecated. Another difficulty besetting the engineer is the pressure put on him by committees and boards to modify or alter some part of his design, so as to enable certain firms to tender. His position is painful and delicate. As a paid official he lias great difficulty in opposing that which he knows to be, to say the least of it, irregular ; and an alteration of design to suit any particular firm or firms, without also giving every other tendering firm an opportunity of tendering for the revised design, is, to say the least, very irregular indeed. If public or private bodies desire, as they should for the Bake of their own interests, to strengthen the hands of their engineers, they should aid them in every way to act with the most impartial and even-handed justice towards contractors, as well as towards all others with whom they have to do.

OUR COAST DEFENCES.

The recent agitation relative to the defence of our commercial towns, and the explanations afforded by those charged with the supervision of such matters, have given rise to much social inquiry as regards the question of the protection available in the event of an attempted landing by a hostile force at the many apparently undefended points along our coasts. To those unacquainted with our military system, and the provision and care with which its executive deals with questions of defence, it may naturally seem that our shores are vulnerable at innumerable points. We propose, therefore, to briefly sketch out how that system provides for an emergency such as we have named. We cannot, indeed, say it is perfect, but it is so, so far, perhaps, as it is possible for it to be, unless we ale prepared to maintain a far larger force than is either possible or desirable during a time of peace. If we indefinitely multiply permanent defensive works, provision must be made for manning them ; at all events, to such an extent as to prevent the deterioration to which such works are liable, as well as that even more serious deterioration to which their armament would be exposed. It may, therefore, be accepted as final that it is impossible to provide over a coast line of such extent as the shores of Great Britain present, works of permanent defence at .all and every point which may offer opportunity for the landing of an enemy.

But our War-office system, against which we have so many, cavillers, is far more perfect in its arrangements than is apparent to the outside observer. It is inevitable that whenever a threat of war occurs the eyes of all regard with anxiety the apparently undefended condition of our eastern shores, especially those portions of them which, from their comparative proximity to the capital, seem likely to offer the strongest inducements for an enemy to attempt a landing. We have already had made public, through the reply afforded to the deputation which represented to the authorities the anxiety felt by those interested in our coast commercial towns, the means contemplated for their defence in the event of hostile contingencies; and we may say that that reply was calculated to set at rest such an anxiety. But as regards our coast line generally the public at large possesses no such assurance. The tourist who passes along the seaboard of Essex, Suffolk, and Norfolk regards with something like dismay the many miles of low coast line and estuary along which he can observe no defensive precautions. This littoral is, however, by no means so neglected in this respect as our tourists and others similarly uninformed may think; and we are perfectly within bounds in saying that the attention which has been given to the coasts referred to has also been extended to the whole circuit of our shores. The (lay has gone by when a sense of security was derived from company have taken this step with a view to safeguard their interests in their own territory. Manufacturers and large mercantile firms in the midlands and the north ignore altogether any motive, and looking straight to the effect, state that the result will be to give to Staffordshire an immense benefit in competition with other localities. It is natural, therefore, that in the Sheffield district particularly a movement should be made to secure from the local companies—the Midland, the Manchester, Sheffield, and Lincolnshire, and Great Northern— similar concessions in regard to the heavy industries of that town. It is well known that Messrs. Charles Cammell and Co., Sheffield, were the first who practically declared that inland towns were unfairly handicapped in the heavy industries by carriage rates. The directors of the company having failed to get anything like a reasonable concession from the railways, initiated the bold course of transferring their steel rail works bodily to the coast. This policy, so far, has proved as successful as it was courageous. Its immediate effect was, of course, to take out of Sheffield a very considerable business, and one railway company—the Midland—lost, at a single stroke, about £50,000 a year in carriage alone. These figures were stated at the time to represent the amount paid by the Dronfield Steel Company—afterwards amalgamated with the Cyclops, and removed to Workington—to the Midland Company for the convey-of their rails. The example of transferring heavy trades from inland districts to the coast has been followed at Birmingham and elsewhere, and there is no doubt that the “ new departure ” will extend to other concerns. A remarkable reduction in railway rates, though it may not altogether prevent, will certainly stave off' the evil day. If the Midland would show the way in such a reform it would exhibit; true concern in English commerce, and throw back the taunt that it had encouraged foreigners at the expense of native industries. It is not sufficient, however, that there should be a reduction ; there must also be an alteration in the incidence of railway rates. Classifications of the most absurd character are constantly being enforced to the loss and irritation of the harassed producers. A code of tariff's drawn up in concert by railway companies and manufacturers would be the surest way of getting rid of the long-standing grievance under which the producer has groaned for years, and also of forming a permanent settlement which would “ steady ” trade for a considerable time. It is not contended that railway companies can so lower the rates as to pensate for the difference of manufacturing inland compared with manufacturing at the sea coast; but what is insisted upon is this : that the railway companies, not only by their heavy rates, but by their ridiculous method of classification, acentuate and emphasise the embarrassments and difficulties of the inland producers. The Lancashire and Yorkshire Company, not usually considered over zealous in initiating reforms, is said to have made considerable concessions for its Liverpool traffic ; but why is the beneficial influence of generous counsels coming piecemeal here and there ?

TnE THREATENED GREAT STRIKE OF MINERS.

Unless wiser counsels prevail it is to be feared that a serious strike will take place throughout the Yorkshire and Lancashire mining districts. The vast colliery population of South and West Yorkshire are reported to have intimated by ballot, to the extent of fully 20,000 miners, their desire to either have the 15 per cent, advance or shutdown the pits. The officials of the Yorkshire Miners’ Association seem desirous of shirking the responsibility, leaving the men, as they say, to act on their own responsibility. It is, therefore, to be feared that the men will rush into a strike, in which they are likely to be again defeated, seeing that the owners have now a powerful organisation, which provides for compensation if a colliery is stopped, and at the same time provides for the orders to bo kept going. The men certainly seem anxious to try to get the 10 per cent, back again, which they were compelled to give up a short time ago. The Conference at Barnsley not only passed a resolution authorising the officials to try and secure the advance, but the delegates decided to be bound by the resolutions come to at the Manchester Conference. It may not be generally known that the adjourned Conference has to decide the time at which the pits shall be shut down, if the ballot returns are in favour of such a course. If this decision is general, the Conference intends that notice shall be given on the second making-up day in November, demanding the same. The Conference has also to consider the qestion of restricting the output The aspect, it will be seen, is a gloomy one, inasmuch as some of the Lancashire miners have obtained an advance conditionally. This, it may be stated, acted as a great incentive at the Yorkshire Conference at Barnsley on Monday last, and there can be no doubt but that it will operate in favour of a strike at the Manchester Conference.

THE WAGES OF SHIPBUILDERS.

It is understood that there will be an attempt soon to obtain a reduction in the wages paid to the shipbuilders in centres such as the Tyne and the Wear. On this occasion we believe that the employers will recognise the very great discrepancy in the wages earned in the yard, and that the reduction proposed will be one which will vary with the earnings of the men. It is to be hoped that this will be kept in view, for one of the special circumstances of the industry, and one of the facts which have made previous reductions so difficult, is that the wages have varied so much, some men’s earnings being very large and others a very bare pittance. On good authority it has been stated that some of the platers on the Tyne, even in the present time of great depression, have been earning about 15s. per day worked ; and though it is possible that the time worked at the rate may not have been full, yet it is certain that it would be better for the trade, better for the employer, and better for the workmen if the rate of pay were less and the average time worked were more. In the present state of the trade—with about one-half only of the building berths of the Tyne occupied, and with the prospects so dull, for the new orders are few, and the labourers who need work are many—it may be looked upon as a foregone conclusion, that the reduction asked will have to be conceded in the end to some extent; and it is to be hoped that the operatives will recognise the fact, for it is the inevitable result of the depression in trade, of the scantiness of orders, and of the general tendency to lower prices ; and as we remember that there is a large increase in the purchasing power of money, we must recognise the reasonableness of the contention of the employers ; but we hope that the fact above alluded to will be kept in mind, and that the bulk of the reduction will be claimed from those workmen who can best afford it. The recent discussions as to foreign competition in shipbuilding will have familiarised the public with the fact that there are classes of workmen here very highly paid, and in these times they might be asked to allow a slight deduction for the general good.

THE TREVITHICK MEMORIAL FUND.

We understand that the replies to the circular addressed to the subscribers, asking for an expression of their views with

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and a thousand times oftener “ exemplified in elementary works.”

In his preface, Mr. Jackson puts forward no claim whatever to originality—a view of his own work we can unhesitatingly endorse, save in a few instances where the author proposes some very novel, not to say far-fetched, definition of ordinary technical terms. For example, on page 4, we find the distinction between “ stress ” and “ strain ” stated in a most erroneous and distorted form. “Strain” is defined as the “local reaction induced by stress,” but, the author adds, “ when there is equilibrium at the part under consideration the strain is equal to the stress;” as if, forsooth, there could ever be a state of nonequilibrium between action and reaction. Evidently our author has misunderstood the value of a right definition of “stress” and “strain.” The distinction thus given is absolutely worthless, insomuch that it simply adds to our stock of words, without at the same time increasing the sum of our ideas. The correct distinction between “ stress ” and “ strain ” is that given by Rankine in his “Applied Mechanics,” p. 272: “For the sake of clearness in scientific language, certain authors have recently endeavoured to appropriate the word strain to the alterations, of what nature soever, in the volume and figure of a solid body and its parts, produced by forces —better stress—applied to it, and the word stress is formally defined. This nomenclature will be used in the present treatise.” In the rest of the first chapter of Mr. Jackson’s work we meet with a vast deal of what may be termed dumb philosophy on generalities — a form of learning which, as a rule, engineers heartily detest and abhor. In Chapter II., page 13, and again on pages 34 and 35, “ stress ” and “ load ” are used as synonymous or exchangeable terms; and on pages 14 and 16 we fall upon such odd and new-fangled expressions as “ segregation of stress-solutions,” and “ reactions due to incastration.” On page 17 the term “ foot-pounds ” is employed for “ pounds per foot run;” and on the following page the expression “ horizontal force” is substituted for “bending moment”— a perfectly unwarrantable license repeatedly assumed throughout the work. The ambiguity which may easily arise from a freedom of language of this kind is well exemplified on page 29, where the same term, “ horizontal force,” is used to express the tensile stress in the tie-rod of a bowstring girder. The formula, page 30, for shearing

stress under full uniform load, should read w——r——

2 l

and the second term in the expression for shearing stress under combined load, on page 31, should be

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THE CANADIAN PACIFIC RAILWAY.

One of the greatest railway enterprises ever undertaken has this week been brought to completion, and a few weeks hence the Canadian Pacific will be ready to carry passengers and goods from the Atlantic to the Pacific through British territory, over something like 3000 miles, without a break. It is not easy to realise that henceforth the traveller may traverse the northwest territory, penetrate the famous “ Rockies,” and journey from Quebec to Port Moody with as much ease and comfort as if he were going only from London to Edinburgh ; and it is yet more difficult to appreciate all that this means for the future, but the direct all-through railway at last exists, and will very shortly be open to all comers. Twenty years ago the vast region through which this line passes was little known except as the home of buffaloes and other wild animals, dwindling tribes of Indians, and the intrepid hunters of the Hudson’s Bay Company. Some venturesome travellers had traversed these far-spreading prairies on horseback or in bullock wagons, but to the world at large this was a terra incognita, and the idea of a railway through the heart of the country would then have seemed the height of mad dreaming. Ten years ago the line wras barely commenced, and as a matter of fact the railway must be regarded as having been laid down within the last five years ; and now, where formerly all was desolation, there are thickly populated towns, prosperous, and full of energy ; while the tide of civilisation and enterprise is rapidly flowing onward to the far west, not tc be arrested until it reaches the waters of the Pacific Ocean. The Canadian Pacific Railway will not only open up and bring within easy reach millions of acres of British territory heretofore unavailable, but will form a new route and a new link between England and

her Indian, Chinese, and other Jvffptern possessions, The com- company has constructed 2244 miles of railway.

Further on the author makes an entirely false statement, when he says that the vertical, and horizontal reactions, and extreme bending moments in a rigid arch are determined “ by equating the moment of resistance with the moment of external forces.” As a matter of fact, the “ moment of resistance” has nothing whatever todo with the arch problem in its rigid forms; and of course the vertical and horizontal reactions are found from the ordinary static equations of equilibrium combined with those of elastic deformation.

Again, the treatment of the pressure curve in a semicircular arch, page 44, is egregiously wrong. In the first place, the section of rupture lie3 not at 45 deg., but at, approximately, 30 deg. to the horizon. Then, in finding the thrust, moments should be taken about the inner edge upon which the upper part of the arch initially turns, not about a point situate near the centre of the section. The author would have avoided making this unpardonable mistake, had he previously consulted a good old book, ⁰l’l,0Slte the southern extremity of \ ancouvers Island. Iu its Tate’s “Mechanical Philosophy,” published by the same course-which on the wdmle, is remarkably direct from Winin-

firm so far back as the year 1853; or, in fact, any old book    f f    leff^ r“lwa? t^°Ugh

.    ,    T.J .    Jr ' t i > great tracts of land which all authorities agree in describing as

on stone arches    It is evident that Mr. Jacksons higUly picturesque, amazingly rich in fertile soil, coal, minerals,

acquaintance with aiclutectuie is very circumscubed, for anj other resources; and while substantial and growing towns he says: “The common practice of assuming that the have been established, settlements rapidly increasing in size crown thrust acts exactly at the middle (sic) of the arch are plentifully scattered along both sides of the track. As the rim is usually quite unwarrantable.” Of course there is railway has advanced emigrants have followed, no such “ common practice.”    In addition to the main line, numerous branches have been

In conclusion, we cannot recommend this book either as thrown out, making a considerable aggregate of miles, and it a good vademccura for old-fashioned civil engineers, or as a maybe estimated that the whole system contains something clear and well-written text-book for engineering students. like 4000 miles of operative line. The \ellow Head Bass Nevertheless, a large amount of labour and expense have ®e‘ected by Mr. Ileming for the passage through the Rockies, been lavished upon the work, and the author has taken beca.use₁ot its comparatively low elevation, viz., 3720ft. above pains to collect a quantity of matter closely bearing upon £ ™ Sir

a great number of engineering subjects worth reading by route> /finally, it is understood, chose another pass more to those at home in the highei branches of analytical ma- the south, which would shorten the distance, although the height thematics.    might be somewhat greater and the gradients more difficult.

In justifying his selection, Mr. Fleming pointed out these facts:—

“ The Central and Union Pacific Railway passes over four main summits at intervals of from 300 to 400 miles, the lowest of which is 6120ft, the highest is 8240ft above sea level. The Northern Pacific line passes over two summits 120 miles apart, reaching elevations of 5547ft. and 5572ft. The Canadian Pacific Railway, by the route followed on the recent journey, has the Bow River summit, 5300ft, and the Rogers summit, 4600ft. above sea level. . . . The one main summit on the line by the North Saskatchewan is at the Yellow Head Pass, 3720ft above tide water.” From these figures engineers may draw their own conclusions, and with respect to the question of advantage in distance gained by the new line, the following comparison may be made:—From Montreal to Port Moody, by the Canadian Pacific Railway, the route will be about 2895 miles long ; while from New York to Iaconia, by the Northern Pacific, the journey is 3380 miles ; and from New York to San Francisco, by the Central Pacific, it is 3270 miles. Over these routes from the Atlantic to the Pacific the new line gains, respectively, 380 and 490 miles. The distance from New York to San Francisco by the Union Pacific is 3363 ; and it is also calculated that the Canadian Pacific Railway will shorten the distance between New York, Boston, and Portland by 200 miles, while the journey from Liverpool to China will be reduced by 1000 miles, as eompared with the Union Pacific route. The benefits which this railway is calculated to yield are too numerous for us to consider now, but the facts and figures we have given will afford some indication of the Colonial and Imperial importance of this undertaking. The traffic already carried on by the company has been of a satisfactory and promising character j and we may mention, in conclusion, that the company have in actual use as many as 304 locomotives, 282 passenger cars, and 7380 freight cars of all kinds. From the commencement the

regard to the proposition of the executive committee for the disposal of the fund, have now been received. The question to be discussed is what is to be done with the amount collected ? The amount available at present is about £1500. The original resolution was :—“ It was resolved to raise a fund for the erection of a statue to the memory of Richard Trevithick, and further to provide a fund for the establishment of scholarships to aid in the technical education of young men to qualify them for the profession of mining or other engineers.” The funds available are not, however, sufficient to carry out this resolution entirely, and the subscribers are therefore consulted as to the necessary modification. A general meeting of the whole of the committee will be held at the Institution of Civil Engineers, Great George-street, Westminster, on Friday, the 13th inst., at 4.30 p.m. The executive committee suggest:— (1) “ That a sufficient sum of money be offered to the council of the Institution of Civil Engineers for the establishment of a triennial Trevithick gold medal and premium of books. (2) That the trustees or council of Owen’s College, Manchester, be asked to accept a triennial Trevithick scholarship tenable for one year. (3) That a copy of the bust of Trevithick, now in the theatre of the Institution of Civil Engineers, be placed in Truro Cathedral— if permission be obtained—together with a brass mounting on the base, showing how the memorial fund was raised and how it had been expended.” It is desirable, we think, that the subscribers should be represented as fully as possible. It would be matter for regret if a minority had its own way, simply as the result of being more energetic than the majority.

OUR NEW 0‘40-in. breech-loading cartridges.

Considerable trouble is being experienced owing to the difficulty of making the breech loading-cartridges for the new small-bore rifle sound and strong. Though solid drawn cases are generally much better and stronger than coil cases, the difficulty attending their application to the small 0⁻40 bore is such that large numbers of imperfect cases are continually made. Some days since a very mortifying instance of failure occurred. If we had not had it on good authority, we should have regarded it as a “ shave.” Her Majesty having expressed a wish to see the new arm, one was sent for her inspection with cartridges, in order that twenty rounds should be fired in her presence. Unfortunately a defective case came asunder and stopped the process of firing at an early stage. The embarrassment of the operator was hardly relieved by the Queen naively asking whether such an incident would not be awkward on service. Large supplies of small arms have recently been sent to Canada and other Colonies, including British Guiana ; consequently considerable orders have to be given to the British Armoury Company as well as to Birmingham.

A NARROW ESCAPE.

Our Belgian friends continue to find reason to congratulate themselves on having railway brakes complying with the conditions first laid down by the Board of Trade in this country. Recently the engine of an express train, running at full speed, suddenly left the rails at a place called Deerlyk, near Courtrai. The effect was instantly to snap the coupling between the tender and the train, and thus automatically to apply the Westinghouse brake. The engine and tender, after running a short distance, fell over, but the train was stopped before reaching the obstruction, and without a carriage having left the rails. Huch arguments as the above in favour of automatic brakes havo not been wanting in this country by any means (Penistone to wit), but it would seein to require something more than the proof of the uselessness of non-automatic brakes in such emergencies before the necessary change will be brought about on some of our principal lines.

LITERATURE.

Aid to Engineering Solution. By Louis D’A. Jackson. Messrs.

Longmans, Green and Co. 1885.

The book on “ Aid to Engineering Solution,” which Mr. Jackson has recently added to the formidable list of his former works, is well illustrated and printed in good type. The object of the work is also good, namely, to place before the minds of engineers a more wholesome and palatable food than what consists of the hai'd and dried crusts of barren formula}. The rules given are not merely stated, but likewise seasoned with a certain spice of proof, which gives to the book a kind of mixed character, midway between a textbook on lirst principles and a vademecum of engineering formulae. The great danger is that it will not adequately fulfil either purpose. What the veteran engineer, educated for the most part in the drawing-office or workshop, dearly loves, is a concise formula, well cut and trimmed down, ready for use without further reflection, and which he can apply in some such way as a sick does a cataplasm, the art and composition of which lie ignores, but which he full well knows was prepared by a great doctor, learned in poultices and plasters. The author would have done better had he brought his book into the shape either of a text-book on first principles, or simply of a pocket-book of engineering formulie, to be applied according to exact prescription. As it is, the proofs are dipt and unsatisfactory, only serving to divert attention from the results, which are thereby to a certain extent hidden in the text. The author, in fact, seems to forget that not one engineer out of a thousand of the older school has the faintest idea of mathematics beyond the range of the rule of three or the binomial theorem. So proverbial is this fact, that a German technical paper once humorously stated the essential qualification for admission to the Institution of Civil Engineers to be the power of repeating, without hitch or hesitation, the whole of the multiplication Cable from 12 times 12 downwards.

The plan of the book consists of two parts, the first of which embraces three chapters upon “Structural Strength,” “ Load and Stress,” “ Resistance and Strain ;” the second ]>art of five sections—why not “ chapters,” as in Part I. ?— on “Horizontal Girders and Cantilevers,” “Curved Ribs and Metallic Arches,” “ Masonry and Brickwork,” “ Piers and Supports and Stanchions,” and “ Miscellaneous Solutions.” The method of treatment throughout the book is entirely analytical, the new graphic methods being dismissed as “ generally familiar and exemplified in so many elementary works that further exemplification is needless.” Now if it be true, as the author skates, that the graphic method in all its ramifications is “ generally familiar,” it surely follows that the old analytical processes, which the author exclusiyely uses, are more threadbare and familiar still,

pletion of the line is an event of great importance, and is entitled to something more than the mere record of the fact.

The construction of a railway from east to west through Canada is a natural consequence of the confederation of the Canadian Provinces, but its origin is due more directly to the absorption of British Columbia. When that Province consented, in 1871, to enter the confederation, the formation of this railway was one of the conditions made by British Columbia, and accepted by the Dominion Government. The union being effected, preliminary operations were promptly commenced, and an exploration of the country was entered upon, with Mr. Sand-ford Fleming, C.E., as engineer-in-chief. This in itself was a task of a severe character, and under the then existing Governmental system it proved a very costly undertaking. The work was, however, carried on with as much expedition as the natural difficulties presented by the country, and repeated wranglings on the subject in the Canadian Parliament, would permit, and at length a start was made in the real work of construction. One of the main difficulties experienced at the outset was as to how and where the llocky Mountains were to be pierced, but eventually it was decided to work through the Yellow Head Pass, 3646ft. above the sea level, and thence down to a point in the Burrard Inlet on the Pacific shore. The eastern end was to begin at Lake Nipissing, whence it would run westwards to Selkirk, and onwards through North Saskatchewan to meet the western section at Yellow Head Pass. Subsequently this route was materially altered, but upon these lines the work was commenced in 1875, and during the following three years a few hundred miles of railway were laid down at different parts of the route. The progress was slow, and was much impeded by disputes in Parliament as to the cost and other considerations, which were seized upon by one party or the other as political weapons. One Ministry at' least was overturned by these means, and in 1879 the Governmeutsuspended the construction of the line. Negotiations were opened with private capitalists, and in 1880 a strong and wealthy syndicate undertook the completion of the railway. This, however, they did only upon very liberal conditions. In consideration of the Syndicate pledging themselves to carry the work through, the Government granted them a subsidy of twenty-five million dols. in money, and twenty-five million acres of land. They handed over to the Syndicate the portions of the line already completed free of charge, and engaged to finish and transfer to the Syndicate other sections then commenced, amounting to over 700 miles in length. They further conceded large privileges as to making branch lines, and taking ground for buildings ; safeguarded the Syndicate from competing lines within a certain wide area for twenty years ; agreed to admit all their material duty free, and | to exempt the railways and buildings from taxation “ for ever.”

The new company was incorporated in 1881 with a capital of a hundred million dols., and at once set to work with that amazing energy which has enabled it to fulfil its engagements within five years, that being five years earlier than its contract required. This is, perhaps, not to bo wondered at when it is found that again and again they laid down more miles of rails in one day than had ever been done before on the American Continent, and in the course of one summer constructed over 450 miles of main railway, besides more than 100 miles of branch lines. As already mentioned, the route adopted by the Dominion Government was in some respects changed and extended by the company. At one time it was contended that the Canadian Pacific Railway should go no further eastwards than Lake Superior, but not only was it eventually resolved to carry it on to Montreal, but to obtain direct connection with Quebec. From the Atlantic, therefore— or, more accurately, from the SL Lawrence—the line will give a through passage to the Pacific, by way of Montreal, Callander, Fort William—skirting the north shore of Lake Superior—Rat Portage, Winnipeg--the capital of Manitoba — Brandon, through the heart of Assiniboia to Moose Jaw and Calgary, at the foot of the “ Rockies.” Thence it passes through the mountain pass to Kamloops in British Columbia, and turning south down the Fraser River to Port Moody on the Pacific coast

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BRAY AND HEALD’S PATENT EXCENTRIC.

GAS ENGINES AT THE INVENTIONS EXHIBITION.

No. IV.

This excentric shown in cross section and in front view is so simple in construction that but a short description is required.

On the shaft is keyed a circular disc, the edge of which is bevelled off towards the inner side. The shaft passes through a boss on the disc, the position of the boss on the disc corresponding to the throw of the excentric. A second disc is passed being of the simplest construction, and belonging to type over the shaft, the hole in this disc for the shaft to pass through 1 of the classification referred to in our impression of the being similarly excentrically placed. The edge of this second 2nd inst.

disc is also bevelled off on its inner side. The strap or hoop fits The first of these is the 2-man power engine made by between these two discs, having correspondingly bevelled edges. Messrs. Clarke and Gillespie, of the Meadowhead Works, The two discs are connected together by a nut and bolt passing Stevenage, and is known as the Syrinx engine. It is made through the centre of the two discs. In order, however, to prevent the discs being nipped too tight on the strap or hoop washer is slipped over the bolt between the discs. As the discs and hoop wear on their bevelled edges, this collar or washer is taken off, reduced in thickness, and replaced, thus ensuring that a suitable pressure only is put upon the hoop and discs. This pressure

We illustrate in this impression two of the non-compression engines exhibited in the Exhibition, both these

fan, and with a l-30th spring in the indicator. That marked 4 is taken with the engine running on the same load, but at 128 revolutions per minute. No. 1 is taken with the engine running at 120 revolutions per minute, but with an extra load put upon it by braking the wheel. No. 3 is taken under the same condition, but at 125 revolutions per minute. We have not worked out these diagrams, but give them full size for the benefit of those sufficiently interested to do so. They are interesting as characteristic diagrams, but much of the apparent fluctuation of pressure is no doubt due to the indicator.

Referring to our engravings, Fig. 1 is a perspective view

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may be regulated by means of an elastic washer upon the centre bolts; but this has not been found necessary in the excentrics yet made. It will be seen that an annular space is enclosed between the discs and hoop. This space is used as an oil chamber, being first loosely packed with cotton, wool, or felt to absorb and retain the oil. When this space is once filled and the centre bolts carefully tightened up, the excentric will run for several weeks without requiring a fresh supply of oil. The inventors and makers—Messrs. 15ray and Heald, of Kast-parade, Leeds—claim for it the reduction of wear and tear to a minimum, as it is practically running in oil; repairs are easily executed, and the excentric is smaller than usual for a given throw, which seem promised by the design. Although brought out for actuating the dabbing brushes of Nobel’s wool combing machines, it is evidently applicable to many other cases.

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GIBBONS’ MOULDING MACHINE.

Tuk accompanying engraving illustrates a moulding machine made by Mr. H. Gibbons, of Hungerford, one of which is exhibited in the Inventions Exhibition. The machine is cheap, simple, and, by a new form of sleeve, gearing and outside weights are dispensed with. The machines consist of two upright turned columns, bolted to a foundation plate. On these columns work sleeves which carry the pattern plate, slung on trunnions. The plate can thus be moved up or down the columns with ease and smoothness, the lift being perfectly accurate, and it can be fixed

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SECTIONAL PLAN AND IGNITING JET.

under Cobham and Gillespie’s patent of 1884, and is only of the engine, the working of which will be gathered from made of the one size. Our illustrations give a perspective the following description of the detail views, Figs. 2, 3, 4, 5. and sectional views showing its construction completely. The cylinder A, containing a piston B, is surrounded by A feature in the engine, is the closing of the valve which a water jacket G, and rests on the bottom base-plate E,

which is constructed to serve as a silencing chamber, forming part of the air passage. To the outer end of the cylinder is screwed a cover H adapted to serve also as air and gas inlet. O is the air inlet, N the gas inlet, I the valve spindle passing through the cover. The cover H is cast in one piece with an axial tube, the inner end of which forms a perforated disc fitting into the bore of the cylinder and serving as a valve seat, while the lateral end has an opening N for the admission of combustible

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at any height on the columns, and can be turned over on its trunnions and fixed in position. In moulding with these machines the plate is run up to a convenient height on the columns, the moulding box placed over it, and clipped by levers. The latter is then rammed up, turned over, and lowered till the box rests on the foundation plate. The plate is then unfastened, gently rapped, and lifted from the mould. The sleeves on the columns are so constructed that no sand that falls on them can jam them or interfere with their action, and they are also self-adjusting for wear. Besides the accurate lift obtained by the use of these machines, it will be seen at once that they form a most convenient and effective moulding stage for ramming up and turning over.

The Institution of Civil Engineers.—The first meeting of this society after the recess will be held at 25, Great George-street, Westminster, on Tuesday, the 10th inst., at 8 p.m. The chair will be taken by Sir Frederick Ilramwell, the president, who will distribute the medals, premiums, and prizes awarded for meritorious papers presented to the Institution last session. Papers by Professor Osborne Reynolds and Mr. A. W. Brightmore will be after-W-ffil¹ lead and discussed.

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spindle I is placed in the axis of the cylinder, and carries at the inner end a valve K adapted to rest against the valve seat, and allowed to slide on the spindle between the enlarged head of the latter and the valve seat. The valve K is made somewhat less in diameter than the bore of the cylinder, to afford a sufficient passage for the gas and air mixture. The inner end of the spindle is axially guided by a sleeve N¹ sunk into the valve seat, while the outer end passes through a |g* stuffing box, and is provided with a nut M which serves to adjust the tension of the spring L, holding the valve K against its seat. The annular space O¹ around admits the combustible mixture, by the explosion itself, the axial tube of the cylinder cover II serves as air This is done with the object of having an admission valve inlet, and communicates through a vertical port of which remains full open for the whole period of admis- the cylinder with the silencing chamber E. This sion, thus preventing, see diagrams, the fall of presure below chamber has a number of baffle plates P P¹, and is atmospheric pressure which occurs in engines of this class limited by the flange Q of the base plate. The silencing when the admission is cut off more or less gradually, as is chamber is for the prevention of the free transmission of the case with most valves, and is an effect which is assisted the sound produced by the closing of valves, or the ex-by the fact that the admission is gradually restricted at plosion of the air and gas mixture through the air passage the same time that the piston is acquiring a higher speed of the engine. The air supply for the ignition apparatus than at the commencement of the stroke. The reduction It S T is usually also derived from the silencing chamber, in of pressure by this wire-drawing of course materially order to intercept any sound which may come out of the reduces the efficiency of the combustible charge, the space ignition valve. The engine works as follows :—When the behind the piston not being actually full at the time of piston B is in its innermost position and begins its out-tlie explosion. We give four indicator diagrams from the stroke the valve K is lifted from its seat by suction, so as engine exhibited, which show this. These diagrams are to allow air to enter the cylinder through the port O and given full size, and show the effect of different speeds gas through the port N. As soon as the piston has moved and loads. That marked 2 is taken at 95 revolutions per through the distance necessary to cause the ignition of the minute, the engine driving a 12in. wing disc ventilating mixture drawn into the cylinder, the pressure caused by

THE SYRINX GAS ENGINE.

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the explosion suddenly closes the valve K and drives the for their weight-effect. The engravings show the piston piston B to the end of its stroke. At the beginning of the and valves in position at half-stroke, just as an explosion return stroke the outlet W, which had been previously takes place closing the valves G and J. The action of the closed, is opened, and the valve K remains closed, so that engine is as follows:—The air enters the open front end of

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gas, and the escape of the exhaust products of combustion, are constructed so as to act automatically ; the use of an exhaust valve which closes, and is held close by the pressure resulting in the cylinder from explosion of the charge of air and gas, but opens automatically as soon as the pressure is so reduced that it is nearly equal to that of the atmosphere, and the use of the light return valve to assist the exhaust valve in closing, and preventing the re-admission of the exhaust products of combustion.

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The expanding boring and finishing tool illustrated by the accompanying engraving is made by Messrs. Horner and Adcock, of Loughborough. As they observe in their circular respecting it, half of the skilled work in the modern machine shop consists in boring and finishing holes to standard size. In these operations the cutting edges of the bit or tool commonly used become too small after finishing about a score of holes, thus necessitating its going through the processes of softening,

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hammering, turning, hardening, grinding, and newly wooding, with the risk—in the event of its being ground top small—of a repetition of the same. By the use of the expanding tool illustrated these frequently recurring processes will be obviated, one pair of cutters being capable of finishing at least 7000 holes. The novelty consists in the expanding adjustment of the cutters C D by means of a compound wedge E ; the expansion of the woods, Fig. 1, as they wear by screws at A ; or the tool may be used as a finishing drill without woods, Fig. 2. The expansion by the wedges is exact, and the adjustment to the required size is easily made by wheel F.

duringthe return stroke of the piston produced by theenergy I the cylinder—that is, the end nearer the crank-shaft, Fig. 5 stored up in the ily-wheel the products of combustion are | —and is drawn through the opening A and along the forced out through the opening W.    I passage B, until it reaches a continuation C of this passage

into the cover D, whence, mixing with the gas coming from the orifices F and the pipe E, this mixture is .admitted by the lifting of the valve G into the cylinder II. This valve G is hinged upon the pin O, and is lifted by the suction of the piston I during the first half of its out-stroke. This continues until the piston I has, during its outstroke, reached and covered the opening A of the passage B, thereby preventing the further admission of air to the passage B. At this instant the mixture of air and gas already admitted to the cylinder H is ignited, and the pressure resulting from explosion causes the piston to complete its outward stroke. The pressure in the cylinder consequent upon explosion also closes the air and gas valve G, thereby stopping the passage of both and gas, and holds close the exhaust valve J, hinged upon the same pin O

the air and gas valve G, until the piston nearly reaches the end of its outstroke, and uncovers the end lv, Fig. 5, of the exhaust

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THE SUBWAY IN THE NEW LONDON STREET.

The work now in progress on the new street which crosses the Soho district from Piccadilly-circus to Oxford-street furnishes evidence of the improved methods of dealing with such cases which experience dictates. In no way is this more observable than with respect to the subway below it, within which are to be laid the gas and water mains, and other pipes which the variety of the demands of the civilised life of modern London render a necessity. We have often regretted that economical considerations make it as yet impossible to compel the adoption of the system of subways for such purposes in all and each of the new streets which are yearly added to the vast mileage of suburban London. That regret is felt more keenly when we observe the benefits promised by the work which we have named as now in progress. We see in it an assurance of the absence of the irritating process of breaking up our streets for every occasion of needed repair to our underground system. It was only lately that the whole traffic of the City was impeded for many weeks by the breaking up of roadways and pavements within it for the purpose of laying the mains for furnishing hydraulic pressure. As the application of that last-named principle extends—and it will probably receive wide extension— we may expect to have further cause of obstruction and annoyance. Expect immunity from it we cannot, but we may at least hope that the example of this subway may some day or other bring about a diminution of it.

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DIAGRAMS FROM THE SYRINX GAS ENGINE.

From this description it will be seen that there are two essential features in the engine, namely, the mode of admitting air to the cylinder through a chamber or chambers constructed for the purpose of deadening sounds, the combination of a valve or valves closed by the explosion of the combustible mixture and the silencing chamber as at Fig. 1. We have not tested this engine, but are informed that, with gas at 4s. per 1000, it will do its two-man work for Is. per day of twelve hours. The engine is quiet in work, and has no parts likely to cause any trouble. No great amount of invention would be necessary to make the period and amounts of gas and air automatically variable, and to make the engine into a simple compression engine.

The second engine to which we refer is illustrated by Figs. 5 to 10. It is exhibited in model by the inventor, Mr. W. J. Munden, and is made under his patent of 1884. It is remarkable as having no mechanically moved valves, the two valves which it does possess being automatically operated by the gas and air ingress and products of combustion egress. In the accompanying engravings, Fig. 5 is a longitudinal vertical section of a horizontal form of the engine, through the centre of the cylinder. Fig. 6 is a plan, with the cylinder and cover in section. Fig 7 is a view, to an enlarged scale, of the valves for such an engine, with the cylinder itself in section. Fig. 8 is a vertical section, showing the cylinder cover and passages. Fig. 9 is a vertical section of the valves and cylinder cover, as applied to a vertical engine in which the cylinder is under the crank-shaft. Fig. 10 is a vertical section of the valves and cylinder cover, as applied to a vertical engine in which the cylinder is inverted over the crank-shaft—a difference being necessary in the arrangement of the valves to allow

which communicates

as

SELF-ACTING BAND SAW FILING MACHINE.

The band saw filing machine, which is being introduced by Messrs. Selig, Sonnenthal, and Co., London, is exhibited in the Inventions Exhibition at work. As will be seen, it mechanically moves a taper saw file, and is easily adapted to any pitch or width of saw, and will file eighty teeth per minute, and only occupies a space of about 16in. x 22in. In the engraving A is vice, B a movable and adjustable spring, pressing as desired upon the reciprocating arm C which carries the file, and is itself moved by a rod K and slide L. By means of the hand wheel E and screw with thumb nut D the vice is adjusted, and the movement of the saw is affected by the adjustable arm G and H,

a saw

passage L,

through the exhaust pipe M with the atmosphere, thereby allowing the escape the exhaust products of combustion, ing the pressure in the cylinder to that of the atmosphere. This pressure being so reduced allows the opening of the exhaust valve J by its own weight, as shown in Figs. 7 and 8, and as shown in Fig. 5 by the weight of its counterweight N, until the stop N meets the air and gas valve G, which prevents it from    _

opening further, and it remains in this open ^    ^

position during the instroke of the piston, thus K5ggH|j-allowing the escape into the exhaust pipe M of the remaining products of combustion. This being completed, the piston commences another outstroke; its suction closes the light return valve P, and the end A, Fig. 5, of the air passage B being uncovered, the air and gas valve G is drawn open, pressing upon the stop N, and closing the exhaust valve J, thus preventing the re-admission of products of combustion during the first half of the outstroke, while a charge of air and gas is being inspired, when the charge being ignited as before, an explosion results, thus completing the cycle of operation. R is a water chamber for the usual purpose.

Simplicity can probably go no farther. It will be seen that the essential features of the invention are a gas-motor engine in which the valves i regulating the admission of the mixture of air and |

of part of , and reduc-

ISM

FT J

3.2

BAND SAW FILING MACHINE.

by the disc O. F is a screw by which the depth of cut sted. The machine is meeting with much favour.

OS

CYLINDER CONDENSATION IN STEAM ENGINES. AN EXPERIMENTAL INVESTIGATION*

By Chas. L. Gately, M.E., and Alvin P. Kletzsch, M.E. {Continued from page 343.)

Thomas Tredgold, writing in 1827, who, but little later than Carnot, puts the limit to economical expansion at the point subsequently indicated and more fully demonstrated by De Pambour, exaggerates the losses due to practical conditions, but evidently does perceive their nature and general effect. He also shows that under the conditions assumed the losses may be reduced to a minimum, so far as being dependent upon the form of the cylinder, by making the stroke twice the diameter. The limit of efficiency in heat engines, as has been seen, is thermodynamically determined by the limit of complete expansion. So well is this understood, and so generally is this assumed to represent the practical limit by writers unfamiliar with the operation of the steam engine, that every treatise on the subject is largely devoted to the examination of the amount of loss due to what is always known as ‘ incomplete expansion ’—expansion terminating at a pressure higher than the back pressure in the cylinder. The causes of the practical limitation of the ratio of expansion to a very much lower value than those which maximum efficiency of fluid would seem to demand have not been usually considered either with care or with intelligence by writers thoroughly familiar with the dynamical treatment, apart from the modifying conditions here under consideration. Watt, and probably his contemporaries and successors, for many years supposed that the irregularity of motion due to the variable pressure occurring with high expansion was the limiting condition, and does not at first seem to have realised that the cylinder condensation, discovered by him, had any economical bearing upon the ratio of expansion at maximum efficiency. It undoubtedly is the fact that this irregularity was the first limiting condition with the large, cumbrous, long-stroked, and slow-moving engines of his time. Every accepted authority from that day to the present has assumed, tacitly, that this method of waste has r.o influence upon the value of that ratio, if wo except one or two writers, who were practitioners rather than scientific authorities.

Mr. D. K. Clark, publishing his “ Kailway Machinery ” in 1855, was the first to discuss this subject with knowledge, and with a clear understanding of the effects of condensation in the cylinder of a steam engine upon its maximum efficiency. Cornish engines, from the beginning, had been restricted in their ratio of expansion to about one-fourth as a maximum, Watt himself adopting a ¹ cut-off ’ at from one-half to two-thirds. Hornblower, with his compound engine competing with the single cylinder engines of Watt, had struck upon this rock, and had been beaten in economy by the latter, although using much greater ratios of expansion; but Clark, a half century and more later, was the first to perceive precisely where the obstacle lay, and to Btate explicitly that the fact that increasing expansion leads to increasing losses by cylinder condensation, the losses increasing in a much higher ratio than the gain, is the practical obstruction in our progress toward greater economy. Clark, after a long and arduous series of trials of locomotive ongines and prolonged experiment, looking to the measurement of the .magnitude of the waste produced as above described, concludes : ‘ The magnitude of the loss is so great as to defeat all such attempts at economy of fuel and steam by expansive working, and it affords a sufficient explanation of the fact in engineering practice that expansive working has been found to bo expensive working, and that in many cases an absolutely greater quantity of fuel has been consumed in extended expansion working, while less power has been developed.’ He states that high speed reduces the effect of this cause of loss, and indicates other methods of checking it. He states that * the less the period of admission relative to the whole stroke the greater the quantity of free water existing in the cylinder.’ His experiments revealing these facts were, in somo cases, made nrior to 1852. But the men handling the engines had observed this effect even before Clark. He states that they raroly voluntarily adopted ‘a suppression of above 30 per cent..’ as they found the loss by condensation greater than the gain by expansion. Describing the method of this loss, this author goes on to say that ‘ to prevent entirely the condensation of steam worked expansively the cylinder must not only be simply protected by the non-conductor, it must bo maintained by independent external means at the initial temperature of the steam.’ He thus reiterates the principle expressed by Watt three-quarters of a century before, and applies it to the newly-stated case. The same author, writing in 1877, says :—* The only obstacle to the working of steam advantageously to a high degree of expansion in one cylinder in general practice is the condensation to which it is subjected when it is admitted into the cylinder at the beginning of tho stroke by the less hot air surfaces of the cylinder and piston, tho proportion of which is increased so that the econojpy of steam by expansive working ceases to increase when the period of admission is reduced down to a certain fraction of the stroke, and that, on tho contrary, the efficiency of tho steam is diminished as the period of admission is reduced below that fraction.’ The magnitude of this influence may be understood from the fact that the distinguished engineer, Loftus Perkins, using steam of 300 lb. pressuro and attaining tho highest economy known up to his time, found his engine to consume 1*82 lb. of fuel per hour per horsepower; while this figure is now reached by engines using steam at one-third that pressure and expanding about the same amount, and sometimes less. Mr. Humphreys, writing a little later than Clark, shows tho consumption of fuel to increase seriously as the ratio of expansion is increased beyond the very low figure which constituted the limit in marine engines of his time. Mr. B. F. Isherwood, a chief engineer in the United States Navy, and later chief of the Bureau of Steam Engineering, seems to have been the first to attempt to determine, by systematic experiment, the law of variation of the amount of cylinder condensation with variation of the ratio of expansion in unjacketted cylinders. Experimenting on board the United States steamship Michigan, he found that the consumption of fuel and of steam was greater when the expansion was carried beyond about one-half stroke than when restricted to lower ratios. He determined the quantity of steam used and the amount condensed at expansions ranging from full stroke to a cut-off at one-tenth. His results permit tho determination of the method of variation, with practically satisfactory accuracy, for the engine upon which the investigation was made, and for others of its class. It was the first of a number of such investigations made bv the same hand, and these to-day constitute the principal part of our data in this direction. The writer, studying these results, found that the cylinder condensation varied sensibly the square root of the ratio of expansion, and this is apparently true for other forms and proportions of engine. The amount of such condensation usually lies between one-tenth and square root of that ratio, if estimated as a fraction of the quantity of steam demanded by a similar engine having a non conducting cylinder. The state of the prevalent opinion on this subject at the time of this work of Clark and of Isherwood is well expressed by the distinguished German engineer, Dr. Albans, who, writing about 1840, says of the choice of best ratio of expansion : ‘ Practical considerations form the best guide, and these are often left entirely out of view by mathematicians. Many theoretical calculations have been made to determine the point, but they appear contradictory and unsatisfactory.’ Renwick, in 1848, makes the ratio of initial divided by back pressure the proper ratio of expansion, but correctly describes the effect of the steam jacket, and suggests that it may have peculiar value in expansive working, and that the steam may receive heat from a cylinder thus kept at the temperature of the ‘prime’ steam. John Bourne, the earliest of now acknowledged authorities on the management and construction of the steam engine, pointed out, at a very early date, the fact of a

as

one-fifth the

* Presented to the American Association for Advancement of Science ; Ann Arbor Mooting, 1885, with an Introduction by Professor R. II. Thurston,

restricted economic expansion. Rankine recognised no such restriction as is here under consideration, considered the ratio of expansion at maximum efficiency to be the same as that stated by Carnot and by other early writers, and only perceived its limitation by commercial considerations, a method of limitation of great importance, but often of less practical effect than is the waste by condensation. In his “ Life of Elder,” 1871, however, he indicates the existence of a limit in practice, and places the figure at that previously given by Isherwood, for unjacketted engines. By this latter date the subject had become so familiar to engineers that a writer in Engineering in 1874 contemns writers who had neglected to observe this limitation of efficiency as indulging in ‘ mediaeval twaddle.’ A few writers on thermodynamics finally came to understand the fact that such a limitation of applied theory existed. M. G. A. Him, who, better than probably any authority of his time or earlier, combined a knowledge of the scientific principles involved with practical experience and experimental knowledge, in his treatise on thermodynamics (1870), concludes: — ‘ Qu’il est absolument impossible d’edifier a priori une theorie de la machine a vapeur d’eau douce d’un cliaractSre scientifique et exact,’ in consequence of the operation of the causes here detailed. While working up his experiments upon the performance of engines, comparing the volume of steam used with that of the cylinder, he had always found a great success, and had at first attributed it to the leakage of steam past the piston; but a suggestion of M. Leloutre set him upon the right track, and he came to the same conclusion as had Watt so many years before. He explains that errors of 30, or even up to 70 per cent, may arise from the neglect of the consideration of this loss. Combes had perceived the importance of this matter, and De Freminville suggested the now familiar expedient of compression, on the return stroke as nearly as possible to boiler pressure, as a good way to correct the evil. The matter is now well understood by contemporary writers, and it has become fully agreed, among theoretical writers as well as among practitioners, that the benefit of extended expansion in real engines only be approximated to that predicted by the theory of the ideal engine, by special arrangements having for their object the reduction of cylinder waste, such as superheating, steam jacketting, and compounding. Professor Cotterill has given more attention to this subject than any writer up to the present time. He devotes a considerable amount of space to the study of the method of absorption and surrender of heat by the metal surfaces enclosing the steam, constructs diagrams which beautifully illustrate this action, and solves the problems studied by him with equal precision and elegance of method. He summarises the experimental work done to the date of writing, and very fully and clearly exhibits the mode of transfer of heat past the piston without transformation into work. Professor Cotterill’s treatise on the steam, ‘ considered as a heat engine,’ is invaluable to the engineer. Thus the theory of the steam engine stands to-day incomplete, but on the verge of completion, needing only a little well-directed experimental work to supply the doubtful elements. Even these are becoming determined. Isherwood gives facts showing waste to be proportional, very nearly, if not exactly, to the square root of the ratio of expansion, and Escher, of Zurich, has shown the loss to bo also nearly proportional to the square root of the time of exposure, or, in other words, to the reciprocal of the square root of the speed of rotation, and it only remains to determine the method of variation of loss with variation of range of temperature to give the whole of the necessary material for the construction of a working theory which will enable the engineer to estimate, in advance of construction, the eoonomic performance of his machine. There will undoubtedly be much more to bo done in constructing an exact theory involving all tho physical changes occurring in the working of the heat engines familiar to us; but it will yet be done, and probably very soon. It is the hope of the writer that experiments mado under his direction recently may furnish the needed data, as tho result of the first systematic research directed to that end; but if this should prove not to be the fact, it cannot be long before direct investigation will Becure all essential knowledge. When this is the case, the remarks of those distinguished physicists and engineers Hallauer and his great teacher Him will be no longer well based upon apparent fact. Says Him, in his memorable discussion with Zeuner, in regard to this subject: ‘ Ma conviction reste aujourd’hui ce qu’elle otait il y a vingt ans, une theiorie proproment dite de la machine il vapeur est impossible ; la tlieorie experimental, etablio sur le moteur luimemo et dans toutes les formes oil il a eto cssaye en mecanique appliquoe peut seul conduire h dos r6sultats rigoureux.’ Chronologically considered, it is seen that the history of the growth of tho theory of tho steam engine divides itself distinctly into three periods, the first extending up to tho middle of the present century, and mainly distinguished by the attempts of Carnot and of Clapoyron to formulate a physical theory of the thermodynamics of the machine ; the second beginning with the date of the work of Rankine and Clausius, who constructed a correct thermodynamic theory; and the third beginning a generation later, and marked by the introduction, into the general theory, of the physics of the conduction and transfer of that heat which play no part in the useful transformation of energy. The first period may be said to include also the inauguration of experimental investigation, and tho discovery of the nature and extent of avoidable wastes, and attempts at their amelioration by James Watt and by John Smeaton. The second period is marked by the attempt, on the part of a number of engineers, to determine the method and magnitude of these wastes by more thorough and systematic investigation, and the exact enunciation of tho law governing the necessary rejection of heat, as revealed by the science of thermodynamics. The third period is opening with 'promise of a complete and practically applicable investigation of all the methods of loss of energy in the engine, and of the determination, by both theoretical and experimental research, of all the data needed for the construction of a working theory. The writer would therefore make the classification of these successive stages in the progress here described, thus :—(1) Primary period. That of incomplete investigation, and of earliest systematic, but inaccurate, theory. (2) Secondary period. That of the establishment of a correct thermodynamic theory, the theory of the ideal engine. (3) Tertiary period. That of the production of the complete theory of the engine, of the true theory of tho real engine.”

(4.) Proper method of investigation—Conditions defined.—The deficiency of complete data on the subject in hand has already been alluded to. The most complete are those embodied in the report of Chief Engineer B. F. Isherwood, U. S. Navy, of the trials made by a board of naval engineers, on marine engines.* These trials were made particularly to ascertain the effect of varying ratio of expansion upon cylinder condensation ; for this reason and from the type of the engines on which they were made, the data are very incomplete and unsatisfactory. To determine by experiment the part which each of the factors, ratio of expansion, pressure and piston speed plays in causing the great loss of heat found to occur in the engine cylinder, due to condensation, by noting the effect produced by variation in all of them at the same time, or in other words, to make a series of trials, beginning with a known value for ratio of expansion, pressure and piston speed within the power of the engine and boilers, to maintain and keep them constant throughout one trial of any desired length, and then for the next trial give different values to each of these three quantities, and likewise for each succeeding trial, and, from the data obtained, deduce the law governing each case, would be extremely difficult, if notabsolutely impossible. After much thought on the plan to pursue, the writers decided that determining the effect of each factor separately, and afterwards, if possible, combining the results obtained into one expression representing effect which would be produced by giving different values to one or all of the three variables which would of necessity enter into the equation, would without doubt be the simplest and best plan, and at the same time bring success within a probability.

eau

(5)    Machinery and apparatus.—The engine used in our experiments is located at the Upper Rubber Mill, of the New York Belting and Packing Company, Sandy Hook, Conn. It was built by Wm. A. Harris, Providence, R.I., in 1880, and is of the type known as the Harris-Corliss engine. It is 42in. stroke of piston, 18in. diameter of cylinder, and is fitted with the ordinary jet condenser and reciprocating air pump, ‘Jin. diameter of cylinder by lOin. stroke ; but, as will be seen from the logs of trials, the condenser can be disconnected and the engine worked without densation. The injection water was obtained from the head race, leading from the mill dam to the water-wheel, and entered the condenser on an average temperature of about 08 deg. Fah. The valve gear consists of a wrist plate, operated by the excentric, and to which are connected four rods, operating all the valves, the two steam valves being closed by vacuum dash pots. The steam valves are tripped at the proper moment by small cams on the stem of each valve, which are operated by the governor, thus securing the automatic cut-off, which is a recognised essential. The exhaust of the engine is closely connected to the condenser by a 7in. pipe, and steam is conveyed from the boilers by a 5in. pipe well protected with hair felt and canvas. The cylinder was not jacketted, but was covered with a non-conducting substance and wooden staves. The engine is furnished with a pulley fly-wheel, 14ft. in diameter and 25in. face, belted to a jack-shaft, which in turn is coupled to the main shaft of the mill; but in these trials this coupling was removed, and the work supplied by a brake, which will be described later on. When in actual use, the engine is run about four months out of the twelve, water-power being sufficient for the remainder, its work consisting in giving motion to grinders and sheeters, ordinarily used in the preparation of rubber prior to its vulcanisation into the various forms in which it is commercially used. It was found upon a preliminary examination to be in excellent condition, the steam and exhaust valves were tight, and in fact the seats showed no wear whatever. Leakage of the piston was particularly looked for, since in these trials particularly its existence would be fatal; but it was found to be absolutely tight.

(6)    The boilers.— Steam was furnished in most of the trials by two boilers, but in two instances it was found necessary to use a third. They were built at the Bridgeport Boiler Works, Bridgeport, Conn., in 1880, and are a standard type of the horizontal fire tube boiler, the only notable peculiarity about them being that tho gases from the furnace are prevented from directly circulating towards the back end by a bridge wall built of firebrick ; but instead, are carried upwards through two large holes in tho forward end of the crown sheet, to the combustion chamber, which really corresponds to the furnace of an upright boiler. Thence they are drawn through the tubes, deflected downwards underneath the back part of the boiler, and then up the ohimney, passing through a feed-water heater in their escape. The principal dimensions are as follows:—

Diameter of shells..........

Length ..............

Number of tubes, each boiler ..    ..

Diameter of tubes..........

Length of tubes ..........

Heating surfaco, each shell ..    ..

Hoating surface of tubes, each Ijoiler Iloating surfaco of heads, each boilor Total heating surface........

42in. 17ft. Oin.

37

3in.

14ft.

.. 102-5 sq. ft. ..    407'0 sq.ft.

..    19 “2 sq.ft.

.. 618-7 sq. ft.

the

« (<

Engineering Researches.”

con-

(7) Special apparatus.—As wo believe the brake is the largest of its kind ever constructed, the design is given in detail, and described separately. The indicators used wero “Thomp son,” two in number, Nos. 549 and 340, manufactured by the American Steam Gauge Company, and, tested by them after the trials were completed, the springs were found to be correct, the pis tons tight, and the indicators to be in good order. The motion was obtained indirectly from the crosshead of the engine, through a strip of wood oscillating about a pin, and fastened in the ceiling of the engine-room, and linked to a fin. iron rod fastened rigidly to the crosshead. The line was fastened to the stick at a point sufficiently far from the centre of oscillation to give the required length of card, and which length remained sensibly constant during the trials. In running under variable pressures, the spring was changed for each trial, so as to give a sufficient height of card to readily admit of measurement; but when the pressures constant through a whole set the same spring was used. The writers thought it advisable, as a means of check, to ascertain the number of heat units carried off by the condensing water. To compute this, wo must first know the weight of water discharged, from the condenser, and, secondly, its rise in temperature. The most correct method for getting this necessary data was by the use of a tumbling bay or weir, through which all tho condensing water is made to pass, a method as yet in very little in this country, but more familiar in Great Britain. The appliances required are very simple, and can be readily fitted to any engine. It consisted of a strong water-tight wooden box, 5ft. long, 2ft. Gin. deep, and 2ft. wide. It is fitted near one end with a series of perforated transverse partitions, while at tho other end an aperture 8in. x lOin. is cut out, forming a notch, there being fixed outside of the notch a thin brass plate $in. thick, having an opening in it corresponding with that in the box, but somewhat smaller—6in. x 8in.—and having its edge bevelled outwards, so that the water flowing through encounters very little resistance from friction. One foot and a-half back from this notch, and across the top of the box, is fastened a strip of wood 2Jin. x 3in., to which is bolted a micrometer screw, made with the greatest nicety, and capable of being read to the    Par* °f an inch.

On the end of this is fastened a hook gauge, such as is commonly used in measuring the flow of water, its 0 being on a level with the horizontal edge of the notch. The whole apparatus was placed in a level position under the end of the discharge pipe from the condenser, so that the issuing water would have a clear fall of 14in. The water entering the box passed through, over, and under the transverse partitions, being thus thoroughly mixed in its course, and at the same time sending it quietly and smoothly under the hook gauge, where its head above the bottom of the notch was measured. The meter : A 2in. Worthington meter was introduced in the feed pipe leading from the feed water heater, so that tho weight of water passing into the boilers could be easily calculated, the height in the glass gauges was noted at the beginning of the trial, and at the end it was made to exactly agree, so that the meter readings in cubic feet reduced to pounds would exactly represent, after deducting that which passed through the calorimeter, the amount of water evaporated by the boilers and sent over to the engine, in the form of steam. Between the boilers and the meter, and close to the latter, was fitted a drip pipe, furnished with a stop-cock, so that the temperature of the feed water could be read at pleasure. A lin. pipe lead from the steam dome of one of the boilers, and indirectly from the other, as both boilers were of course connected, to a calorimeter. This was obtained from the Stevens Institute of Technology, and is the one used there in all their boiler trials. In consists of a wooden tank, lined inside with zinc and packed with hair felt to prevent radiation, the tank

Inside is a coil of ^in.

wero

use

being capable of holding 100 lb. of water, pipe connecting with the pipe leading from the boiler by a three-way cock, so that the steam can be passed through it, or into the air when desired. At each test a known weight of water is introduced into tho tank surrounding the coil, and being thoroughly mixed by means of a float which can be moved through the liquid. By this simple apparatus the percentage of water passing over with the steam to the engine is easily determined, and the method of calculating it from the data obtained from observation will be found further on.

(8) Method of standardising the special apparatus and results.— The vacuum and steam gauges used in the trials were manufactured by the American Steam Gauge Company, and the latter was carefully standardised by us before and after the trials by comparison with one of Shaw’s mercurial pressure gauges, and found to

exactly correspond with it at all pressures between the limits at which we worked, these being the only ones at which we subjected it to the comparison.

AMERICAN NOTES.

{From our own Correspondent.)

{To be continued.)

BLAST FURNACES OF THE UNITED STATES.

The Iron Age says: In another column will be found our regular monthly statement of the condition of the anthracite and bituminous furnaces of the country, showing the number in and out of blast on September 1st, 1885. The table in a condensed form presents the following

Satisfaction is expressed at the new inquiries in the market on account of the Indian railways.

Local authorities continue to make inquiries for supplies of cast iron pipes for water and sewage works, being evidently determined to take them because of the present low prices. Certainly the business to be secured does not leave makers with a great deal of profit.

At a meeting of the South Staffordshire Mines Drainage Commissioners, held in Wolverhampton on Wednesday, the chief engineer of the surface works reported that on the 26th and 27th ult. the long-promised test of the Ocker Hill canal tunnel and branches took place, to ascertain the quantity of water which was leaking into the mines. A six hours’ test showed a loss in the branch of about -j^in., equal to about a lock per day, but the tunnel appeared ter-tight. The test was very satisfactory, inasmuch as it showed a much smaller leakage than had been anticipated.

The arbitrators under the Mines Drainage Acts have given notice of their intention to make a draft mines drainage award for the Old Hill district for the ensuing year, and they estimate that a rate will be required of 3d. per ton upon fire-clay and limestone, and 6d. per ton upon ironstone, coal, and slack.

In the nail trade the horse-nail makers have received an advance of 3d. per 1000, trade being now a little better than it was.

A congress of trades unionists of South Staffordshire and East Worcestershire was held in Wolverhampton on Thursday last, when the question of the Royal Commission on Trade was discussed. The opinions expressed by the men were, that the Commission was established for the purpose of making them work under disadvantages under which they laboured years ago, and that its action not only tended to reduce wages, but also to render the Factory Act obsolete, and to destroy the Employers’ Liability Act. A resolution was passed condemning the Wolverhampton and Birmingham Chambers of Commerce for imputing, in their answers to the questions of the Commission, that the depression in trade was aggravated by the existence of trades unions.

New York, October 24th.

The leading manufacturers in several industries will hold conferences next month relative to some minor management of trade interests for 1886. Correspondence has been exchanged, and the possibility of working in greater harmony to restrict production is generally recognised. A greater demand is regarded as probable in iron, steel, coal, lumber, carpets, cloth, hosiery, silks, in machinery, building material, and several lines of light machinery and light engines. The rail makers will realise 4,000,0U0 dols. more out of their rail product of 1886 at present production agreed upon, but it has been already informally resolved to add one-quarter million tons in a future meeting talked of. The textile manufacturers favour restriction, and will formulate resolutions to that end as soon as the spring trade probabilities can be ascertained. Wool is strong and advancing, and manufacturers

derate and practicable

Out of blast.

Weekly No. capacity. 33,449 60,419

In blast.

Weekly

There is little change since our last report. At that time there were seventy-seven anthracite furnaces in blast, with a weekly capacity of 20,530 tons, and eighty-six bituminous, with a capacity of 44,845 tons. Several furnaces have blown out during the month,

so that the number

Fuel.

Anthracite

Bituminous

wa

buying freely. It is agreed that a mo

but others have blown in to take their places, on September 1st was one more anthracite and two more bituminous. Strangely, however, in these days of improvement the capacity of the furnaces in blast on September 1st was less than on August 1st. O September 1st, 1884, there were eighty-eight with a capacity of 22,864 tons in blast, and ....w ...........mus, with a capacity of 42,868 tons. In other

words, the production of anthracite irons a year ago was about 2000 tons a week greater than it is now, while the production of bituminous iron was about the same. To furnish data for parison the following table is presented, showing the number of furnaces of each class in blast on the first day of each month of the present year, and the capacity of the same

Anthracite.

No. In Capacity blast, per week.

20,530 .

20,li|0 .

The rate of production of anthracite iron is less than at the beginning of any month during the present year, except June 1st, while on both January 1st and February 1st the rate of production of bituminous iron was less than on September 1st. It will also be noted that since May 1st there has been a decline of about 10 per cent, in the production of the bituminous furnaces, while the production of the anthracite remains about the same. There are indications that the stocks of iron have been somewhat reduced since the first of last month. Our returns are not full enough in this respect to enable us to give figures, and it is probable that the reduction has not been marked; but in view of the fact that for some months there has been a steady and constant increase, any reduction, as indicating that at last demand has more than overtaken production, and old stocks are being drawn upon, is welcome.

am

d m-

com-

1885.

January 1st February 1st March 1st .. April 1st .. May 1st June 1st .. July 1st .. August 1st September 1st

S'i

81

86

82

80

79

81

77

78

Bituminous. No. in Capacity blast, per week. . 82 . 87 . 91 .    90

. 95 . 94 . 92 . 80 . 88

36,812

41,653

46,774

45,655

46,397

44,498

43,942

44,845

42,663

to liberal proportions. The manufacturers of both iron and textile products have a most difficult, and heretofore, impossible problem to solve. It is regarded in good quarters as a scheme to drive buyers into the market for spring requirements of every sort of merchandise sooner than they would otherwise come, and for larger quantities, in order to swell the volume of spring trade and improve prices.

Orders are falling off for winter supplies. More machinery and manufacturing capacity has been added in 1885 than in 1884, and within thirty days extensive machinery and motive-power contracts have been placed for the erection of additional capacity this winter.

Prices are slightly weaker in boots and shoes. Clothing is firm. Hosiery demand is falling off. Anthracite and bituminous coals for New England and lake markets are threatening an advance after November 1st, but interior markets are weak under heavy supplies.

Heavy projected real estate operations in the larger Atlantic coast cities indicate an upward tendency in suburban properties, and architects regard the building probabilities of 1886 as more favourable than 1885 has proven to be.

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

NOTES FROM LANCASHIRE.

LAUNCHES AND TRIAL TRIPS.

The twin screw patent hopper dredger, Levon, constructed by W. Simons and Co., Renfrew, for the Dumbarton Harbour Board, successfully underwent a series of official trials at Dumbarton, on Wednesday, 21st ult. This vessel was ordered in November last, to effect important improvements in the Leven, after considerabl inquiries as to the best type of dredger adapted for that purpose. We give the following interesting particularsLength on deck, 101ft.; breadth—moulded — 38^ft.; depth — moulded—15ft. The hoppers are placed near the centre of the vessel, and have capacity for 800 tons of its own dredgings. The vessel is built principally of steel, and is subdivided into ten watertight compartments, which enables it to keep afloat in the event of any of the compartments being injured. Cabins for officers and crew are placed on each side of well. They are very commodious and comfortably fitted up, and are efficiently heated by means of copper pipes. Steam steering gear, supplied by Messrs. Muir and Caldwell, Glasgow, is fitted up amidships, the steering engine being controlled from a lookout bridge erected on top of the main framing, which gives the steersman a clear view ahead of the vessel. The buoketladder isfixed on the builders’ patent traversing carriage, which enables the buckets to dredge in advance of the bow, and can be afterwards brought back and housed on deck, so as not to impede the vessel’s sailing qualities. This arrangement will be found of great advantage, as the vessel, instead of lying idle until the tide makes—as is often the case at other ports—will be able to excavate into banks ahead of itself, and so practically cuts its own flotation. It can also dredge to a depth of 32ft. below the light water line. The engines are compound surface condensing, and consist of two pairs of 800 I.H.P., collectively. The boilers are of steel, constructed for a working pressuro of 00 lb. per square inch, all in accordance with Board of Trade and Lloyd’s requirements. The main gearing for driving the bucket ladder is chiefly of steel, which for this purpose is much superior to cast iron, and greatly reduces the tear and wear in these parts. A separate hoisting engine is fitted up in forward end of vessel for controlling the bucket ladder. Powerful crab winches are placed at bow and stern for working the vessel. They are of a special design, and are particularly well adapted for the work required. They are triple geared, and have three separate barrels, fitted so that each mooring chain can be worked independently, also warping ends for use at quays, &c. The buckets are made of steel and have a capacity of 17 cubic feet, and are driven at the rate oi twenty per minute, and when working in sand raise the enormous quantity of 800 tons per hour. After loading the hoppers, the vessel steamed to the measured mile at Wemyss Bay, where a trial of its speed took place, and after four consecutive runs a mean speed of fully 94 miles was attained, which was considered very satisfactory. The builders have used every means to make this vessel fully equal to any of the most recent hopper dredgers they have constructed, and from the results obtained on Wednesday the Leven will doubtless perform its work to the entire satisfaction of all concerned. Similar vessels to the above for Belfast Harbour Commissioners and the Royal Danish Government are in course of construction by W. Simons and Co.

On Saturday, October 24th, the Fulwood was successfully launched from the shipbuilding and engineering works of Messrs. Oswald, Mordaunt, and Co., at Southampton, an iron sailing ship of 2150 tons net register, and of the following dimensions:— Length, extreme, about 280ft.; breadth, about 40ft. 6in.; depth of hold, about 24ft. 8in. The vessel is for Messrs. R. W. Leyland and Co., of Liverpool, and exceeds the highest requirements of both Lloyd’s and Liverpool Underwriters’ Registry. She is full rigged, and fitted with skysail on main mast. Ample accommodation is provided in full poop for captain and officers, whilst the petty officers and crew are berthed in large iron deck house amidships. She is fitted with Harfleld’s patent combined capstan windlass for working anchors and chains.

South Kensington Museum.—Visitors during the week ending Oct. 31st, 1885:—On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 10,206; mercantile marine, Indian section, and other collections, 2181. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. to 4 p.m., Museum, 1482; mercantile marine, Indian section, and other collections, 113. Total, 13,982. Average of corresponding week in former years, 14,864. Total from the opening of the Museum, 24,406,776,

(From our own Correspondent.)

Business in iron is not growing as the quarter advances, but at present the sheet makers keep active, anil the mills are running steadily. Some little difficulty is experienced here and there, in getting in specifications, but it is not at present of great account.

becoming more varied than a few weeks ago, and merchant sheets of 24 gauge are now to be had at £6 12s. fid.; galvanising ditto are mostly £6 15s. for good hard qualities, and trebles are £7 15s. to £7 17s. 6d.

The demand in the bar trade is slow, though some special business is coming forward from Australia. The present standard for marked bars—£7 10s.—was fixed on February 1st, 1883, and as no alteration is likely this year, they will soon have remained at this figure for three whole years. Second-class bars are £6 10s., and common £5 10s. to £6. Angles are £5 10s. to £5 15s., and plates £7 10s. to £8 10s.

Cable bars are in light request. Orders for chain iron have somewhat increased of late, but there is still only a comparatively small sale. Unbranded iron generally has rather a limited sale. Some makers are only able to accomplish a little more than half time in the mills.

It is an indication in the right direction that a slitting mill for nail iron at Bumble Hole, near Netherton, which was formerly part of Messrs. Haden’s works, and which has long been standing idle, has now been taken over by Messrs. Coley and Son, and has this week been put to work. The blast furnaces on the property lately worked by Messrs. Jones have been pulled down.

The demand for tin-plates shows a better tone of late, both in respect of home and foreign markets. Thin sheets are also in good demand. Prices in this branch are unchanged on the figures recently given in my reports on the basis of £10 to £11 for working-up sorts, and £11 to £12 for stamping sorts.

Steel from other centres continues to be sent here at prices which should certainly tempt consumers to use it if anything can tempt them. Nail sheets, for example, are being offered at £5 5s. per ton delivered here from South Wales, while plating bars are £5 10s., and in some cases even £5 7s. fid. Steel sheets and strips are increasingly being used by the nail makers in place of iron, and the steel can be bought at such advantageous terms that the prices of the manufactured article, nails, vary very slightly whether the material be iron or steel.

Horseshoe bars of steel would be in better demand but for the prejudice which farriers still entertain regarding the newer metal. They profess that it is not ductile, and that it will not make a good weld. But a sufficient answer to such a contention is furnished

hereabouts are freely using steel for their tires.

In pig iron sales of best all-mine hot-blast are effected at 55s. and 57s. fid., and in some cases at a little less. Medium makes are priced at 45s. to 40s., and common sorts vary in value from 37s. fid. to 32s. fid. Northampton pigs are an average of 38s. delivered, and Derbyshires 39s. to 40s. Thorncliffe pigs are quoted 50s., but without business. Foundry pigs are selling better than forge iron at present.

The employers’ section of the Mill and Forge Wages Board have given a month’s notice for the reconsideration of the wages question. The notice is in accordance with the provisions of Mr. Avery’s—Birmingham—award, dated December 8th, 1884. Puddlers’ wages in South Staffordshire are at present 7s. 3d. per ton, and millmen’s wages in proportion. No change has taken place since May, 1884, when a reduction was declared.

Inasmuch as the recent reduction of 2£ per cent, in the North of England puddlers’ wages there become 6s. 3d. per ton, it will be seen that, even making allowance for the Northern “extras” of fid. per ton on puddling equal to 5 per cent., Staffordshire wages are now at least 5 per cent, above those of Cleveland ; and seeing that the Northern “ extras ” of fid. per ton, or 5 per cent., are not in the present state of trade carried into practice, wages in Staffordshire are really 10 per cent, above those in the North.

The ballot among the colliers in South Staffordshire concerning the question of giving notice for an advance in wages is believed to have shown a majority in favour of the advance being demanded, but the men’s representatives decline to give the figures. The result of the ballot has been communicated to the Manchester Conference.

Constructive engineers mostly keep busy, and some valuable new contracts are here and there arriving. The Patent Shaft and Axle-tree Company, Wednesbury, has just booked a contract for one of the large steel bridges required for early erection with the Indian Railway extensions. The bridge will be built of the firm’s own steel, and will be in the yards some three-quarters of a year in course of construction. The work is very welcome.

Messrs. Simpson, Wood, and Co., Grand Junction Works, JameB Bridge, have this week secured the contract for supplying the entire exhibition bqildings to be erected in Liverpool at the end of April next. The building will cover eight acres of ground on a site close to the Edge-hill station, and will be constructed mainly of timber and glass. Some 1500 tons of Ironwork are, however, included in the contract, made up of columns, principals, girders, and other structural sections. The district is to be congratulated upon having secured the work, and Messrs. Simpson, Wood, and Co. express every confidence that they will have the erection ready by the time arranged for the opening. The opening ceremony will, it is hoped, be performed by her Majesty the Queen.

Prices are

in the circumstance that the coach and cab builders

in connection

(From our own Correspondent.)

Manchester.—Trade generally throughout this district remains in much the same depressed condition as reported last week, with prices, if anything, slightly easier. In the present unsettled state of the market there is, however, so little disposition to buy, and where consumers have to come into the market their requirements are so small, that there is practically no business offering to really test prices. Some of the pig iron makers, recognising the fact that however low they might be prepared to come, business of any weight would be impracticable just at present, are not attempting to force sales, and are holding to their list rates with apparent firmness. Where, however, business has to be sought buyers have to be met with concessions to secure even small orders, and both local and district brands of pig iron are to be got at lower prices than were quoted last week, whilst in finished iron makers to effect sales are also giving way upon the late minimum basis of quoted rates.

The Manchester iron market on Tuesday brought together about the average attendance, but business all through was extremely flat. Where there are inquiries for pig iron of any weight—and these are very rare—they are for longer forward delivery into next year than makers care to entertain, and consequently do not lead to business. The actual sales reported in the market are extremely small and at lower prices. Lancashire makers have now got down to about 38s. 6d. to 39s., less 2£, as their quoted prices for forgo and foundry qualities delivered equal to Manchester. District brands where any sales are being made average about the same, or even a little under, makers in some instances now quoting 38s. to 38s. 6d., less 24. delivered here. In outside brands there is a continued good deal of underquoting to secure orders, and both Scotch and Middlesbrough are to be got without difficulty at under the prices asked by makers.

Hematites still meet with only a very restricted demand in this district, and prices continue with a downward tendency, good foundry qualities being obtainable for anything like quantities at about 61s. to 51s. 6d. per ton, less 2£.

In the finished iron trade business continues extremely slow, with lower prices being taken. In some instances bars are to bo got at £5 2s. fid. per ton delivered here, although the minimum quoted rates remain at £5 5s.; hoops at £5 12s. fid. to £5 15s.; and it is only in sheets that any real firmness at late rates is being maintained.

The usual contracts for purple ore are now being renewed, and during the past week a tolerably large this market on the basis of about 5s. per ton in trucks. This represents an advance of about 6d. per ton upon the minimum prices at which the last contracts were placed; and there are further large offers which, although not quite up to this figure, are still in advance of the previous contract rates.

The report for the past month issued by the Steam Engine Makers’ Society shows no change from the previous month’s statement. Trade generally throughout the country is still reported as dull, with no improvement in any direction except some appearance of a slightly better tone in the shipbuilding districts, which, however, is not sufficient to make itself appreciably felt. In the Lancashire districts trade generally is reported as flat; locomotive builders are still fairly employed on old orders, but are getting very little new work; tool makers in some cases are busy on special work, but generally they are slack; and engine builders, both in the light and heavy branches are but indifferently employed.

Another special tool is a horizontal boring machine suitable for boring and rounding out the ends of axle brasses, or for any ordinary boring. This machine consists of a double geared fast headstock attached to a bed, and self-acting sliding carriage fitted with table to rise and fall to suit the height of work, and transtop slide with slotted bolt grooves for fixing ordinary work. When boring axle-box brasses the boring bar is carried in two stays bolted to the carriage, and arranged for three cutters, the centre for boring and the two outside ones for rounding out each end of the brasses, and a chuck is fitted to the top table for holding the brasses whilst being bored.

A multiple tapping machine which Messrs. Colliers are constructing also possesses one or two new features that may be noticed. This is for tapping three nuts at once, hexagon or square, and it consists of a strong box frame, bored and bushed with gun-metal, and fitted with three horizontal spindles and suitable gear to drive all the spindles in one direction. Each spindle is provided with a nut chuck, sliding on strong projecting guide bars. To each chuck there is a lubricating pump with requisite piping and connections, and a cast iron trough is attached to the frame with perforated grid and pipe leading to the pump, for providing a constant lating supply of lubricating fluid to the taps whilst running.

Messrs. Joseph Adamson and Co., of Hyde, near Manchester, have just erected at their works a powerful hydraulic specially designed for flanging ordinary boiler ends, the different types of marine boiler ends, locomotive boiler plates, and torpedo spheres. In this hydraulic press, instead of the usual cast iron frame, a strongly-built wrought iron frame is introduced, 12ft. 4in. by 7ft. 9in.; within the frame are four 9Jin. rams and one llin. ram having a rise of 4ft. 4in., and there are two cast iron circular face plates 10ft. diameter by 6in. thick. The accumulator has a 12in. ram with 10ft. rise, and the load upon the accumulator is 113 tons. The press will take in flanging plates up to Oft. diameter and lRn. thick, and a total weight of 480 tons can be put upon the press at once. We had an opportunity of seeing the press in operation when at Messrs. Adamson’s works a few days since, and it certainly does its work very quickly and efficiently, whilst the complicated construction now required in some of the modern types of marine boilers whioh the firm had in hand, would, without the aid of such a press, be extremely difficult and unquestionably very expensive work.

business has been done in

verse

one

circu-

press,

various

The October shipments of pig iron from Middlesbrough fell

arc

A good demand is being kept up for the better qualities of round

coal for house fire consumption, and the house coal collieries I siderably short of those for September. In October 77,487 tons generally are on full time, but in other descriptions there is no im- were exported, as against 85,174 tons during September. Scot-provement, except so far as common coals are moving off more land took 29,935 tons, being a diminution of about 7000 tons; Ger-freely when they are adaptable for house fire consumption, many took 18,445 tons; Wales, 5910 tons; Holland, 5315 tons; Requirements for iron making and steam purposes continue ex- France, 4265 tons; Russia, 3340 tons; and Sweden, 2448 tons, tremely small, and engine fuel is only in moderate demand ; with The quantity of manufactured iron and steel shipped in October supplies of common coal, burgy and slack all plentiful in the was 37,614 tons, against 29,377 tons in September, market. The advance of 5d. to lOd. per ton in price at the Man- The depression increases in the finished iron trade. Fresh con-chester collieries with the commencement of the month has not tracts are scarce, and those who have any old ones upon their been followed outside the Manchester district, and at the West books have difficulty in getting in specifications against them. Lancashire collieries, with the exception of an advance of fid. in a Prices are miserably low, and few find it possible to work except few odd cases on best coal, prices are without material change from at a loss. Consequently two important firms at least have given last month, 9s. to 9s. fid. being still the full average for best coals ; notice to terminate all engagements, and their works will be closed 7s. fid. to 8s. for seconds ; 5s. fid. to 6s. common coal; 4s. 6d. to unless some economical arrangements can be made with the 4s. 9d. burgy; 3s. 6d. to 4s. best slack, and about 2s. fid. per ton operatives. The award determining ironworkers’ wages for the for common sorts.    next three months has been published; but it is not likely to help

Shipping is only dull, and steam coal delivered at the high level, matters much. Dr. Watson decides that there shall be a reduction Liverpool, or the Garston Docks, is to be got readily at 7s. per ton. of 3d. per ton on puddling and 2| per cent, on all other forge and The annual meeting of the South Lancashire and Cheshire Coal- mill wages. This is only one-third of what the employers claimed, owners’ Association was held at Manchester on Tuesday, and Mr. Amongst the firms who have given notice to their men are Dorman, Alfred Pilkington, of the Clifton and Kersley Coal Company, was Long, and Co., of West Marsh and Rritannia Ironworks, Middles-unanimously elected president for the ensuing year.    brough; and Fox, Head, and Co., Middlesbrough. The former <

The agitation for an advance of miners’ wages continues. The idle this week, and the latter will probably be closed next week. Manchester firms, with the advance in prices at the commencement The North-Eastern Railway Company has just made a further of the month, have given an advance in wages to their men of 10 reduction in the rate of carriage of Cleveland ironstone, limestone, per cent. This week the conference of miners’ delegates has and coke. The sliding scale in operation since 1883 has been resumed its sittings at Manchester to receive the reports as to modified so that it shall operate whatever the price of No. 3 pig the ballots which have been taken in the various districts on the iron. The minimum of 35s. per ton has, in fact, been done away 15 per cent, advance question, and these show that a large number with.

of men are prepared to send in notices for the advance; but so far All the firms connected with the Cleveland Ironmasters’ as the coalowners in West Lancashire are concerned, there is a Association have given notice to their men to terminate all wages’ strong determination not to entertain any advance of wages in the contracts on November 14th. This is owing to the men having present state of trade.    declined to renew the sliding scale. The employers will now claim

Barrow.—There is no new feature to note in connection with a reduction of wages, the hematite pig iron trade of this district. The demand has not The net average selling price of Durham coal for the three increased, but remains very quiet and weak. Buyers on home, as months ending September 30th was 4s. OGSd. per ton. Wages well as on foreign, account have very few wants, and a limited remain unaltered.

tonnage of iron is changing hands in consequence. Prices are very It is reported that Messrs. Palmer’s Shipbuilding and Iron Corn-steady at the low rates which have now ruled for upwards of pany, of Jarrow, has received an order for two large vessels for twelvemonths. Steelmakers have only a limited number of orders the Austrian Lloyd’s Company. It has also four other vessels their books, and very few inquiries are being received from either to lay down, and is likely to be very busy shortly, home or foreign consumers. It is noticeable especially that the Mr. Edward Tron, the able operative secretary to the Board of foreign consumption of steel has been very considerably reduced. Arbitration, iB rather seriously unwell, and obliged to leave home. The Continent is to a great extent supplying itself with steel, and Consequently the meeting of the standing committee which would tho colonies arc making very few purchases. In merchant depart- otherwise have been held on the 5th inst. has been postponed, mcnts of trade little is doing, and special steel is in quiet demand, while wire, hoops, nails, and the smaller work in steel, is neglected; tires and forgings aro also in small inquiry. The output of all classes of steel is probably less than it has been for many years past. Shipbuilders have booked no new contracts, and very few . are offering. Engineers in the marine department are busy, but    (From our own Correspondent.)

the general trade is very dull. IronfounJcrs, boiler-makers, and TllK Glasgow pig iron market displayed considerable activity in others employed in the smaller departments of trade are equally tho earl pftbrt J t⁶,10 1)re8cnt wo^¹ prices having recovered from quiet. A poor trade is doing in iron ore, coal, and coke, and the prevVug decline to a considerate extent, under tho infiuence shipping remains extremely quiet. Many iron mines in the dis- of r*ports which wer0 beiiove(1 to be favourafoe to tho trade; but tnct have suspended operations owing to bad trade, and large the Movement must be regarded as almost entirely speculative in banks of ore have accumulated in many places. From an engineer- its natu tho extent 0f the legitimate business not having in the mg point of view there is very little enterprise shown in this least (legrco impr0VC(1. Tho pa*t week’s shipments of Scotch pigs district, am the dull prospects now experienced aro likely to deter amountbtl to 7‘₈₁₈ tons, a8 compared with 7210 in the preceding any early development of some o the most promising schemes wcck and 804!, in tho corresponding week of 1884. The number which m other times would bo looked upon as profitable invest- of furnacc8 in biast is ninety.o„o, against ninety-five at tho same Inont•    ¹ date last year. In the courso of the week 1358 tons of pigs were

added to the stock in Messrs. Connal and Co.’s stores.

Business was done in the warrant market on Friday at 41s. 4£d. cash. On Monday the tono was firmer, with a good business up to (F'rom our own Correspondent.)    I 41s. fid. cash. A further advance took place on Tuesday to

Thk strongest proof that can bo given of the condition of tho    Hs.    Ud.    ca®h.    On "Wednesday transactions were noted at

oral trade being such as to warrant no increaso in wages is the fact    41*.    lO^d. to 41s.    8id. cash. To-day—Thursday—tho market

that none of tho colliery companies or even private firms have been    depressed at 41s. 8d. to 41s. fid. cash,

aide to secure an advance in values this month. November is The market values of makers' iron are:—Gartslierrie,    f.o.b.    at

always looked to for a rise in quotations, but this year the demand Glasgow, per ton, No. 1, 4fis.; No. 3, 43s.; Coltness, 48s. lias been found so far short of the supply that the attempt to a,nd 45s.: Langloan, 47s. and 44s. fid.; Summerlee, 47s. fid. and obtain higher rates has not even been made. In spite of this, the 43s.; Calder, 51s. fid. and 43s.; Carnbroe, 45s. and 42s. fid.; Miners’Conference at Barnsley are persisting in their action. They Clyde, 45s. 9d. and 41s. 9d.; Monkland, 42s. and 40s.; Quarter, hold a further meeting on Monday, when it was resolved to ask 41b. 6d. and 39s. fid.; Govan, at Broomielaw, 42s. and 40s.; Mr. Walter Rowley, the secretary of the West Yorkshire Colliery    Shotts, at    Leith,    47s. and 46s.; Carron, at Grangemouth, 51s.

ownors, to arrange for a meeting of colliery proprietors in    and    47s.;    Kinncil, at Bo’ness, 43s. Gd. and 43s.; Glengarnock,

that distriot. The conference affirmed their determination Ardrossan, 45s. and 41s. fid.; Eglinton,    41s.    9d.    and    38s.    9d.;

to uso ovory legitimate means to secure tho advance of 15 per    Lalmellington 42s. fid. and 40s.

cent, on tho present rate of wages. A further significant reso- I In the past week a large quantity of valuable iron and steel lution, which was passed, runs thus: “That as there are some manufactures were shipped from Glasgow, embracing seven loco-colliory-owncrs about to make arrangements to work on by con- motives and tenders, worth £17,500, for Bombay; £9400 machinery, coding tho advance during the dispute, if any, it is hereby agreed of which a considerable proportion was sugar crushing plant for that no colliery make any arrangement unless the condition is Trinidad; £2575 sewing machines ; £4410 steel goods ; and £22,200 that, whatever prices are re-arranged, tho same shall be continued *ron manufactures.

until tho first pay-day in May, 1886.” This is a resolution to which    UP° founders aro manifesting much interest in certain

know better than the miners’ leaders that the employers    forthcoming contracts for cast    iron pipes,    of    which    they expect    to

It is stated that 20,000 coal-getters,    secure a fair share.

exclusive of trammers and others, have voted in favour of the Messrs. Merry and Cuninghame have stopped work at their resolutions for an advance, and tho men are represented to be Wheatyfaulds ironstone pit, in consequence, it is explained, of the thoroughly in earnest. If they are bent on this course, and aro cost of production and royalties, &c., rendering it inexpedient to foolish enough to strike, South Yorkshire will witness this winter    continue mining there at present.    But the    miners are    to    be    trans-

a repetition of the miseries which aro not yet twelve months old.    ferred to No. 2 Highfield pit.

The London ivory sales, which commenced on the 27th ult., At the beginning of the contained a total of 112 tons against 140 tons same time last year, masters increased tho price of the better qualities of household viz.: Cape of Good Hope, 2It tons; Egyptian, 26 tons; West Coast coals to the extent of fid. to Is. per ton. It has not been possible African, 44£ tons ; and Lisbon, 1J tons. Also lg tons sea-horse to advance the prices of any other qualities of coals; indeed, those teeth, 4jf tons mammoth teeth, 1£ tons rhinoceros horns, and $ tons firms who deal in steam coals report that walrus teeth, narwhal horns, kc. Sales opened slowly at irre- present very slack, they are scarcely able to maintain former rates, gular and frequently lower prices. East Indian large teeth lower, ball fn these circumstances it is scarcely probable that the coalmasters pieces dearer, Egyptian teeth irregular, and the average below the    be *n a position to afford a general increase of wages to the

previous sales. West Coast African large teeth also easier, miners.

medium sizes irregular, bangles rather dearer, scrivelloes cheaper. There is a fair amount of business doing in the coal shipping On the whole the sales have been unusually slow, without im- department. The shipments of the past week include 22,576 tons provement in value.    Glasgow, 10,690 at Ayr, 7973 at Troon, 17,037 at Grangemouth,

Japan is waking up to the necessity of moving with the times. 200 at Fort Glasgow, 518 at Greenock, and 6683 tons at Leith.

Four leading officials of the Japanese navy are at present in this During October eighteen vessels of an aggregate tonnage of country visiting several important centres of industry. They were 18,390 were launched from the Clyde shipyards, as compared with at Leeds on Thursday, and at Sheffield on Friday. Here they 21,695 tons in the same month of 1884, and 35,477 in 1883. The witnessed tho rolling of armour-plates and other interesting pro- total output for the ten months has been 157,599 tons, against cesses at tho Atlas and Cyclops establishments. The party included 248,672 in 1884 and 325,990 in 1883. Messrs. Elder and Co. are to the chief engineer of the Japanese navy—S. Yonchi—and Ziro build a steamer of about 4000 tons for the Channel service of the Migabara, chief engineer at the Admiralty Imperial Japanese Navy. London, Chatham, and Dover Railway; but even with this im-The Great Eastern Railway has just had tenders sent in for portant addition to the work on hand, the outlook is the reverse of 16,000 tons and 4000 tons steel rails, as well as for 1300 tons of cheering on the whole, and, while several yards are altogether fish-plates, for delivery next year and part in 1887.    empty, others are fast working off the last of their contracts.

THE NORTH OF ENGLAND.

(From our own Correspondent.)    .

THERE has been little or no change in the Cleveland pig iron    (From our o'icn Correspondent.)

trade during the past week. The market held on Tuesday was but Singularly enough, while the Welsh coal trade exhibits a slack-thinly attended, and scarcely any sales were made. Some mer- ness of a most serious character, that of the Forest of Dean is chants sold small lots of No. 3g.m.b. at as low a figure as 31s. 7^d. actually looking up, and an advance in price has been arranged per ton, but the price generally quoted was 31s. 9d. Makers are which will benefit the colliers to the extent of 5 per cent., about selling very little just now. The leading firms keep out of the the sum total of the reduction that will be endured by the Welsh market altogether, but there are some who will accept 32s. for colliers.

prompt delivery of No. 3, whilst others quote 32s. fid. to 33s. as The exports of the week again show badly both at Cardiff and their lowest price. The demand for forge iron has fallen off con- Swansea. Cardiff coal return for last week was nearly 24,000 siderably owing to the closing of some of the finished ironworks, tons less than the preceding week. Newport showed a little more The prioe on 'I uesday was 30s. 9d., or fid. per ton less than a week animation, consequent upon the increase of house coal sales, and it a8°-    ....    }» now believed that from this time on to the spring this port will

There are not many inquiries for warrants, nor are holders, as a indicate a steady improvement in this respect. Newport has corn-rule, anxious to sell, but those who are sellers ask 32s. 6d. per ton. mand of a very large house coal district; and its Mynyddyslwyn is On Monday last there were 113,461 tons of pig iron in Messrs, in great favour. Irish buyers are also favourable to the coal of the Connal and Co.’s Middlesbrough store, being an increase of 3480 pner measures, the Brithdvi seam especially when sprinkled with tons during the week. At Glasgow they hold 632,765 tons.    | little iron pyrites.

The total coal exports of last week from Cardiff amounted to 131,811 tons; from Newport, Mon., 30,187 tons ; and from Swansea, 25,552 tons.

Generally regarded the Welsh coal trade is bad, and not only have the colliers to submit to a reduction of at least 5 per cent., but what is more severe, the best of them lose several turns per week. I have heard of one of the best steam coal collieries in the Rhondda which for the last thirteen weeks has only worked as many turns.

If the present state of things should continue long, some of the limited companies will go to the wall. Stoppages of more or less permanence are also threatened. This week notice was issued by the Powell Duffryn at the old Cwmpennan Pit, that contracts will cease in a month hence, and I hear that two-thirds of the colliery will be closed altogether. Some seams in two other of their collieries will also be stopped from being worked. In the same valley, at Aberaman, a drift employing a number of men has been stopped, and at Pentyrch coal working has been stopped, and the horses are being sold.

Turning our attention to iron and steel, the outlook is even worse. We have some little vitality in foreign coal exports, and in house coal, but the demand for iron and steel is gone below zero.

Numbers of hands are being dispensed with in all parts of the district. The reduction is also in force, and the day to day notice and “ weeding out ” has been adopted freely. At Rhymney little or nothing is being done this week. At Blaenavon three furnaces are damped down, and up to the date of my despatch numbers of men were out in the street unoccupied. On Monday several hundreds of the younger workmen at Dowlais, principally the unmarried, left. I do not hear of much change yet at Cyfarthfa, though it is only reasonable to expect that the same character of things will prevail at all the leading works. The little done is

on

confined to home rails and steel bars for the tin-plate works. At Boaker’s works, where the last furnace was blown out lately, tho company now manufactures steel bar into plate, buying, as other companies do, from Dowlais. Steel sleepers are not in demand, and this week’s make has been temporarily suspended. Exports of steel rails this week are so far represented to be nil; imports of foreign ore from Bilbao and other ports 17,000 tons, but the trade is wretchedly dull.

Tin-plate continues in good demand, and this industry gives one some interest and pleasure in recording. Next week will show some very large shipments, I expect, especially from Swansea. Cokes are now sold from 15s. to 15s. 6d., according to brand. Bessemer steels are at 15s. fid., with upward tendencies; and for Siemens, 16s. 3d. is a common figure. Charcoal plates and terne are being advanced, and in consequence there is not so brisk an

NOTES FROM SCOTLAND.

THE SHEFFIELD DISTRICT.

was

inquiry.

Last week there was a slight hitch at some of the tin-works between the men and the management, but it was only of a temporary nature. Shipments from Swansea last week was 800 tons, but this was due to lack of steamers for loading.

Swansea is competing with Cardiff in celerity of despatch. On Thursday last 1879 tons of coal and 92 tons bunker coal were put on board the General Clianzy in a little over 10J hours. This must be admitted as one of the best despatches on record.

I hear that some of the local coal firms at Cardiff have just secured a good contract with the Union Steamship Company. Small coal is being quoted at from 4s. to 4s. (id.

The question of a fusion between the Taff Vale and Rhymney is proceeding satisfactorily, though some few holders of Rnymneys appear remarkably obtuse to tho certain advantages which must te derived therefrom.

Mr. W. T. Lewis has returned safely from the United States with a vivid impression of his visit in company with Sir Geo. Elliott. In coal working he found a largo number of "Welshmen employed, and, as a rule, Welshmen were at tho head in colliery operations, though in many respects coal working was a quarter of a century behind England and Wales. In his opinion tho American, though of great inventive power, was a poor ruler of men, and in the chief engineering shops the masters wero Englishmen and Scotchmen.

A serious explosion and fire occurred at the Dowlais works this week, entailing a loss of several thousand pounds sterling.

At Mr. Crawshay’s new collieries, Ynysybwl, a township called after the late Mr. Crawshay, ltobertstown, is being formed, and already three hundred houses aro occupied. This is a foretaste of the future—as the collieries get exhausted the population will shift, and tho “ life ” of a house will lessen accordingly. In fact, I shall not be surprised at some special building arrangements to meet this changing condition.

Patent fuel is improving.

nono

cannot possibly accept.

present week the Lanarkshire coal

as the inquiry is at

WALES AND ADJOINING COUNTIES.

Naval Engineer Appointments.-—The following appointments have been made at the Admiralty;—Benjamin J. Lewis, engineer, to tho Orontes; and William A. D. Whormby, engineer, to tho Pembroke, supernumerary.

The Great Eastern Steamship.—As mentioned in our last impression, the Great Eastern has been sold at last. hlr. Charles W. Kellock submitted this celebrated steamship to auction on tho 28th inst., at Lloyd’s Captains’ Room, Royal Exchange, by order of the High Court of Justice. In mentioning at the outset the particulars of sale, he said the vessel was of 22,927 tons builders’ measurement, 18,915 tons gross, and 13,344 tons net register. Having reminded those present that she was built from designs and under the personal superintendence of the eminent engineer, Isambard Brunei, by the celebrated firm of Scott, Russell and Co., in 1858, Mr. Kellock stated that her paddle engines, which were 1000-horse power nominal, were by the last mentioned firm, and they had recently been re-packed. Her screw engines, which were 1600-horse power nominal, were by James Watt aud Co., of Birmingham. These engines and boilers had recently been thoroughly repaired and cleaned. The Great Eastern carried an enormous cargo, and had great space for first, second, and third-class passengers ; and she attained a very high rate of speed. Her dimensions were—length, 679,6ft.; breadth 82’8ft. ; and 60ft. She was now lying conditions of sale, according to which the highest bidder was to bo the purchaser, but the sale was subject to a reserve bidding, which had been fixed by Mr. Justice Chitty, and the sellers reserved a right to bid. The vessel was sold with all belongings to her, with all faults and defects, without any allowance for deficiency, condition, or errors of description, and to be at the purchaser’s risk and expense from the day of sale. In reply to questions, Mr. Kellock stated that the amount of the insurance policy on the vessel was £40,000. It would expire on the 20th proximo. The premium was 5s. per cent. The bidding then commenced with an offer of £10,000, which excited some amusement. The next offer was £15,000, on which advances of £1000 each were made up to £20,000, followed by bids of £20,.500, £21,000, £21,500, £21.600, and £22,000. There being a pause at this amount, Mr. Kellock reminded them they had not yet reached £1 a ton. The next offers were £22,100, £22,200, £22,300, and £22,350. No fewer than 47 bids were subsequently made, beginning with £22,400, and increasing by amounts of £250, £200, £100, and £50, until the sum of £26,200 was offered, at which the vessel was disposed of to Mr. Frederick de Mattos, a City merchant. A few days ago, it may be stated, a motion was made before Mr. Justice Chitty, on behalf of the liquidator, for the sanction of the Court to the acceptance of a private offer for the vessel of £20,000. Certain of the mortgagees, lowever, opposed the motion, and Mr. Justice Chitty refused his sanction. It may be mentioned that just four years ago, on tho 19th of October, 1881, the Great Eastern steamship was offered for sale by Mr. Kellock, as reported in the Times of the following day. On that occasion, it may be interesting to state, the first bid made was £20,000, while the last offer was £30,000, at which withd

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Edward Ransomo Allon, 7, Cowper-streot, Finsbury, drug miller ..............

W. Clarkson Allen, 7, Cowper-streot, Finsbury,

drug miller..................

P. Bastln,

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D. Abel.—

NEW COMPANIES.

Thb following companies have just been registered :—

Buttcrknowle Colliery Company, Limited.

This company was constituted by articles of association on the 15th September, and registered as a limited company on the 23rd October, with a capital of £40,000 in 800 shares of £50 each, the whole of which are allotted and fully-paid The object of the company is to take over the business of the owners of the Butterknowle Collieries at Butterknowle, Marsfield, and Copley, Durham. The shareholders are:—

Shares.

*F. Raine, Wycliffe Hall, York 108

*Wm. Watson, Barnard Castle, Durham ..    .. 156

Thomas Bradley, Alnwick, Northumberland, surgeon ....................

J. Skelton Robson, Lynesack and Softley,

Durham, colliery viewer............

W. J. Watson, Barnard Castle, Durham ..    ..

James Watson, Bush-hill Park, Enfield ..    ..

Wm. Wood, Darlington, accountant ......

The number of directors is not to be less than three nor more than five ; qualification, shares or stock of the nominal value of £2000; the first are the subscribers denoted by an asterisk; the company in general meeting will determine remuneration.

Colonial Wool and Finance Company, Limited.

This company was registered on the 24th ult. with a capital of £250,000, in £10 shares, to carry on in Australia, New Zealand, or any of the British Colonies, or in any foreign country, the business of wool merchants, or dealers, and of brokers, agents, or factors for other people, in the purchase and sale of wool and other produce; also to advance money upon the security of wool and other produce. The subscribers are:—

Shares.

⁴¹R. P. Short, 113, London-wall, wool merchant.. 100 *C. J. Crlckmer, 10, Godllman-street, wine merchant ................ ,

Stephen Earl, Friern-road, East Dulwich, brass

founder....................

Robert Short, Brockley Lodge, Brockley, wool

buyer ....................

II. T. Selby, 4a, Camdon-road, clerk ......

W. W. Philp, 149, Gordon-road, Peckliam, engineer ....................

F. F. Evitt, 50, Cliaucer-road, Home-hill, clerk ..    10

Mr. R. P. Short is appointed managing director for life, at such salary and percentage as he may agree upon with the board. Mr. C. J. Crickmer is appointed a diroctor, and is to retain the office until otherwise removed by special resolution.

Egyptian Dredging Company, Limited.

This company was registered on the 20th ult. with a capital of £75,000, in £10 shares, to contract for and to execute dredging and other works in Egypt and elsewhere, and in particular to acquire the benefit of, and execute a contract dated 23rd of June, 1885, made between the Ministry of the Public Works of Egypt of the part, and Henry Card Anderson and Francis William Fox of the other part. The subscribers are:—

Shares.

49, Flnsbury-pavomont, engineer .. W. W. Bowness, 20, Campden-grove, Kensington,

Oriental carpet merchant ..........

J. M. Sturgess, 24, Chotwynd-road, Highgate,

clerk ....................

Raynor 8torr, Haslemero, Surrey........

J. A. Allen, 90, Fleet-street, publisher......

The number of directors is not to be less than three nor more than four; qualification, shares of the nominal value of £500; the first are Messrs.

G. Beeton Anderson, C.E., of East Sheen, Surrey, and Ramleh, Alexandria; Francis Allen, C.E., of Ramleh; Henry Card Anderson, C.E., of Sheen and Ramlch; and A. H. Rowe, of 35, Victoria-street, and Cairo. The company in general meeting will determine remuneration.

Horley District Oas Company, Limited. This company was registered on the 24th nit. with a capital of £8000, in £5 shares, to manufacture and supply gas in Horley and neighbouring districts. The subscribers are:—

H. J. Robus, Lower Sydenham, engineer ..    ..

W. H. Broadbery, C.E., Tottenn Jabez Church, O.E., 17b. Great Oeorge-street, 8.W.

W. G. Bradley, Sydenham-road, provision

chant .................

S. B. Stimson, Lower Sydenham G. Eames, Lower Sydenham, gasworks foreman..

•T. T. Robus. Lower Sydenham, contractor ..    ..

G. Erant, jun., C.E., 17, Nettleton-road, New-cross ....................

Registered without special articles.

Maes-y-Marchog Colliery Company, Limited.

This company was registered on the 27th ult. with a capital of £6000, in £50 shares, to acquire the business, property, and liabilities of the Maes-y-Marchog Colliery Company. The subscribers are:—

Shares.

*T. Cory, Skelty, Swansea, colliery proprietor ..

\T. Mesnier, Paris, negotiant..........

*L. Gueret, Cardiff, shipowner..........

*J. Banfield, Swansea, merchant ........

’Griffith Thomas, Neath, colliery proprietor

D. Smith Thomas, Neath, colliery proprietor A. W. Thomas, Neath, colliery agent ......

The number of directors is not to be less than three nor more than five; the first are the subscribers denoted by an asterisk.

J. F. Johnstone and Co., Limited.

This is the conversion to a company of the business of chemical and manure manufacturers, carried on by Mr. John Forsyth Johnstone, of Brooksby Works, Bow-common-lane, Middlesex, and at Belvedere, Kent. It was registered on the 26th September with a capital of £35,100, divided into 3010 “A” ordinary shares of £10 each, conferring the right to 10 per cent, cumulative preference dividend, 490 “ B ” ordinary shares of £10 each, which will not rank for dividend until £7 per cent, per annum has been paid on the “A” shares, and 10 founders’ shares of £10 each, the holders of which will be entitled, after 10 per cent, has been paid on the “A” and “B ” shares, to one-half of the net profits of each year until the expiry of certain patent rights relating to machinery referred to in an unregistered agreement of the 12th ult., when the “ C” or founders’ shares will lapse to the company, and in consideration of such lapse, Mr. J. F. Johnstone or his nominees will be entitled to one-fifth of the then accumulated reserved fund. The subscribers are:—

*H. J. Anderson, 101, Leadenhall-street, West

India merchant................

*W. Gregg Couper, 1, Fenchurch-avenue, chemical

nd manure broker..............

’Charles Chaple, M.D., 230, Burdett-road, E.

Thomas Elborough, 59, Mark-lane, managing director Lawes Chemical Manure Company,

Limited....................

William Montgomery, 75, Mark-lane, merchant.. William Musto, Baker’s-row, E., engineer ..    ..

*H. R. Parry, Newmarket-road, Norwich ..    ..

The number of directors is not to be less than three nor more than seven; the first are the subscribers denoted by an asterisk, and Messrs. John Milne and J. F. Johnstone. The directors other than Mr. Johnstone will be entitled to £350 per annum for their remuneration.

Robert Boyle and Son, Limited.

This company proposes to carry on business as ventilating, heating, drainage, and sanitation engineers, advisers, contractors, and sub-con-tractors, and upon terms of an agreement of the 24th ult. will acquire the business, premises, plant, and other assets of Robt. Boyle and Son, of Holborn Viaduct, and Bothwell-street, Glasgow. The company was registered on the 28th ult. with a capital of £120,000, in £10 shares. The subscribers are:—

H. McKenzie, 5, Schuckburgh-road, Catford,

accountant..................

A. Allen, 27, Heaver-road, Clapham, shorthand-

writer ....................

T. W. Fullilove, Glenwood-road, Catford, clerk ..

J. A. Darque, 4, Hetherington-road, Clapham,

clerk ....................

E. II. Jones, 83, Huntloy-street, Bedford-square,

sanitary engineer ..............

E. Turberville, 18, Leighton-crescent, N.W.,

chartered accountant ...........

J. C. Lowson, 83, Guildford-street, W.C., bookkeeper ....................

The number of directors is not to be less than three nor more than eight; qualification, 25 shares; the first are Messrs. D. R. Ratcliffe, George Danford P. Thomas, M.D., Hy. Lovatt, C.E., and Robt. Boyle (managing director), remuneration of the ordinary directors is not to be less than £100 per annum for the chairman, and £00 lier annum for each director, and £1 per cent, each of the net annual profits. The purchase consideration is £38,000, payable £12,000 in cash, £(i()00 in ordinary shares, credited with £0 paid up, and £20,000 in fully-paid deferred shares, which will not rank for dividend until 12J per cent, has been paid upon the ordinary shares. Mr. Robert Boyle is appointed managing director for five years at a salary of £750 per annum, and a commission of 2J> per cent, upon the net annual profits.

THE PATENT JOURNAL.

Condensed from the Journal of the Commissioners of Patents.

Applications for Letters Patent.

patents have been ¹¹ communicated ” the d address of the communicating party are

27th October, 1885.

12.846.    Pasteboard, Ac., N. Browne.—(H. Pitzler, Germany.)

12.847.    Cuff Attachkrs, J. V. Pilcher, Londo¹¹-

¹²>852. Balancing Two-wheeled Carriages with Self-acting Brake, T. Slinger, Bawdlands.

12,858. Helical Burr Beater Rollers for Carding Machines, J. and S. Carver, Cleckheaton.

12.854.    Securino Railway Rails, A. T. Allen and H. Cavill, London.

12.855.    Horseshoes. H. Hobson, London.

12.856.    Producing tlie Teeth of Files and Rasps, J. Tavlor, London.

12.857.    Indicating Walking-stick for Measuring the Distance Walked, J. Holland, Middlesbrough.

12.858.    Cutter Blocks and Cutters, T. N. Robinson, Manchester.

12.859.    Feed-motion for Wood-cutting Machines, T. N. Robinson. Manchester.

12.860.    Speed Indicators, D. McNamara, Inchicore.

12.861.    Duplicate Frame for Spring Mattresses, Ac., W. Waterhouse, Tysley.

12.862.    Covers for Vehicles, F. Fidler, Meersbrook Bank, near Sheffield.

12.863.    Stop-motion for Machines, J. Holroyd, Manchester.

12,864 Picker-saver and Weft-check for Looms, J. F.Walmsley, J. Shackleton, and J. Heap, Accrington.

12.865.    Weft Stop-motion for Looms, C. Bedford, Halifax.

12.866.    Thread, Twine, Ac., W. G. Bywater and T. B. Beanland, Leeds.

12.867.    Stone-breaking, Ac., Machines, W. H. Baxter, Halifax.

12.868.    Stair Railings, A. Barr, Glasgow.

12.869.    Feeding Apparatus for Sugar Cane Mills, D. Stewart, Glasgow.

12.870.    Photographic Cameras. W. Rawlinson, Leeds.

12.871.    Bone-black Filters, W. R. Lake.—(F. 0. Matthiessen, United States.)

12.872.    Wood-scrapino Tool, O. Rinke, London.

12.873.    Bands for Transmitting Motion, H. S. Taylor, Lond

12.874.    Purifying, Ac., Sugar, W. R. Lake.—(F. 0. Matthiessen, United States.)

12.875.    Decolorising Liquors, W. R. Lake.—(F. 0. Matthiessen and E. E. Quimby, United States.)

12.876.    Filtering 8itgar Liquor, W. R. Lake.—(F. 0. Matthiessen, United States.)

12 877. Bone-black Filters, W. R. Lake.—(F. 0. Matthiessen, United Stales.)

12.878.    Decolonisation of Sugar Liquor, W. R. Lake. —(F. 0. Matthicssen, United States.)

12.879.    Decolonisation of 8uoar Liquor, W. R. Lake. —(F. F. Quimby, United States.)

12.880.    Boots or Shoes, B. Birnbaum, London.

12.881.    Framing and Displaying Pictures, Ac., A. A. Heiy, London.

12.882.    India-rubber Guard for Brooms, &c., A. Pemberton, Worcester.

12.883.    Cartridge Cases, J. Y. Johnson.—(G. Bouvier, France.)

12.884.    Tops for Chimneys, Ventilators, Ac., C. F. Elliott, Liverpool.

12.885.    Locks for Waterways, J. Revell, London.

12.886.    Propeller Wheels for Pumps, &c., L. Vojdcek, London.

12.887.    Motor and Brake Apparatus, C. D. Norton, London.

12.888.    Bobbins, W. R. Cant, Glasgow.

12.889.    Bottle Stoppers, J. W. A. Germany and R. P. Doo, Leytonstone.

12.890.    Cop Rail and Winding Apparatus, J. Jackson and W. Hazlehurst, Rochdale.

12.891.    Dissolution of Oxide of Lead, Ac., A. W. Anderson, London.

12.892.    Distilling and Concentrating Liquids, J. C. Mewburn.—(C. C. Peck, United States.)

12.893.    Horseshoes, J. C. Mewburn.—(A. Sibley, J. Russell, and G. B. Stoutenburg, United States.)

12.894.    Iron and Steel, J. E. Sherman, London.

12.895.    Treating Blood in Slaughter Houses, H. Fewson, Buckingham.

12.896.    Gas and Petroleum Engines, M. V. Schiltz, London.

12.897.    Switches for Making and Breaking Electrical Contacts, F. Wynne, London.

13.898.    Fire-bar, T. A. Topf and Sohne, London.

12.899.    Grain Drying Apparatus, W. R. Lake.—(A. Wolcott, U.S.)

12.900.    Lacing Hooks or Studs, W. R. Lake.—(Iff. Bray, U.S)

12.901.    Securing Lacing Hooks or Studs, W. R. Lake, —(iff. Bray, U.S.)

12.902.    Bridle Bits, W. R. Lake.—(fl. P. Roberts, U.S.)

12.903.    Doors, W. R. Lake.—(J. Bardsley, U.S.)

12.904.    Stamping or Producing Impressions, Ac., G. Shrigley, London.

12.905.    Colouring Metals, A. Watt, London.

12.906.    Electrolytic Coloration of Metals, A. Watt, London.

12.907.    Rotary Fans for Ventilating, W. R. Lake.— (A. F. Kettoe, U.S )

12.908.    Lime Cement, S. Pitt.—(A. Speyser and L. Pillivuyt, France.)

12.909.    Treating AuRiFERonsand Auro-arqentiferous Minerals, S. Pitt.—(J. Weirich, France.)

12.910.    Producing Manifold Copies in Black, T. Batty, London.

12.911.    School Desks, N. Johnson, London.

12.912.    Advertising, W. Brownlie, Glasgow.

12.913.    Polarised Telegraph Instruments, P. Jensen. —(K. Gulstad, Denmark.)

12.914.    Stirring the Contents of Pots in Cookino, H. C. Hussey, London.

12.915.    Torpbdoes, J. T. Bucknill, London.

12.916.    Yeast, A. G. Fraser and G. Epstein, London.

12.917.    Dehydrating and Refrigerating Air, H. C. Johnson, London.

12.918.    Gas Governors, T. C. Hopper, London.

12.919.    Yeast, A. G Fraser and G. Epstein, London.

12.920.    Cement, C. J. Howe, London.

12.921.    Imparting Electricity to the Human Body, C. Brust, London.

12.922.    Grinding and Pulverising, R. Stone, London.

12.923.    Heating Flax Steeping Tanks, T. L. Henly, London.

12.924.    WatchE8, A. Kaindl and G. Burse, London.

12.925.    Shuttles, E. Critchley, Ilkley.

12.926.    Door Checks, A. J. Boult —(G. R. Elliott, U.S.)

12.927.    Door Checks, A. J. Boult.— (G. R. Elliott, U.S.)

12.928.    Tube Stoppers, 8. Molvillo, Liverpool.

12.929.    Brushes, F. W. Dickinson.

12.930.    Leather Soles for Boots, Ac., J. and A. Green and J. C. Swain, London.

12.931.    Bottom Bars for Window Curtains, A. J. Boult.—(D. Strasserand A. H. Gerdom, United States.)

12.932.    Electric Gas Lighting Burners, A. J. Boult. —(D. Rousseau, United States.)

12,933 Covering Metallic Rollers, Ac., B. Oddy, Bradford.

2&th October, 1885.

12.934.    Couplings, Ac., W. 8. Icely, Leyton.

12.935.    Placing Excentrics on their Shafts, J. N. Coxon, London.

12.936.    Water Motor Governors, H. J. H. King, near Stroud.

12.937.    Lamp Burners, W. H. Myhill and J. Cooke, Birmingham.

12.938.    Water-closet Pans, J. Adams, York.

12.939.    Couplings, T. Wass and P. Wheeler, Birmingham.

12.940.    Steam Straps, W. W. Campbell, Glasgow.

12.941.    Drying and Finishing Hosiery, W. D. Watson, Aberdeen.

12.942.    Chin-rest for Violins and Violas, A. Hanson, Halifax.

12.943.    Regulating the Speed of Machinery, M.

F. FitzGerald, Belfast.

12.944.    Compressino Juice of a Plastic Nature, W. Brierley, Rochdale.

12.945.    Boiling by Steam, J. Oxley, Frome.

12 946. Cranes, Ac., L. Higginbottom and T. Man-nock, Manchester.

12.947.    Gas and Caloric Engines, A. Rollason, London.

12.948.    Mechanical Firing of Boiler and other Fitrnaces, W. Tyzack, Newcastle-on-Tyne.

12 949. Lighting Pipes, Ac., M. Boyd, Brixton.

12,950 Yeast, E. Eggett, London.

12.951.    Filter for Tea and Coffee Pots, W. Collins, London.

12.952.    Treating Rurfacks, T. Baum. Tendon.

12.953.    Buffers, W. F. Stanley, 8outh Norwood.

12.954.    Steam Boilers, J. Buck, London.

12 955. Internally-fitted Travelling Bag, R. J. Bell, I,ondon.

12.956.    Rotary Lift and Force Pumps, A. C. Henderson.—IL. Baron, France.)

12.957.    Wood Screws, Ac., J. Sheldon, London.

12.058. Disinfecting Closets, Commodes, Ac., G. H.

Ellis, London.

12.959.    Producing Wind Bounds from Wheeled Toys, W. H. Hall, London.

12.960.    Cake, W. H. Blake, London.

12.961.    Propelling Torpedo Boats. Ac., E. de Pass.— (J. F. Rocca-Zilgler and La Socitti Schwob fr'eres, France.)

12.962.    Stoves for Heating Sad-irons, Ac., W. H. Davey, London.

12.963.    Direct-acting Steam Engines, S. G. Browne and W. Boby, London.

12.964.    Destroying Insects, Ac., in Hops, Vines, Ac., G W. Davis, London.

12.965.    Tricycles, A. Ashby, London.

12.966.    Straining and Fixing Wires, J. B. Evans, London.

12 967. Balloons and Locomotives, C. Cashmere and E. A. Jahncke, London.

12 968. Nails, C. F. Gardner, London.

12.969.    Valves and Taps, w. White, London.

12.970.    Ruler, C. F. Hill, London.

12 971. Feeding Apparatus for Branding Machines, J. Collis, London.

12,972. Holders for Photographic Films, A. J. Boult.

—(G. Eastman, United Slates)

12 973. Boots, Shoes, Ac., T. and C. H. Roberts, London.

12.974.    Sash Fastener, J. H. Cotsworth, Liverpool.

12.975.    Portable Reading Lamps, J. Owen, Livernool.

12.976.    Soles of Boots or Shoes, E. Brennan, Liverpool.

12.977.    Cooking Utensil, L. Phillott, London.

12.978.    Treadle Mechanism, P. A. Mackintosh, T ondon.

12.979.    Making Mor Cap Shapes, J. Cass. London.

12.980.    Securing Wearing Apparel, W. Anderson, London.

12.981.    Rafts, Ac., T. A. F. Hall and H. T. Clanchy, Southampton, and C. H. Dent, Holvhead.

12.982.    Constant speed Electric Motors, W. M. Mordey and C. Watson, London.

12.983.    Portable Rivethng or Punching Machines, W. F. Gilmer, London.

12.984.    Working Metals, Ac., N. de Benardos and S. Olszewski, London.

12.985.    Granulated Antiseptic Preparations, W. D. Borland, London.

12.986.    Gas Lamps, T. C. J. Thomas, London.

12.987.    Punching and Drawing Sheet Metal, W. R. Lake.—(N. C. Stiles, United States.)

12.988.    Machine for Washing, Ac., Potatoes, J. L., F. L., and R. L. Hancock, London.

29th October, 1885.

12.989.    Tobacco Pipes, S. R. English, London.

12.990.    Producing an Optical Illusion, H. S. Lynn and J. Winson, Upper Norwood.

12.991.    Sanitary Joint, W. C. Kinsman, Portsmouth

12.992.    Preparation of Warps of Cotton, Ac., for Weaving, T. Pickles, Manchester.

12.993.    Treatment of Linen Yarns for Creaming, T Pickles, Manchestei.

12 994. Figured Woven Fabrics, J. Edelston, Manchester.

12.995.    Frames for Wire Healds used in Looms for Weaving, H. B. and A. B. Barlow, London.

12.996.    Keeping in Position the Winder of Petroleum. <fec., Lamps, A. R. Price, Birmingham.

12.997.    Injectors for Burning Liquid Fuel, A. and C. Stewart, Glasgow.

12.998.    Wicket-keeping, Ac., Gloves, W. Sykes, Horbury, near Wakefield.

12.999.    Hoes and Picks, A. E. Stayner, Sheffield.

13,000. Portable Connecting Railway, H. E. Deane,

Manchester.

13,001. Liquefying Exhaust Vapour, J. Murrio, Glasgow.

13,002. Shin and Ankle Protectors for Football Players, J. Fitton, Ashton-under-Lyne.

13,003. Creating a Current of Air in Combustion Apparatus, Ac., J. Murrie, Glasgow.

13,004. Cranked Shafts and Axles, E. Cope and A. Hollings, Liverpool.

13,005. Traces for Drawing Vehicles, 8. Ogden and

I.    Jackson, Manchester.

13.006. Regulating the Temperature of Malt and Hop Kilns, H. J. H. King, Newmarket.

13,007. Drilling Machines, G. W. Elliott, Sheffield. 13,008. Quick Insertion and Withdrawal of Type from Stereotype Plates, W. B. Proctor and E. Wilson, Shieldfield.

13,009. Colourino Dksion8 upon Looking-glass or Reflectors, R. W. Hewett, Birmingham.

13,010. Datino Presses, F. Hurter.—(J. Miiller-IIu-ter, Switzerland )

13,011. Electric Arc Lamps, W. E. Hoys.—(0. P.

Loomis and H. W. Cooley, United Stales.)

13,012. Tobacco-pipes, Ac., W. F. Simpson, Man-, cheater.

13,013. Roller Slides for Photographic Films, W. E. Price, London.

13,014. Distilling Apparatus, N. M. Henderson, Glasgow.

13,015. Suspending Electric Lamps, T. B. Wilson, Manchester.

18,016. Condensers for Soda-water Machines, J. H.

and J. W. Galloway, London.

13.017. Bottles for Aerated Waters, A. Tankard,

13,018. Exhausting, S. H. Wright, Liverpool.

13.019. Horn Plates for Rolling Stock, S. Fox, London.

13,020. Horn Plates for Rolling Stock, S. Fox, London.

13,021. Wind Chests for Organs, B. Ilaworkamp.— (IF. and E. Brauner, Austria.)

13,022. Utilising Waste Materials, F. G. Morton and N. Salamon, London.

13,023. Displaying Advertisements, W. Fawcett and W. J. Gordon, London.

13,024. Box for Holding Cioars, Ac., A. Minter, London.

13,025. Braces for Suspending Garments, F. Cooper, London.

13,026. Tricycles, Ac., G. W. Fasham, London.

13,027. Wheels with Springs, J. E. Howard.— (C. Wahl. Germany.)

13,028. Railway and Tramway Axles, W. Malam, Edgemoor, U.S.

13,029. Dyeing Woven Fabrics, T. Salt, Saltaire. 13,030. Dyeing Woven Fabrics, T. Salt, Sons, and Co., and R. Pearson, London.

13,031. Photographic Shutter, J. W. Marshall, London.

13,032. Bottlino Beer, A. W. Gillman, S. Spencer and E. S. Spencer, London.

13,033. Soles for Boots and Shoes, W. H. Stevens, London.

13,034 Railway Buffers, G. Turton, London.

13,035. Preventing Grease Dropping from Candles, F. B. Hanbury, Maidstone.

13,036. Carbons for Incandescent Lamps, A. Bernstein, London.

13,037. Measuring the Sight, L. Courlander, Croydon. 13,038. Transmitting an Intermittent Current, E. H. Johnson, London.

13,039. Chimney Cowls, G. Wishart, Glasgow.

13,040. Open Gas Fires, B. Mitchell and R. B. Main, Qlftsgow.    mmt

13,041. Calculating Scales for Rivet Joints, W. C.

Carter. Glasgow.    _    ,ttk

13.042. Coiling Steel Wire, P. Jensen. (J. T. a. Siden. Sweden A

18,043. Stones, C. G. Cresswell. London.

13,044. Hydro-propulsion of Vessels, C.

(A. C. Nagel, R. H. Kaemp, and A. Linntnbrugge, Germany.)    r    .

18,045. Folding Ladder, E. Edwards.—<£. ^ansac, France.)    ,

13,046 Lace Curtain Machines, E. Edwards.—^-Knoll and Co., Germany.)

13,047. Self-releasing Hook, E. Edwards. — (F• Deiean, Belgium.)

18.048. Buoys, D. Campbell and G. L. Schultz, London.

13.049. Actuating Mechanical Automaton Toy Figures, Ac., G. Cole, London,

13.050. Ascertaining the Specific Gravity, Ac., of Fluids, F. Lux, London.

13,051. Tool-holder, J. H. Wieksteed. London.

13,052, Artificially-digested Food, T. Dence and J

J.    Mason, London.

13,053. Machine Guns. T. Nordenfelt, London.

13,054. Metals, C. A. Faure, France.

80th October, 1885.

18,055. Printing Machines. J. H. Buxton, D. Braith waite. and M. Smith, London.

13.056. Securing Rails to Chairs and Sleepers, J Duffield, Sheffield.

13.057. Discharging Water from Cisterns, Ac., S. H. Wright, Liverpool.

13.058. Apparatus for Billiard, Ac., Games, T. E Bond and B. Hewitt. Birmingham.

13,059. Firing Fire-arms, T. S Heffer. Grantchestor. 13,060. Holding the Driving Ends of Cylinders in Spinning Frames, T. H. Bring. Bradford.

13 061. Beer Engines. G. W. Clark, Reading.

13.062. Self-acting Signal Balance Weight, C. J. Howe. Sunderland.

13.063. Safety Valves, W. L. Pone. Manchester. 13,064. Artificial Fuel, J. A. Yeadon and R. Middle-

18,065. Raising Shafts of Two-wheeled Vehicles, W. Goulden, London.

13,066. Retaining Windows in any Position, J. E.

Honkinson and O. Gibson, London.

13,067. Artificial Fuel, J. A. Yeadon and R. Middle-ton, Leeds.

13.068. Eclipse Whip Socket, E. J. Sandbrook, Birmingham.

13.069. Stop Actions of American Organs, Ac., J Holt, Birmingham.

13,070 Chuns, T Hill, Glasgow.

London.

London.

(From the United Stales' Patent Office Official Gaxette.J

tension of the belt is produced. The variable tension it produced by tho action of a coiled tension spring on the shaft of the top roll. Claim.—(1) The com-with tho fixed rolls and the standards B, of

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12

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shown. (2) The two-armed wedge E, provided with the screw F, threaded through the same, and a fixed bearing for said screw, as herein described, and for the purposes specified.

[326.5621

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a. gaa and air piston provided

11 in

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’U

collar K on e levers M

13,071. Smoke Burning, W. Armitage, Sheffield. 13,072. Bottle stoppers, F. Trotman, London.

13,073. Mixing and Burning Gabes, J. A. B. Bennett and G. E. Wright, King’s Heath.

13,074. Lamps, G. R. l’ostlethwuito, Aston Manor, near Birmingham.

13,075. Gas Caloric Motive Engines, E., E., and H. Crowe, Middlesbrough.

13,076. Stop Valves for Refrigerating Machines, S. Puplett, Westmoors Knowle, and J. Sincock, Acock’s Green.

13.077. Ice Moulds, S. Puplett, Westmoors Knowle. 13,078. Combined Reflecting and Ventilating Apparatus, C. Hunt, Westminster.

13,079. Weather Bar for Doors and Windows, J. D. Tucker, London.

13,080. Embroidering Machines, W. H. Farmer, London.

13,081. Superstructure of Baby Carriages, W. Arendt, London.

13,082. Decomposing Common Salts, Ac., J. Gibson, Glasgow.

13,083. Communicating with the Drivers of Cabs, Ac., R. G. Fraser, Glasgow.

13,084. Operating the Tables of Leather Dressing Machines, J. Vassie, jun., Glasgow.

13,085. Roughing Horseshoes, C. W. Leopard, London. 13,086. Sanitary Pans, E. Morris, London.

13,087. Traction Engines, L. C. Tabor, London.

13,088. Horseshoe Pads, D. Meredith, London.

13,089. Producing Ice, T. B. Lighifoot, London.

13,090. Steam Generators, W. Clarke, A. II. Chapman, C. A. Parsons, and J. B. Furneaux, London.

13,091. Hand Rake, J. Potter, Lower Tooting.

13,092. Chimneys for Locomotives, G. W. Jessup.— (IF. Snyder, United Slates.)

13,093. Grinding, Sharpening, or Polishing, J. C. Mewburn.—(La Sociiti Anonyms des Briqueset Pierres Blanches, France.)

13,094. Boilers for Cooking, Ac., W. W. Barton, London.

13,095. War Smrs, Sic., W. A. F. Blakcncy, Glasgow. 13,196. Furnaces for Distilling Oils, A. Morton and J. Fyfe, Glasgow.

13,097. Ejecting Smoke from Chimneys, F. Finch, London.

18,098. Parquet and othor Flooring, J. F. Ebnor, London.

13,099. Generating Carbonic Acid Gas, J. G. Chapman and R. Footo, London.

13.100.    Feeding Timber to CircularSawh, E. lIughoH, Liverpool.

13.101.    Roots and SnoEs, O. Hnrrold, London.

13.102.    Holding Eye-glasses, Sic., J. Powell, Liverpool.

13.103.    DuivinoGear of Cycles, C. Hamilton, Glasgow.

13.104.    Crackino Nuts, Sic., II. Andrews, London.

13.105.    Vionettkr, E. I). Adcock, London.

13.106.    Furniture Polish. A. Keeling, l

12.107.    Fire-escape, C. A. Roussel, London.

13.108.    Extracting Sulphur from Materials employed In tho Purification of Gas, J. Y. Johnson. —(C. Dubois, France.)

13.109.    Underground Electrical Conductors, W. R. Lake.— (1). II. Dorsett, United States.)

13.110.    Nailing of Laths, W. R. Luko.—(S. Perry, United States )

13.111.    Nail-driving Apparatus, W. R. Lake.— (S. Perry, United States.)

13.112.    Arranging Mails to bo Driven by a Naii.ino Machine, W. R. Lake.—(S. Perrg, United Stales.)

13.113.    Fire-extinguishing Apparatus, S. Smlrke London.

13.114.    Cleaning tho Surface of Paper, W. B. Silver-lock, London.

13,116. Whiterkad, J. Ilaylor, II. 8. Road, and II. G. 1’oreival, London.

13.116.    Steam Generators, T. Scliillor and P. llron-nfeke, London.

13.117.    Printing, F. X. IIOlslo, London.

3Inf October, 1885.

13.118.    Swing-glass Holders, J. C. Bauer, Brookloy.

13.119.    Screw Head Sockets, C. Showed, Birmingham.

13.120.    Knives for Cutting Tobacco, T. Biggin and Q. Elliott, Sheffield.

13.121.    JjOuk*fitting for Fishino Landing Handle, T. Hayliss, Redditch.

18.122.    Sblf-fahtknino Hall-joint Metai, Buttons, P. Seymour, Birmingham.

13.123.    Tobacco Pipes, J. S. Rhodes, Birmingham.

13.124.    Opening Bottles, Ac., F. Dakin, Sheffield.

13.126.    Monocycle Roundabouts, E. Francis and Z. J. Francis, Nottingham.

1^ Poll,no Stations, C. Froggatt and J. Briggs,

18.127.    Velocipedes, W. J. Spurrior, Mosoloy.

13.128.    Money or Ticket Receptacles, T. Startin, Birmingham.

13.129.    Ladder Tapes for Venetian Blinds, T. French and J. Monks, Manchester.

13.130.    Urinal Pans, J. Deeley, Birmingham.

13.131.    Chain, J. S. Edge, jun., Birmingham.

13.182.    Com msiTiON for Decorations, It. Bonnott and H. Peet, Manchester.

13.183.    Burrow-proof Fences, T. Storer, Glasgow.

13.184.    Leather Dressing Machines, J. Vassio, jun., Glasgow.

13.185.    Locomotive Steam Engines, E. Hunt.—(IF,/. Hammond, Brazil.)

13,136. Stiffeners for Boots snd Suoes, J. J, Gas-coine and G. A. Royce, London.

13 187. Dyeing, Sir T. Salt, Sons, and Co., and T. Salt, London.

13.138.    Cuttino Pile Fabrics, T. Salt, London.

13.139.    Coupling Railway Rollino Stock, T. Bradford, London.

13.140.    Waterproof Cloth, &c., J. E. A. Piorrot, London.

13.141.    Separating Light and Heavy Substances, W. It. Lake,—(II. Seek, Germany.)

13 142. Waste-preventing Flushing Apparatus, J. Christie and C. Christie, London.

13.143.    Shop Fronts, F. J. Chambers, London.

13.144.    Spinning and Twisting, W. J. Baker.—(IF. Rdey, United States.)

13.145.    Submarine Torpedo Vessels, C. D. Goubet, London.

13.146.    Reels, Ac., J. Ilickisson, London.

13.147.    Preparing Food for Horses, Ac., J. Fordrod, London.

13.148.    Rivettino, Ac., Machines, W. F. Gilmer, London.

13.149.    Middlings Purifiers, If. 81mon.-(//. Seek, Germany.)

13.150.    Spinning and Doubling Frames, J. and J. Peudlebury and It. Bothell, London.

13,161. Trousers or Pants, J. H. Chorlton, London.

13.152.    Veneering Papier-mache, H. Smith.—(C. Voitzky and J. Morhard, Germany.)

13.153.    Cutting up Sets of Printed Fabrics, II. and

G. C. Liebert, London.

13.154.    Dish Covers, F. G. Johnson, London.

13.155.    Coupling Apparatus, F. Attock and P. Morris, London.

13.156.    Imparting Stripes of Colour to Selvages of Velveteens, Ac., E. Weild, London.

13.157.    Stoppers for Bottles, L. Vallet, Liverpool.

13.168.    Stoppered Bottles, L. Vallet, Liverpool.

13.169.    Anti-fouling, Ac., Paints, J. Polnton, Liverpool.

13.160.    Combined Hopper, Collier, and Cargo Steamer, A. Brown, London.

13.161.    Alarm Apparatus, W. Doehrlng, London.

13.162.    Connecting Stirrup Straps to Saddles, G. Renton and J. H. Davies, London.

13.163.    Gas, Ac., Engines, L. A. Groth.— (G. Daimler, Germany.)

13.164.    Illuminating Gas, 8. A. Sadler, London.

18.165.    Stub Ends dor Crank (Pins, Ac., L. Griscom, London.

13.166.    Tricycles, W. E. Hurrell, London.

13.167.    Lubricating Dabbing Brushes, J. Clough and J. C. Walker, London.

13.168.    Clip Pulleys, T. and It. W. Bower and J. Blackburn, London.

13.169.    Steel, Ac., R. Hadfield, London.

13.170.    Lithographic Printing Apparatus, F. Bet-beder, London.

18.171.    Hydrants and Stand Pipes, G. F. Redforn.— (F. Fouilloux. France.)

13.172.    Substitute for Wood Frames of Transparent Window Blinds, B. Wood. London.

13.173.    Devices for Fastening Windows, W. J. Brewer, London.

13.174.    Wheels of Vehicles, W. J. Brewer, London.

13.175.    Stretchino Trousers, Ac, J. O. Butcher, London.

13.176.    Wire Mattresses, W. Angus and J. L. Sampson,

13.177.    Petticoat or Skirt, A. M. Knottesford-For-tescue, London.

2nd November, 1885.

13.178.    Weaving Terry Fabrics, W. Warrington, Manchester.

13.179.    Straightening Wire, S. II. Bickham, jun., and J. Turner, Manchester.

13.180.    Simplex Signaller, J. Carr and R. A. Dawson, Leeds.

13.181.    Invalid Bedstead, A. McConnell, Brighton

13.182.    Sight Feed Lubricators, W. James uud G. Crowe, Chester.

13.183.    Rolling Dough, J. Vicars, sen., T. Vicars, and J. Vicars, jun., Liverpool.

13.184.    Brake Blocks, J. Westaway. Lcwdown.

13.185.    Curling Hair, F. Bartleet, Birmingham.

13.186.    Metallic Handles, F. C. Smith, Aston, near Birmingham.

13 187. Toast Racks, Ac , A. W. H. Wood, Ullesthorpo.

13.188.    Boots, Ac., W. Galloway, Glasgow.

18.189.    Corrugated Bottoms for Kettles, Ac., A. Ashby, W. J. Barrett, end G. Cook, Luton.

13.190.    Rotary Engines, T. Whitaker, Ilorsforth, near Leeds.

13.191.    Drying Tenter, E. Walker, lleckmondwiko.

13.192.    Packing Apparatus for Piston Rods, Ac., W. Brock, Glasgow.

13.193.    Paper Packages for Toilet, Ac., Purposes, O. H. Hicks, Paris.

13.194.    Cooking Ranges, J. Lockwood, Glasgow.

13.195.    Estimating Melting Points, J. July, Dublin.

13.196.    Suspender for Parcels, A. Gent, London.

13.197.    Horseshoes, R. Glover, Stratford.

18.198.    Ventilating, F. Caws, London.

13.199.    Feed-water Heaters, C. T. Herbert, London.

13.200.    Washing Machines, J. Bowie, London.

18.201.    Incandescent Klectrio Lamps, L. J. Crossloy and J. J. Iiicks, London.

13.202.    Winding Sheets of Cloth. C. Ilorold. London.

13.203.    Treating Beer, A. G. Houthby, London.

13.204.    Railway Rail Joint, W. Emmett, London. 13,206. Railway Carriage Couplings, W. Emmett,

London.

13.206.    Adapting Breech-loading Guns for Practice with Miniature Ammunition, R. Morris, London.

13.207.    Metal Wire for Electrical Transmission, E. Martin, London.

13.208.    Cutting Cloth, Ac., E. Ilrodgo, London.

13.209.    Cleansing or Carding Wool, Ac., I. Ilolden, London.

18.211.    Cleansing or Carding Wool, Ac.. I. Ilolden, London.

18.212.    Combing Wool, Ac., I. Holden, London.

13.213.    Shaping, Ac., the Edges of Cards or Sheets of othor Materials, F. J. Cox, London.

13.214.    Dyeing Silk, Ac., W. R. Lake.—(V. Qaillot,

France.)

13,216. Horse-shoes, E. O. Sclmharth, London.

13.216.    Lace Fabrics In Twist Lack Machines, E. Cope, London.

13.217.    Distilling Worts to Separate Yeast therefrom, A. G. Eraser and G. Epstein, London.

18.218.    Smoking Apparatus, J. C. Wilson, London.

13.219.    Window Sashes, F. Moir, London.

13.220.    Fastenings for Door Traps, Ac., J. Buzzard, London.

18.221.    Treating Iron Ores, Ac., J. Bonm, London.

13.222.    Umrrrli.as, Ac., J. Bond and Co. and E. de Pass, London.

SELECTED AMERICAN PATENTS 326,196. Mechanism for Operating Vai.vfh, J. H. Blessing, Albany, N.Y.—Filed June 30th, 188r>. Claim.—In a mechanism for operating Btop valves or

1326,1961

>■>

OlI

cocks, tho combination, with a central stem or stud having an internal gear wheel D fixed thereon, of a

[326,I96|

Ft

pinion E provided witli a hand wheel F, or its equivalent, and fitted to rotate on said central stud or stem, and the idler pinion G, all substantially as herein specified.

326,538. Drawino Mechanism for Spinning and Twisting Machines, Ac., Elizah E. Baker, Providence, R.I.—Filed April IHth, 1884.

Brief—A belt of leather or other material passes around the top roll and over a tension roll carried in adjustable supports, whereby the permanent mean bination,

movable supports mounted in said standards, connections for operating said supports, tension rolls E, mounted upon said supports, a movable shaft, the top rolls thereon, the belts connecting rolls E with th

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top rolls, and attachments for adjusting tho movable shaft carrying tho top rolls, substantially as and for tho purposes described. (2) The combination, with tho standards B, having tho elongated sockots and tho bearings b, the bottom rolls und their shaft, of the shaft d, the rolls D thereon, the supports G and rolls K thoreon, the adjusting screws b¹, tho belts F, the frame A, carrying arm H, the stem A¹, having the nut U~ and spring h'-i, and tho link h, having tho hooked end, substantially as set forth.

326,545. Reciprocating Motor, William F. Glass and Albert J. Weather head, Cleveland, Ohio.—Filed April 21 st, 1884.

Claim.—(l) The combination of pipe C, provided with chamber d and ports, the valvo D, having web <P, crank lovor A¹, link h, balance levor G, tilting lever H, the rock shaft j, having lovers 11, the piston-rod having stops b b, and a spring 8, substantially as

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set forth. (2) The regulating valve mechanism, consisting of tho chamber K, provided with the slotted plug k, tho half-spherical chamber N, having the flexible bottom bearing on the head of plug k, and cushioned by tho soring W, in connection with inlet pipe K and tho air pipo O, as and for the purpose specified.

326,549. Check Valve, Julian D'Esli, Medford, Mass.

—Filed November 19th, 1884.

Claim—(1) A loose cheek valvo and seat hinged upon each other, formed separately from tho pipe, and provided with a wedge E for holding said valvo and scat in the pipe to make a steam-tight joiut, and a scrow F for removing said wedge, as herein described and

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326,562. Gas Engine, George M. Hopkins, and /. Neiclon Hopkins, Brooklyn, N. Y.—Filed July 2nd, 1885.

Claim.—(1) The combination in a gas engine, of a cylinder having ignition and air and gas inlet ports, and tho piston providedjwith a cylindrical .prolonga-

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tion having formed in it ports corresponding with the ports in the cylinder, and a deflector placed within tho ignition aperture of the piston and arranged to deflect(tho ignition flame toward the open end of the cylindrical prolongation, substantially as herein specified. (2) The combination, in a gas engine, of a cylinder A, having the ignition port inlet port c, air inlet port d, and the with a cylindrical prolongation D¹, and provided with an ignition aperture a¹, and ports c¹ <N, a tube F, communicating with the port c, and opening underneath and in the vicinity of the ignition burner substantially as and for the purpose herein specified. (3) The combination, with tho air and gas induction pipo F, of a valve seat i, and a normally open valve j, and a gas supply pipe l, entering the induction tube F, outside the valve j, as herein specified. (4) The combination in a gas engine of a cylinder A, having in side thereof an ignition port a, and in the opposite side ports c d, for the admission of gas and air, a tube F, divided longitudinally by a partition f, forming a passage q, for the admission of air through the port d, and a passage h, for the admission of air and for the continuous reception of gas, substantially as herein described (5) The combination, with the igniting burner o, of an auxiliary burner having a tip r, platinum spiral s, concentric with the tip and a protecting chimney u, of wire gauze, for relighting the burner o, when extinguished, and ifor lighting the gas issuing from the mouth of the induction pipe F, as herein specified.

326,584. Incandescent Lamp, Charles G. Perkins New York, N.Y.—Filed September 7 th, 1883.

Claim.—(1) The combination, in an electric incandescent lamp, of four looped filaments arranged in two pairs, the filaments of each pair being in planes substantially parallel to each other, and substantially at right angles to the planes of the other pair, substantially as described. (2) The combination, in an electric incandescent lamp, of a group of flat looped filaments, every one of which is arranged to have its flat

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face substantially parallel with one or more of the others, and substantially at right angles to two or more of the others, whereby two or more broad lightgiving surfaces will be presented on evory side of the lamp, and the carbons during incandescence will soom to give out light from a solid centre, substantially as described.

326,695. Belt-tightening Device, Claison S. Ward-well, Stamford, Conn.—Filed August 1»<, 1885. Claim.—(1) The combination of a pulley-supporting formed of two parts longitudinally movable relative to eacli other, and a clamping plate, through a hole in which one of tho parts of the arm pauses, and which is clamped by impingement of tho sides of the holo against tho sides of the part of the arm which passes through the hole, when the plate and the arm are obliquo to each other, and a fulcrum for the arm formed on or attached to tho other part of tho substantially as and for tho purpose set forth. (2) The combination of a pulley-supporting arm formed of two parts, A and B, longitudinally movable rolativo to each other, a clamping plato C fulcrumed on tho part A of tho pulley-supporting arm, and a spring K, which aids tho clamping action of tho plate C, substantially as and for tho purposes sot forth. (8) The combination of ft pulloy-suppornng arm formed of two parts, A and B, longitudinally movable relative to each other, a

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clamping plate C fulcrumed on the part A of tho pulley-supporting arm, a spring E, and sot-alcove F, whereby tho tension of tho spring E, and consequent clamping power of the plate C, may be increased or diminished at will, substantially as and for the purposes set forth. (4) The combination of an extendible pulley-supporting arm formed of two parts longitudinally movable relative to each other, a clamping plato C provided with pressure extension piece c and spring-attaching piece d, said plate C being fulcrumed on tho part A of the pulley-supporting arm, and a spring E, whereby the clamping power of the plate C will bo aided, substantially as and for the purposes set forth. (5) Tho combination of an extendible pulley-supporting i formed of two parts longitudinally movable rola to oach other, a clamping plate C provided with pressure extension piece c and spring-attaching piece d, said plato C being fulcrumed on the part A of the pulley-supporting arm, a spring E, and set-sleeve F, adjustable on the part A, whereby the tension of tho spring E, and consequent clamping power of tho plato C, may be adjusted as desirod, substantially as and for the purposes set forth.

326,733. Screw-thread Cutting Tool, John Guedel, Canal Dover, Ohio.—Filed May 21»i, 1885.

Claim.—(1) The combination of a rigid jaw and ft plvotted jaw having tho dovetailed mortices In thoir enlarged heads with the thread-cutting dies U inserted in the mortices, the set-screws for clamping the dies in tho mortices, the set-screws X for regulating the movement of the jaws, and means for clamping the jaws together, substantially as described. (2) The combination of the spindle having the rigid jaw and the pivottod jaw, the thread-cutting dies secured in the heads of tho jaws, said jaws being provided with the inclines N, the levers M fulcrumed to the spindle, the collar O working on the inclines N, and the levers R connecting the collar O with the levers M, substantially as described. (3) The combination of

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tho threaded spindle C having the rigid head or jaw and tho pivotted jaw, said jaws boing provided with the inclines N, the throad cutting dies adapted to bo secured in the heads of the jaws, the thumb nut H and 1 on the threaded spindle, the sliding the spindle between the nuts II and I, th fulcrumed to the collar K, the collar O working on the inclines N, and the levers R connecting the collar O with the levers M, substantially as described. (4) The combination with the pivotted jaw and tho rigid jaw having the dovetailed grooves 8, provided with recesses T of the thread-cutting dies U, having the ribs V engaging the recesses T, and set-scrows for clamping tho dies in place, substantially as described.