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or should all be driven from one large main eng the former case, should the engines be high-speed coupled direct to the dynamo machines, or should they be low-speed engines driving by belts, either with or without countershafts'? In the case of using only one main engine, should a countershaft be used, or should the dynamo machines be driven by ropes running off from the engine fly-wheels at various angles? The possible combinations which might be used in devising a system of driving the dynamo machines are naturally very numerous, the choice of one or the other system depending upon local circumstances. A careful study must be made of all the peculiar features of the station and the work it will have to do. The size of the installation, the space available, facility of getting coal and storing it, the cost of coal, abundance or scarcity of water, necessity of keeping down any noise or vibration, difference between the maximum and minimum power required, and the number of hours during which each is required—all these are factoi*s to be taken into account when deciding upon the question of how the dynamo machines are to be di'iven. In the case of Victoria, two large main engines and a countei’shaft with friction clutches are used for driving the two large dynamo machines fixed at present, whilst a smaller dynamo machine is driven direct by a belt fi*om the fly-wheel of a high-speed Willans engine. Having now made these remai'ks on what might be called the general policy in the planning and designing of central electi’ic stations, we will turn to our task of describing more in particular the Victoria Central Station.

The Building.—The whole of the machinery forming the generating plant of this installation is placed in a building erected a small distance beyond the end of the main line departure platform of the London, Chatham, and Dover RailwayCoinpany. The dimensionsof this building are 83ft. long and 36ft. wide, measured outside the walls. On the ground floor is the boilei’-room, 49ft. by 31ft. 3in., inside measurement, and the engine-room, 28ft. by 31ft. 3in.; whilst the feed-water heater and filter's arc placed in a separate annexe. There are two floor's; the first floor contains the

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THE VICTORIA ELECTRIC LIGHT STATION. No. I.

Of all the seventy or more provisional orders granted by the Board of Trade and presented to Parliament for confirmation last year, only that relating to the Victoria district, and which was ajoplied for by the Swan United Company, has been vigorously pushed on as far as the generating plant is concerned. Thus, the Victoria Central Station for the supply of electricity to the public will, when the mains are laid, be the first of its kind in this country, and as such possesses considerable interest, not mercial, but also in a technical and scientific sense.

With the commercial aspect of this undertaking we will at present not concern ourselves; this is a question which time and expei’ience will settle by-and-bye, but we propose in these articles to deal somewhat fully with the technical and scientific part of the work, and to give a detailed description illustrated by drawings of the plant installed at Victoria. Before, however, entering into that description, we must give a brief outline of the area comprised in the Victoria provisional order, which the reader can easily follow by the aid of a map. Starting at the north-west corner of the district, the boundary line follows on the north Grosvenor-place, Buckingham-gate, and Birdcage-walk, where it bends southward along Princes-street, Victoria-street, Strutton Ground, and Mortimer-street. This brings us to the south-east corner of the district. The southern boundary line runs along Lupus-street, part of Commercial-road and the boundary of the Liberty of the City of Westminster, where it turns northward along 'Westbourne-street, Chesham-place, and Belgrave-square, back to the starting point. Within this area just described, and the whole of which need not immediately be lighted, lies a narrower district, called area A in the provisional order, the lighting of which is in so far compulsory, as certain streets within this narrower area—which streets have to be specified at the time the order is applied for—must within two years of the granting of the order be provided with electric mains placed underground, and so arranged that upon demand from any householder living in one of the compulsory streets electricity can at once be supplied to him. In the case of Victoria, the area A is comprised within a boundary line running on the north side along Hobart-place, Grosvenor-place, Arabella-row, and part of Vauxhall Bridge-road, on the east side along Upper Tachbrook-street to Gloucester-street to the corner of St. George’s-road, which forms the southern limit, and on the west side by way of Buckingham Palace-road and Grosvenor-gardens back to the starting point.

Now, it must be admitted that in specifying beforehand in which streets the mains shall at once be laid, the undertakers run a considerable risk. On the one hand, there is the risk whether, after the mains are laid and a vast sum of money expended on them, the demand for current is sufficiently great—in other words, whether the compulsory streets have been judiciously chosen ; on the other hand, there is the risk of a revocation of the order if the laying down of mains be too long delayed or if the plant originally laid down isobviously unequal to supply thedeniand. Tosteei-clearof either difficulty, the plant should beso arranged as to be capable of extension as the demand increases, and thus the undertakers, by making the most of particulai’ly good streets, will be able to keep even some unprofitable sti'eets within their system of supply. Such an arrangement would seem the more necessary, as electricians have as yet had no experience to guide them in forming a sound estimate as to how the average London householder will hike to the electi’ic light if it is brought within his reach. In all probability he will take kindly to it, nay, in time most likely he will eagerly demand it; but for all that it would not be wise to overlook the fact that the change from gas or candles to electricity must be effected gradually, and will require a certain period. What we said above about the mains in the compulsory streets applies equally to the generating plant at the central station. In order to avoid the mistake of putting down so large a plant that part of it might have to lie idle for years befoi'e the demand throughout the district has grown sufficiently to fully occupy it, or the more fatal mistake of putting down so small a plant that it cannot even supply immediate requirements, the electi'ical engineer will have to adopt a middle course by ari-anging his plant to be of a somewhat elastic character; not uselessly large and expensive to begin with, but capable of being easily increased.

In the case of the Victoria district, which comprises residential mansions, offices, business premises, shops, and railway stations, a tolerably steady average increase in the demand for current throughout the district expected; and to meet it, the capacity of the central station must from time to time be increased. In all probability an increase of the electrical power of the station by units of 500 lights would keep an even pace with the increasing demand. This consideration led Mr. Crompton to fix upon 500-light dynamo machines as the best suited for a beginning. Such machines are sufficiently large for economical working, and yet not so large as to involve too great an outlay of only' partly productive capital, in the case that a dynamo machine has to be added before the demand has fully risen by 500 lights.

But apart from the question of being able to inci'ease the power of the generating station by convenient units, the choice as to the size of dynamo machines must also greatly depend upon the question of how much reserve power should be provided. In dealing with this subject we will at once say that we leave accumulators out of account. As yet there is no accumulator in the market which, in point of first cost, economy in working, and reliability, can compete successfully against a spare engine and dynamo machine ; and since, in such important work as lighting fi'om a central station, only the very best and safest plant can be used, the work must for the present be done without accumulators. Reserve machinery is required for two distinct purposes ; one is the replacing of working machinery actually broken down, and the other is to help the working machinery when that appears to he too hard pressed by a temporary and abnormal increase in the demand for current. Electric light machinery has to work under conditions hardly ever met with in other mechanical processes. It has to make an enormous exertion during a few hours in the evening, and during the rest of the twenty-four hours its work is, comparatively speaking, light, or even insignificant. This state of things is a necessary evil, resulting from the hand-to-mouth character of the process, whereby mechanical energy is transformed into light; but since it exists, it must be taken into account by the electrical engineer when planning a central station. It would evidently be unwise to provide dynamo machine power only sufficient for the maximum demand, which, although leaving enough spare power for slack houi-s, would leave nothing to fall back upon in case of a breakdown occurring in the hours of heaviest work. To be safe, the electrical engineer will provide not only sufficient dynamo machine power for the possible maximum output, but also some reserve power to be used in case of a breakdown, which, indeed, is most likely to take place at the time when the working machinery is pressed the hardest. The question is, what proportion of spare power shall be provided ? This depends entirely on the size of the units composing the total capacity of the station. If only one machine is used to do the whole of the work, a spare machine of equal size must, of course, be put alongside of it. This would practically duplicate the plant, but also duplicate the expense. For this reason alone, if for no other, such an arrangement should not be used; but there is the additional disadvantage of keeping a gigantic dynamo machine and engine going all through the evening and throughout the night to do an amount of work which most part of the time could be done by machinery a third or a quarter the power. To take an example: suppose a district contains 4000 lamps, of which total one-half will at most ever be required alight at a time. This maximum of 2000 lamps will probably be on for two or three hours only every evening, whilst during the night, and especially after midnight, a much smaller number will be in use. We are probably over-estimating the number if we assume that as many as 500 lamps are left burning between 1 and 7 a.m. To feed the possible maximum of 2000 lamps one single dynamo machine could be used, but then it would be necessary to put down another 2000-light dynamo machine as a spare machine, thus in reality providing electrical power for 4000 lamps. If, on the other hand, four 500-light machines were used, it would only he necessary to provide one more such machine as a reserve—that is, in all, to put down electrical power for 2500 lamps. This would not only be a considerable saving in first cost over the former plan, but it would also have this advantage, that during part of the night and the whole of the daylight hours only one 500-light machine need he kept going, instead of a 2000-light machine. In thus subdividing the electrical plant into a certain number of smaller units, care must be taken not to overstep the limit where the greater complication and the greater proportionate cost or small machines as compared to larger machines balance the other advantages. As regards the cost of dynamo machines, this limit in the present state of industry lie3 probably below 500-light machines; that is to say, light for light, there is no saving in using larger machines. As regards complication, this depends on the proportion between the total electrical power in a station and the size of the units out of which this total is made up. If a maximum of only 3000 to 4000 lights he required, the unit should not be less than 500 lights, nor more than 1000 lights. But even for much larger installations, it will pi-obably liot be found convenient to use dynamo machines much above 1000 lights each. The reason for this we shall explain further on, when we come to speak of the means adopted by Mr. Crompton for keeping the difference of potential practically constant throughout a district.

Having settled the size of dynamo machines to he used, there comes the question of how to drive them. Should each dynamo machine have its own separate steam engine,

ine? In

countershaft and the dynamo machines, whilst the second floor at present only serves as a store-room. It is, however, contemplated to use it for placing accumulators there, should these appliances ever get to a state of perfection and trustworthiness. The lower part of the building is faced with red bricks with Mansfield stone dressing, and the upper part is of picked stocks, with red hrick bands and arches. As will be seen from our illustration—ground plan, Fig. 1—only one-half the space available in the boiler-room is actually occupied by the three boilers, it being intended to add the other three boilers, one at a time, in accordance with the increasing demand for light. Provision is also made to add another engine-room as soon as more power is required. Since the dynamo machines had to be placed on the first floor, in order to economise ground space, it became a question of the greatest importance so to strengthen that floor, and the whole building, that no dangerous vibration should take place. The means adopted by Mr. John Slater, the architect of the building, for this purpose have been found entirely sufficient. In the first place, Mr. Slater advised that the foundations of the main engines should in no way be connected to the main walls. This has been done by providing for each engine a separate foundation, consisting of a bed of Portland cement concrete, 8ft. thick, placed in the middle of the engine-room, and separated from the main walls by loose earth. In the next place, Mr. Slater put between the boiler and engine-room a strong transverse wall—see Figs. 1 and 2—which serves to tie the main walls firmly together, and partly to support the floors above. In addition to this, there are eight rivetted iron girders for the support of the first floor, or, to speak more correctly, for the support of the machinery tin that floor, since the bearings for the countershaft are placed directly over the girders, and the dynamo machines as close was possible. A large horizontal underground flu lined with fire-brick, 4ft. wide and 6ft. high—clearly shown in Fig. 3 — running longways through boiler and engine-room, serves to carry the products of combustion from the boilers into the chimney, which is octagonal, and has an external diameter of lift. lOin. at the base and 7ft. 8in. at the summit. The internal diameter is 6ft. lOin. at the bottom and 5ft. din. at the top, the total height measured from the floor of the flue being 107ft. 3in. The chimney rests on a bed of concrete 20ft. square, and carried down to the gravel. It is lined with fire-brick to a height of 41ft. The engine-house and chimney were built by Messrs. Peto Brothers, to designs by Mr. Slater.

THE DANUBE BRIDGE PROJECT.

By Robert Hudson Graham.

No. II.

I would begin this second paper by an apology for the arrangement and classification of the several designs which is here adopted, chiefly for the sake of order and convenience of description. Therefore this arbitrary classification, whether it be of system or individual design, does not necessarily imply, or give the key to, any predilection of mine for one system or design over another; though naturally, and without prejudice, it was impossible to make a close study' of the several plans and not arrive at an independent judgment of their merits.

The Fives-Lille project.—In conformity with the official programme, the Fives-Lille Company presented three designs; namely, one for a high level continuous girder bridge over the Danube ; one for a low-level bridge, with two swing spans over the same channel; and one for a high-level continuous girder bridge over the Borcea.

The high-level Danube crossing, Fig. 5, is a main continuous girder, 627 metres long, with a small double-span approach girder, 92 metres long. Beginning from the left bank there is an iron viaduct, 1154*5 metres long, in the direction of the Balta. The right-bank approach would entail formation earthworks of over 3370 metres, and the Balta formation an embankment 1585 metres long, beyond which would come a second iron viaduct leading to the Borcea passage.

The main girder is carried by braced iron piers, Fig. 6 and 7, resting on broad masonry substructures, and its ends are adorned by two very elegant and gracefully-proportioned abutment towers. There are five spans, the central three 135'2 metres—433\36ft.—and the two lateral each beingeach 110'7 metres—363ft. The ratio of end to central spans is, therefore, 0*82. The platform is level over the first four spans, counting from the right bank; but at the fifth span a gradient of O'Ol begins, and ranges 1265 metres over the Balta. By this means the formation level is considerably lowered at the point of intersection of viaduct and embankment. It was considered advisable to divide the proposed single footway into two separate footways, each T50 metres wide, placed on opposite sides of the structure. Iron guard rails run the entire length of the bridge. The flooring is formed of corrugated plates, rolled whole, that is, not composite or made up of ordinary sections. The bridge was calculated by the well-known method of Bertot and Clapeyron, both for vertical and horizontal loading. Bending moment structed for general static load, as well as separately fox-all possible combinations of live load over three spans. Also, a curve was drawn for the combination of static with a wind load of 270 kilogrammes per square metre ; and another for live load and a wind of 170 kilogrammes per square metre. The curve-envelope of this family of curves was then taken as the final bending moment curve. The stress diagrams do not show whether the girder treated as continuous under wind as well as under static and rolling loads. Bending moment curves were also drawn for all phases of launching by projection from the right bank, and the resultant shearing stress upon the floating stage regulated accordingly, so as to keep the molecular strains within safe limits. The maximum limits of sti-ess were—for the main girders, 7 5 kilogrammes per square millimetre—4'8 tons per square inch—for the cross and way girders, 6 kilogrammes jkt square millimetre—38 tons {>er square inch. The cross gii-ders

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“ appropriate” modifications, and finally, so as to be on the safe side, proceeds deliberately to thicken the scantlings throughout, complacently saying to himself, “ Well, if the old design stood, it is perfectly certain that my new modification must hold up.” Thus the unfortunate design, as time rolls on, gathers new strength with its advance in I make these observations without ex

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Mr. Koechlin. Probably, as in most controversies of this nature, they are both right in different senses. In all likelihood the Eiffel project was carefully calculated, and no doubt its internal strength is perfectly sufficient; hut its projection in plan is very meagre, and most likely it was on this account that it met with such a poor reception from the committee, design was £563,000, far below that of any other firm.

The Braine-le-Comte project.—This company presented a high-level continuousgirder, Fig. 10, crossing for the Danube, and a low-level for the Borcea, in the vicinity of Fetcsci. The piers, Fig. 11, are all masonry, and the foundations laid 25⁻5 metres below datum. The Danube bridge consists of six spans, each 110 metres, making a total continuous length of 660 metres. The dimensions of the iron foundation caissons are 25\58 by 8⁻26 metres; the dimensions of the masonry piers are at water mark 24'8 by 7'56 metres, and at high-water mark 18'46 by 6'64 metres. The upper part tapers from 11 '82 by 6'5 to 9'20 by 4 metres. The rake of the ice-breakers is very steep, being 0'8, that of the piers being 0'05. The main .girder section is channel or double-webbed, filled in with a sextuple lattice, the two girders being 10'3 metres deep and 6'5 metres apart, centre to centre. The footway is placed over the permanent way at an elevation of 5'4 metres. There are two systems of horizontal bracing and one vertical transverse system. The weight per current metre of iron framework only is 6000 kilogrammes, and the total tender £‘852,614.

identified among the ruins, their condition can only be estimated from the fittings on the uninjured boilers. The steam main appeared rather small for so many boilers, probably lessening the effective pressure at the engines, and making more pressure needed at the boilers.

“ The feed valve, although made to stand upright, so that the back valve should fall naturally into its seat, was set horizontally, making its free action doubtful, and those opened were so scaled by the dirty water as to remain fast, and, of course, ineffectual as back valves. The blow-pipe was arranged conveniently for the men, but involved the long pipe exposed to the full boiler pressure under the flue, which pipe being firmly fixed in the brickwork, the slightest movement in the boiler must strain the upright pipe or the joints next the boiler. In the exploded boiler the original pipe had been replaced by a piece of wrought iron pipe, screwed into flanges, and the connection made with a make-up collar, involving two joints, and it was evident that this joint had leaked considerably, as the red lead was blown out. Some of the similar joints on the other boilers were leaking, one having only one sound bolt left. The gauge cocks were many of them fast, as if seldom used, and some of the tubes within the boilers had fallen off, and being placed so near the fire, where there is most ebullition, they could not have given very certain information. The long branches of the glass water gauges evidently could easily choke up with scum from the surface of the water, and they stood so high as only to be reached with a rod.

“There was no means of ascertaining the actual pressure at the time of the explosion, but the ordinary working pressure, or even less, was amply sufficient to cause all the wreck if once it got vent, as all the pent-up power was liberated in a very short time. For working plain cylinder boilers at the unusual pressure of 85 lb. the fittings should have been of first-rate kind and kept in perfect order. Those in charge of the works seem hardly to have realised the contingencies to be provided against where such a quantity of steam was needed at times for carrying cause the water to go away quicker than if evaporation bad been the cause. If the leakage had been one square ineh in diameter, more than half the quantity of water missing would have escaped in an hour. The first effect of the leaking would be to throw down the brickwork protecting the blow-pipe from the heat, thereby accelerating the leakage. Had the blow-pipes been quite loose, so as to move with the boiler, the strain would have been much less. Double the number of boilers was required to carry on the works with economy, and half as many more for safety. By Mr. Hickman: He considered that the flange joint and the joint against the boiler had been leaking. He was the responsible engineer to the Mines Drainage Commissioners, but he would not say whether the boilers under his care were provided with whistles, although he had recommended them. He had inspected boilers at Mr. Hickman’s Spring Vale Works, but did not remember having recommended the use of such whistles. He was not aware that the water for the donkey pumps came from a jacket pit, supplied from an adjoining blast engine. Had he known so, he would not have made his remarks relative to muddy water. He, however, noticed that the pipes dipped into the canal. Replying to the foreman of the jury as to the quality of the iron used in the plates, Mr. Marten said that they were of the quality which had been specified on behalf of the company to the boiler-maker. They were single “best,” not double best. He did not condemn the quality, but he should himself have desired a superior—in other words, a tougher—quality.

Mr. Lewis G. Fitzmaurice, the manager of the steel works, recalled, stated that the water for the donkey pump came from the condenser of the blast engine at Mr. Hickman’s furnaces. He had made the jacket pit 10ft. deep, so that the mud might fall to the bottom. Before the water found its way into the boiler, it was passed through a feed-water heater, from which it was pumped into the boilers by the donkey engine. As the heater was fed from the top, any mud which might then he in the water would again fall to the bottom. The water before it

(f

THE BOILER EXPLOSION AT THE STAFFORDSHIRE STEEL WORKS.

The report and plan presented to the coroner at the adjourned inquest in this case, held at Ettingshall, near Wolverhampton, on Thursday evening last week, we here supply. Mr. Marten had been instructed to report to the coroner on behalf of the Crown.

There were, Mr. Marten writes, “ten boilers in one bed, numbered from 1 to 10. The three boilers on the right-hand side of the group, Nos. 1, 2, 3, exploded, and No. 4 was thrown out of its seating, and the brickwork displaced from the side of No. 5. The sketches and the models show the position of the boilers before and of the fragments after the explosion.

“ The explosion seems to have originated with No. 2 boiler, which ruptured over the fire on the left-hand side, longitudinally across two rings of plates, owing to the softening of the iron through shortness of water. These two rings of plates just beyond the bridge opened out like wings, striking the boilers or brickwork on either side, and causing Nos. 1 and 3 also to explode. These two rings of No. 2 fell near the office, and the frout end of No. 2 was thrown to the right rear, and fell on a canal boat, while the back end of No. 2 passed through the engine-house at the back of the bed of boilers, and fell in the works beyond.

“ The boiler No. 1, on the right-hand of No. 2, received the hardest blows from that boiler, and also divided into three pieces, the front end, with three rings of plates attached, being thrown on pit mounds about 230 yards to the front; the two middle rings of plates, much crushed, falling in the works to the rear; and the back end with the other four rings of platen falling near it. The boiler No. 3, on the left of No. 2, was only torn into two pieces, the front end, with two rings of plates attached, being found in a brook about 340 yards to the front; and the back end, with the other seven rings of plates, falling into the works behind the accumulator. The boiler No. 4 was dragged out of its seating, but only slightly ruptured where it fell across No. 5.

“The boilers were of the kind called plain cylinders, and were nearly all alike and similarly seated and fitted. They were 34ft. Gin. long, 6ft. diameter, and were made of £in. plates— said to be Sir J. Brown and Co.’s Best Best, but only a single Best brand was found—with one large steel plate over the fire. They were machine rivetted with a double line of rivets in the longitudinal seam. They were set with the usual large firegrates 7ft. long, and of the full width of the boiler, with flash flues enlarged towards the upper part and gathered in about the level of the low-water line.

“ As vessels to retain pressure, they were sufficiently strong, as the bursting strain would perhaps be five times the working pressure, but plain cylinder boilers, externally fired, have to bear the strain of expansion between the highly heated underside and the cooler top, and the plates under this strain, and also that of the pressure, have to transmit the heat through them needed for evaporation, and the stress is greatly increased with dirty, muddy, or scale-making water and forced firing, and most of the boilers bore evidence of both these strains in considerable degree, as there was much mud and accumulation of Beale chips in some of them, and the continued violent ebullition had marked the plates above the fire nearly to the top. Some of the plates over the fire-grates were distorted by this overheating, and several had needed patching. The plain cylinder boiler gives moderately good duty when worked at the proper slow rate, but its large fire-grate allows it so easily to be overworked, that in practice its duty is often bad, and each additional amount of forced over-evaporation per square yard of heating surface is given with more and more waste of fuel, and in like increasing proportion endangers the fabric of the boiler itself.

“ In the present case, had the same amount of fuel been burnt under twice the number of boilers, there would probably have been ample supply of steam without heavy firing. If the overheated boiler No. 2 was fitted like the others it had a steam stop valve with a 6in. branch 8ft. 6in. long, leading to a 12in. steam main ; a feed stop valve with loose valve, intended to act as a back valve, with a 3in. branch 2ft. Sin. long, leading from the 3in. water main ; a blow-off cock in front of the boiler, with a Sin. branch 35ft. long, leading from the back of the boiler under the flues and ash-pit; two safety valves, 3£in. diameter, on one branch, loaded to about 85 lb. to the square inch ; three gauge cocks on the third plate, with tubes hanging down inside of boiler to the respective lengths of 1ft. Gin., 1ft. 10in., and 2ft. 2in.; a glass water gauge connected with the boiler by two branches 2in, diameter, the centre of the glass showing about 4ft. of water in the boiler ; and lastly, a steam pressure gauge standing over the fire door. Most of these fittings being uu-

FRONT OF M- 3

FRONT OF N”I

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STEEL WORKS

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RESULTS OF THE WOLVERHAMPTON EXPLOSION.

on the works. The feed-water was taken from a canal basin but a short distance from where the blow-pipes empty, and the constant movement of the boats must have stirred up the mud. The immediate cause of the explosion was doubtless the softening of the plates from overheating through shortness of water, which may have arisen from want of attention to the feed by the attendant, but, if so, it must have extended over some hours to have allowed so large a quantity of water to get away by mere evaporation. The marked and severe overheating just beyond the bridge, with comparatively slight, although distinct, marking elsewhere, points to a sudden lowering of the water, either for the passing of the water from one boiler to another, which might be the case with back valves of such uncertain action, but most probably from the failure of the insecurely repaired blow-pipe. The existing water indicators were not very efficient to detect such a sudden fall in the water, as it would soon be below the glass, and the gauge taps were only useful when tried. Had there been a float with a good long range, especially if with a warning whistle, it might have been detected in time to prevent the overheating and the explosion.”

On Tuesday last the third and final sitting of the jury took place near Wolverhampton. Mr. E. B. Marten, C.E., recalled by the Coroner, said that the stress upon the iron of the first exploded boiler was largely increased by the muddy water, the deposit settling on the boiler’s inside and preventing the passing away of the heat. Firing must have been very heavy, since the ebullition over the fire-place had marked the plates with scale almost to the top of some of the boilers he had entered. The back valves into the feed pipe were supposed to prevent the water going back, but if they were open there would be a communication between the connected boilers, and if the firing was heavier at one boiler than another it would produce a tendency to force the water from the boiler being heavily fired into the others. But if the feed water were pumped at full pressure this could not happen. The capacity of the boilers was about 1000 cubic feet, and when the steam space was taken away there was 600 cubic feet of water. When the lf>in. of water were in the boiler there would therefore be 150 cubic feet of water. The other 450ft would be missing, cither by evaporation or leakage. If the blow-pipe had blown off entirely the water would have rushed out in a noticeable manner. A leak in the pipe would

was supplied to the condenser was taken from a canal basin. It was, however, to be borne in mind that, although the water when supplied to the boiler was apparently clear, it yet contained sulphate of lime in solution, which would deposit scale upon the boilers.

Mr. James Ramsey, M.E., and Surveyor to the Board of Trade, said -I made an examination of the boilers for the Board of Trade a few days after the explosion. As to the sizes and position and description of the pieces of the boiler found after the explosion, I agree with Mr. E. B. Marten. From my examination of the pieces of the exploded boiler, I have come to the conclusion that the boiler exploded from some of the plates having become overheated. Each side of the second boiler, about I6in. from the bottom of the water space, appeared to have been so overheated. The bottom edge of the heated plate measured about 16in. from the bottom, extending up the side of the boiler about 2ft. The heat must have been greater at the lower edge than at the top; and the fracture was in that space. The overheating was due to the shortness of the water, which had sunk to 16in. from the bottom of the boiler ; and 1 think the water must have left the boiler somewhat suddenly. How it got out of the boiler is only a matter of conjecture; but, judging from the appearance of the blow-off pipe, it is probable that it may have gone through it. The upper joint of the pipe, next to the boiler, was, in my opinion, defective before the explosion ; I come to the conclusion from the appearance of the joint now, and as I saw it before it was taken off. The red lead must have been blown out. The joint is not one which anyone of experience would have made for 80 lb. pressure. It was liable to spring open when screwed up. After the explosion I saw the blow-off pipe tested. At first there was difficulty in filling it with water, as it kept running away ; so we thought the cock had been slack in its seat, and after we had given it a turn round by a spanner it held water; and we tested it up to a point at which the pressure was 601b. There was leakage through the pipe, and a slight leakage, so we could not get a higher pressure through the cock. I saw the back valves remaining on boilers No. 6 to 10; and except No. 10, all were fast or sticking, owing to the scale adhering round the circumference. The valves were also placed on the boilers horizontally, in which position they could not

bad

were

connec-

Total.

710

455

414

‘J0(i

146

4.    40 ,, 100 ......

6. 100 tons and over

01

72 . 8 .

Steel. Composite. .. 1 ..

10

2 ..

com-

The numbers of wood English

Registered as British ships.

13

..    38

lti .

21

108

tm

84

27

21

344

Steel. Composite. . 7 .... 0 . 0

27

20

52

38

4    ..

50

100 300 and o

Total

a new

‘V‘V )    X IUIV.OOU1 GCUIgU 1UIUUB , bliu lUUrtll

Artist's Colours,” by J. M. Thomson, F.R.S.E., on chemistry at Kings College, London; the fifth course will be on “Carving and Furniture.” hv .T Hnnor..rfr>rrl ivuion .

Carving and Furniture,” by J. Hungerford Pollen ; the sixth course will be on “ Photography and the Spectroscope,” by Captain W. de W. Abney, K.E., I.R.S.; the seventh and concluding Resistance. The author has had occasion to compare with ten course will be on “The Manufacture of Toilet Soaps ” bv C R Til* C°S Whl<:h had been ^sted by Lord Rayleigh Alder Wright, D.Sc., F.R.S., F.C.S. A special course of lectures m 1882, the cod then being two years old. He found that its will be delivered under the Howard Trust, on “ The Conversion of resistance was 0‘98335 B.A units at 14 05 deg. Cent., while Lord Heat into Useful Work,” by W. Anderson, M.LC.H The two Rayleigh found the value 9 98330 B.A. units. Thus, either the juvenile lectures will be given on Wednesday evenings, December

7tl'i    «■ * —i

be expected to act bo well as in their natural vertical position. The internal feed-pipe attached to each projected 3ft. 6in. down in the boiler. At the bottom end there were holes. If the feed pump was stopped and the valves left open through the neglect of the attendant, and there was a difference of pressure in the boilers in connection, where the pressure was greatest the water would be driven to where it was lowest, with the result that the water would be blown to within 2ft. 6in. of the bottom. Supposing that had occurred, the remaining difference in the depth of the water would be accounted for by the leakage in the blow-pipe. How long it would take to blow the water from one boiler to another would depend upon the pressure and the quantity of steam. Another reason why one would think that the blow-off pipe was defective, was that some of the rest that remained were also defective. No. 6 was, he believed, broken, and Nos. 7 and 8 were leaking at the joint. He considered that the glass gauges are very good indeed ; the safety valve, too, is good; and the chests of the feed valves are good, only they were badly placed. The blowr-off pipe, however, was very indeed—bad in position and bad in construction. The effect of that bad joint was that it was liable to leak. The badness of position kept it out of sight, which was a serious defect. Independently of the way in which the joint was made, its being placed firmly in the brick setting would put a strain on the pipe, and give it a tendency to leak, for the boilers would move and the setting would be firm. As to the boiler, it could not be objected to as a vessel for containing fluid pressure ; but when the water used was taken into consideration, the form was objectionable. The scale would accumulate, and the water would be kept from protecting the plates, which consequently would burn. Besides, the bottom of such boilers was always most heated. The safest plan would be to get the water purified from a surface condenser. In that case the boilers would be worked long enough. He could not answer whether the boilers were sufficient for the work they had to do. But the greater the quantity of water going through a boiler in a given time, the greater would be the scale. It would have been easy for an experienced engineer to calculate the boiler power he would need for a given quantity of work. A boiler subjected to great heat at the bottom, and being cold at the top, must produce a racking strain on the circumferential seams, and so give them a tendency to leak. But it could not be forgotten that a great many such boilers were in use. As to the water gauges, if the water went down slowly, and they were in good order, the attendant should have seen it. His experience was that when water got out of the gauge, the fire should be at once drawn.    As soon as the water got below

the gauge glass, the side of ends were above the water-level, and were therefore being heated. If there were two water gauges instead of one it would have been better, but in his opinion steam whistles and floats tended to mislead, though he might be mistaken. The effect of his evidence was that the boiler exploded through overheating by a sudden escape of water. Taking into consideration that it was night time, the attendant might have been deceived as to the height of the water in the glass; but if the glass worked properly and was not stopped up—as, however, it had been said they occasionally were—and the inan had good light, he ought to have detected that the water was low. The time which was necessary to blow down a boiler depended upon the quantity of steam mixed with the water. Half the full of the boiler of water, having no steam with it, would pass out of a Jin. hole, which was the size of the blow-off'pipe, in minutes; but water generated with steam at 80 lb. would require sixty minutes to escape. He did not think that it would be right of him to suggest anything for the future working of the boilers. He could not say that the boiler attendant had been neglectful of his duties, for he did not know what they were. The man’s chief difficulties would be with his gauge glasses, and his blow-off ought not to be out of sight.

By Mr. Hickman: There would notbe back pressure in the boilers if the donkey engine was on. The attendant would not have too much to do if he had only to look after ten boilers and the donkey engine pump. It would take some time for the escaping water to appear in the stokehole, because the space between the middle bridge and the back one was so considerable that for some time the draught would take the escape up the chimney.

By a Juror: The working stress on those boilers would be about four tons per square inch, but it could not be told unless all the circumstances were known the time that would elapse between the explosion of the boiler and the time at which the water ceased to move in the gauge-glass. The water had sunk to 2ft. 6in. below the ordinary water level.

The Coroner pointed out that it had been shown that it would take about three hours to evaporate that quantity of water, but it would escape to the point at which it stood when it exploded in only a few minutes if there had been any circumstances to occasion a sudden escape.

Mr. Alfred Hickman, the chairman of the board of directors, stated that when they bought the plant from the Mersey Forge they sold three Lancashire boilers at a third of their cost because they were held to be unsuitable for the water of the Staffordshire district When lie knew that the boilers using from 35 to 40 tons of slack per day, his own experience told him that more boilers were needed, and after consultation with the directors, two more had been ordered.

The Coroner having summed up, the jury, after two hours’ deliberation, returned the following verdict:—“That the deceased persons lost their lives by the explosion of boilers at the works in question. That such explosion was caused by No. 2 boiler being overheated through shortness of water; that such shortness of water in No. 2 boiler arose from leakage in the blow-off pipe joint and cock, the result of accidental causes, and not from the negligence of the engineer in charge.” The jury then recommended “ that the blow-off cocks be placed on the top of the boilers, as suggested by the surveyor to the Board of Trade; and that additional boilers be provided by the company for the more efficient working of the engines and the supply of steam.” They desired to recognise with satisfaction the services of Mr. Alfred Hickman, who had “ furthered the investigation as much as lay in his power.”

Mr. Ramsey stated that he had not recommended that the blow-off cocks ought to be placed on the top. He had said that they ought to be placed where they could be seen.

Mr. Fitzmaurice remarked that he had recommended that the blow-off cocks should be placed on the top of the boiler. i The Coroner said that Mr. Ramsey had merely said that the fittings should be get-at-able.

The Foreman : That is the wish of the jury.

The inquiry then ended.

300-HORSE POWER COMPOUND MARINE ENGINES.

Before concluding, may we venture to ask, Have not

WALES & ADJOINING COUNTIES.

CONTENTS.

300-HORSE POWER COMPOUND MARINE ENGINES.

The engravings on page 409 show the general arrangement of a 300-horse pgwer compound surface condensing marine engine apd boiler constructed at the Imperial Government Works—

Department of Zousenkiokio—Hiogo, Japan. The vessel was built from the designs of Mr. J. B. Hannah, and was launched on the 14th March of this year, and finished at the end of April, when the official trial was made, giving very satisfactory results. The vessel’s dimensions are:—Length, 168ft.; breadth, 24ft. 6in.; draught—mean load—13ft., giving a displacement at load draught of 850 tons. This vessel was built to the order of a Japanese shipping company for the coasting trade between Yokohama, Hiogo, and Nagasaki, and was specially designed for the passenger and cargo trade of the country. The engines and boilers, which have been constructed from the designs of Mr. Janies Lang, superintendent engineer, are the usual type known as inverted cylinder, having three wrought iron columns in front, and supported on the opposite side by columns cast on the condenser. The crosshead works in slipper guides. The air, circulating, and feed pumps arc worked off the low-pressure cylinder by levers; the circulating is double-acting. The cylinders are respectively: high-pressure, 21in., and low-pressure 37in., with a piston stroke of 27in. The engines are supplied with steam at a pressure of 65 lb. per square inch by a boiler lift, diameter by 9ft. lOin. long, having three furnaces 2ft. 9in. diameter, and constructed to pass Board of Trade requirements. The guaranteed speed was 10 knots; but on the trial a speed of 11 knots was attained, being one knot in excess. Of our engravings, Fig. 1 is a longitudinal section through engine and boiler space; Fig. 2 is a plan; Fig. 3 is a section at forward end of engines looking aft; Fig. 4 is a section at aft end of boiler looking forward; Fig. 5 is a longitudinal section of after part of vessel, showing stern tube and intermediate shafting.

YACHTS IN 1884.

We have more than once adverted to the increased interest taken in yachting; it may be of some interest to our readers to be in possession of figures on the subject, which we have compiled chiefly from the Yacht Register, now published annually in tion with Lloyd’s Register. The official registry of shipping by the Board of Trade does not furnish full information on the subject, seeing that very few of the smaller classes of pleasure craft are registered as British ships. Lloyd's Yacht llcijistcr for the current year contains the names of 3760 yachts, but of these over 700 are American, and many others are included which hail from Continental ports. Considering only vessels under the English flag, that is, hailing from ports in the United Kingdom and the Colonies, there are of wood-sailing yachts the following numbers:—

Registered as Notrcgis-British ships. tered.

MM.. 640

145

Total 1030

Lloyd's Society have endeavoured to make the list as complete as possible, and probably for all but the smallest class it is practi-. cally complete, but it is obvious that in regard to vessels below 10 tons, it must be difficult to distinguish between mere boats and craft of sufficient importance to have a place in the yacht list. The tonnage regarded in the classification is that used by the Yacht Registry, which is the Thames rule of measurement, the register tonnage being only known in the case of vessels which have been measured by the Board of Trade for registry as British shiiis. There is hut a comparatively small number of iron and composite sailing yachts. The Britisli vessels given in the Yacht Register are as follows:—    '

Iron.

Under 10 tons 10 to 60 50    „ 100

100 tons and over

In steamers, as might by expected, the proportion of iron and posite vessels is much greater, screw steamers given are as follows:—

Total. •

300 tons and over

Total

The number of iron, steel, and composite screw steamers arc

Iron.

Under 10 tons 10 and under 20 „ 60 „ 100 „ 300 „

VI I

157    ..    ..36 .. ..18

Probably many of the smaller class of vessels, which are hardly more than steam launches, have not found a place in the Yacht Register. Almost all the iron, steel, and composite steam yachts are registered as British ships, with the exception of those under 20 tons. It may be remarked that we have adhered to the Thames measurement tonnage all through these figures for the purposes of comparison. The gross register tonnage would be about one-third less; the net register tonnage of steamers, as is well known, varies very much in proportion to the gross. It remains to be said, further, that a small number of paddle steamers appear in the Yacht Register—five wooden vessels, all below 50 tons, and four iron vessels, of which three are over 50 tons. In addition to steamers and sailing ships, we have to mention vessels fitted for propulsion by electricity. Of these there are three small vessels, two of which are put down as of two tons, one of one ton, and all three built of wood.

We have, in the preceding figures, purposely confined ourselves to English yachts. The number of foreign vessels of which particulars are given in Lloyd’s is small, except in the case of American yachts, to which we make special reference. With a view of supplementing to some extent the preceding figures, we may mention that in the current French Yacht List, published by MM. R. and B. Clerc, of Rue St. Lazaire, Paris, it is stated that the number of French yachts over five tons is 794, with an aggregate tonnage of 17,000. There are, it is said, seventy-three steam yachts, suitable for a long sea voyage, with an aggregate tonnage of 9000.—Nautical Magazine.

THE PHYSICAL SOCIETY.

At the last meeting of this Society, held on the 22nd inst., Professor Guthrie in the chair, Mr. James Bewsher was elected a member of the Society.

^ The following notes were read by Mr. R. T. Glazebrook, M.A.. F.R.S.: “On the Permanence of Some Standards of Electrical or they have all remained permanent. “ On the Effect of Moisture in Modifying the Refraction of Plane Polarised Light by Glass.” The author described some experiments he had been engaged in lately at the Cavendish Laboratory. Plane polarised light is made to fall on a plate or a wedge of glass at various angles, and the position of the plane of polarisation determined. It is found that this depends greatly on the hygrometric condition of the air in the neighbourhood of the glass. If moist air be blown on to perfectly clean glass, the plane of polarisation of the emergent light is displaced from its normal position in one direction, while, if dry air be blown, it is displaced in the opposite direction. At an angle of incidence of 60 deg., the difference between the two positions is from 6 min. to 8 min. If, however, the glass be not perfectly clean, the effect of moisture is at first the same as that of dry air, though on repeating the draught an opposite effect is observed. The author assigns as the cause of this the heating of the surface, which, as Magnus discovered, is produced by a draught of moist air. He finds, on repeating Magnus’s experiment, that the heating is not produced if the glass be clean, and he shows, by an independent experiment, that slight local heating does produce an effect on the plane of polarisation in the same direction as that due to the dry air.

Mr. Glazebrook also exhibited a spectrophotometer, described by him in a paper read before the Cambridge Philosophical Society— “Proceedings” Phil. Soc., vol. iv., l’t. vi.—and made by the Cambridge Scientific Instrument Company, from his design.

A note “ On a Point in the Theory of Pendent Drops,” by Mr. A. M. Worthington, was read by the secretary, Mr. Walter Daily. This was a note upon a paper, recently communicated by the author to the Royal Society, upon the measurement of the surface-tension of a liquid from observations of the forms assumed by pendent drops. By making a measurement of a horizontal section of such a drop, and of the angle made by the tangent plane to tho surface at the line where the section meets the surface with the horizontal and knowing the density of the liquid, sufficient data are obtained to determine its surface tension. Professor Perry, remarking upon this paper, gave an account of some researches upon the subject, in which, some years since, he had assisted Sir William Thomson. On the usually accepted theory of surface tension, based upon the behaviour of liquids in capillary tubes at every point of the surface of a liquid, the equation

kp= "if⁺Til

must hold, where p is the pressure at that point, or the difference of pressures on tho two sides of the surface, It and R¹ the two principal radii of curvature, and k a constant. In the case of a drop whose surface is one of revolution about the vertical, the contour may be drawn from the equation; this was done, and theoretical drawings were made of a number of drops. These have since been compared by Sir W. Thomson with enlarged photographs of actual drops, and the results are highly satisfactory. This law no longer holds in the case of a drop at its “critical point,” or that point when it is about to fall, since here dynamical action comes in. Mr. Daily also read a paper by the same author “ On a New Capillary Multiplier.” This is an ap]>aratus for the measurement of surface tension, and is a modification of one used by hi. Despretz. From one extremity of the arm of a balance is suspended a roll of platinum foil, consisting of a strip 50 centime, long and 5 or 6 ccn tims. broad, rolled up, the successive convolutions being prevented from touching by rolling up with the foil a number of small pieces of hard glass tubing about 2 millims. diameter, which occupy the upper part of the helix and preserve the form of the lower part. The coil is cleaned by igniting it in a Bunsen flame, and then suspended with its lower end in the liquid to be examined. The increase in weight corrected for the part of the coil immersed is due to the fluid rising between the convolutions. From this the surface tension is readily calculated. Mr. Hilger described solar eye-piece. In Professor Pickering’s eye-piece there are two rectangular prisms of glass of slightly different refractive indices. The light of the sun undergoes partial reflection at the surface, separating the two prisms, the ratio of the reflected to the incident light diminishing with the difference between the refractive indices. It is found, however, that such a prism under a high power always gives a double image, due to the two glass surfaces, it being practically impossible, even under enormous pressure, to bring them into true contact. To obviate this Mr. Hilger makes the second prism of Canada balsam, which gives the most satisfactory results, the image being pure and simple.

Thames Communications—Notification is given by the Corporation of London that they intend to apply to Farliamcnt next session for leave to bring in a Bill empowering them to construct a bridge over the Thames below London Bridge, between Little Tower-hill, on the north, and Hartley’s wharf, on the south, with approaches and other works. The approach on the north side will be a road commencing about 58ft. east from the north-east corner of No. 01, Minories, and that on the south side will commence from and out of Tooley-street, about 75ft. west from the south-west corner of Short-street. Bowers are asked for controlling and regulating the traffic, for purchasing lands, extinguishing ferry and other rights, and for authorising and requiring the justices of the peace for Middlesex and Surrey to contribute annually out of the county rates, towards the expense of maintenance, such a sum as may be named in the Bill or be prescribed by Parliament. Authority is also sought to enable the Corporation to apply the income of the Bridge-house Estates and other moneys to the purposes of the Bill.

Society of Arts.—The first meeting of the 131st session of the Society of Arts was held on Wednesday, 19th November, when the opening address was delivered by Sir Frederick Abel, C.B., D.C.L., F.R.S., chairman of the Council. Previous to Christmas there will be four ordinary meetings, in addition to the opening meeting. The following papers—among others—will be read during the sessionThe International Health Exhibition,” by George Buchanan, M.D., F.K.S.; “Electric Lighting in America,” by W. H. l'rcece, F.R.S.; “ Education at the International Health Exhibition,” by J. G. Fitch,M.A.; “TheEmployment of Hydraulic Machinery in Engineering Workshops,” by Ralph H. Tweddell; “ The History and Manufacture of Playing Cards,” by George Clulow ; “The Musical Scales of Various Nations,” by A. J. Ellis; “The Painless Extinction of Life in the Lower Animals,” by B. W. Richardson, M.A., M.D., F.R.S.; “Marine Biological Laboratories: their Organisation, Work, and National Importance,” by Professor E. Kay Lankester, M.A., F.R.S.; “The Preparation of Butterine,” by Anton Jurgens ; “ Recent Improvements in Coast Signals,” by Sir J. N. Douglass ; “ Prospective Sources of the Timber Supplies of Great Britain,” by 1\ I,. Simmonds ; “ The Influence of Civilisation upon Eyesight,” by R. Brudenell Carter, F.R.C.S.; “The Evolution of Machines,” by Professor H. S. Hele Shaw; “Tempered Glass,” by Frederick Siemens. The first course of Cantor lectures will be on “ The Use of Coal Gas, by Harold B. Dixon, M.A.; the second course will be on “Climate, and its Relation to Health,” by G. V. Poore, M.D.; the third course will be on “The Distribution of Electricity,” by Professor George Forbes; the fourth course will be on “Artist’s Colours,” by J. M. Thomson, F.R.S.E., F.C.S.. lecturer

COMPOUND TRIPLEX ENGINE.

MESSRS. GOODFELLOW AND MATTHEWS, HYDE, ENGINEERS.

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of the earliest kinds of straw shakers was a series of wood bars ! use, with a view to counteract or take up the momentum of the or strips, motion being given to them by crank shafts, one at shoes, each end, and coupled by outside connecting rods. Another early plan was one large moving tray or shoe the full width of the machine, and another form used by Messrs. Ransomes for many years, that of a series of triangular revolving rollers, each street passenger railway, I’hiladelpha, from the ferries to Forty-roller having three rows of spikes in them. Besides these there second - street, have been successfully tested. The engines have been tried various forms of rotary shakers and combined are 300-horse power each, and were built by Robert Wetheriil rotary and reciprocating. But almost all these systems have a,'<! P°’> Chester, Pa. The six boilers, of 75 horse power each, *7 «W *■» country at Icftst, what I, JLi the box    “antaffS ££>&?S<S

shaker, consisting of narrow bottomless boxes with grid tops, Market streot lino from Twentieth-street to the river, will bo put receiving a compound motion from one or from two cranks, down, the greater portion of the tunnel being now completed. There According to the size and width of machine, there are from will be two sections of cable on Market-street, both run by the three to live of these boxes. The methods of working these engines at Twentieth-street. The west section will run from boxes have varied a good deal—a crank placed at the end Twentieth-street to Forty-second-street. Each of these cables will nearest the drum, the other end of the boxes carried on rockers weigh 19,000 lb. The first named will run at the rate of 7 miles an or hangers—a crank placed at the end farthest from the drum, hour, and that to West Philadelphia at 10. Similar engines and the opposite or drum end carried on rockers or hangers—two rnachinery to those just completed at the Twentieth and Market-cranks, one at each end, outside connecting rods being used—two streets station will at once be put in at the engine-house at Twenty-crank, without any outside rods-one lank in the middle,

with the alternate boxes on rockers or hangers at either end ; Sansom-street, below Ninth, which will be erected by the Traction this was at one time known as the cross shaker. The working Company, which will run the cable on the Sansom-street line.

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We have frequently drawn attention to the efforts that have been made to provide a compact and economical steam engine for the direct driving of dynamo-electric machines, and other similar work, and from time to time have given illustrations of several of the more important of these inventions. Most of the engines hitherto brought out have had compactness for their main object, rather than economy in steam consumption, but recently Messrs. Goodfellow and Matthews, of Hyde, near Manchester, have introduced a compound triplex engine, in designing which an attempt has been made to produce an engine which would not only occupy little space, but which would also work with considerable economy of fuel. Figs. 1 to 5 above show the construction of an engine of this description which has been erected and put to work on board the armed cruiser Alfonso d’Albuquerque, built by the Thames Ironworks and Shipbuilding Company for the Portuguese Government, The engine drives a special D‘2 Siemen’s dynamo machine, shown in elevation in Fig. 1, and supplies a current for a hundred 20-candle Swan lamps. The steam is used expansively in three pairs of single-acting high and low-pressure cylinders, each pair placed tandem fashion, with the cranks at angles of 120 deg., a considerable ratio of expansion being obtained in this way without interfering with the simplicity of the valve gear. Fig. 3 is a transverse section througli the cylinders. The high-pressure pistons are 4in. diameter and the low-pressure 7in., the stroke being 4in., and the speed in ordinary working 700 revolutions per minute. A much higher speed can, however, be obtained if desired, as the moving parts are all carefully balanced so as to avoid vibration, and the small pistons always being exposed to steam of considerable pressure, the connecting-rod brasses are kept up solid to their bearings, so preventing all liability to knock, even when running at a very high velocity. The valve gear is shown in Figs. 4 and 5. The valves are of the piston type, the arrangement being such that the steam is cut-off in each cylinder at about two-thirds stroke, so that the total ratio of expansion is 475. The distribution of steam will be readily followed from the engravings, which show the exhaust passages from the high-pressure cylinder of each pair to the low-pressure of the next. The connecting-rod ends are generally lubricated by a supply of oil retained in the chest, but in the larger sizes, where the rods are long, an ingenious arrangement is provided whereby the small ends are oiled from cups placed on the high-pressure cylinder covers, communication being made by means of sliding pipes. Though, as already stated, these engines have been specially designed for steam economy, they in first cost, power for power, really somewhat less than the ordinary three-cylinder single-acting engine. The fuel consumption is stated to be as low as 3 lb. per indicated horse per hour with a boiler evaporation of 9 lb. per lb. of coal, but if the steam is condensed after expansion in the low-pressure cylinder, the same power can be obtained with about 2^ lb. per hour. If this is the case, and it can be kept up in constant work, we think Mr. Matthews is to be congratulated in having produced an engine which has been wanted for a long time. Every part is carefully balanced, and the wearing surfaces are all extra large. We understand that at the trial of the

machinery in the Alfonso d’Albuquerque, which took place on the 24th of last September in the presence of a distinguished party of visitors, great satisfaction was expressed at the results, and at the silent manner in which the engine worked.

NALDER AND NALDER’S THRASHER SHAKERS.

The problem of working straw shakers and shoes of thrashing machines has occupied a good deal of the attention of machine builders for many years, and hence a great variety of devices for hanging and giving motion to these parts of thrashers. One

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if?** of the shoes has been generally done by a separate crank shaft and two or more connecting coupling it to the shoes, eccentrics in place of cranks have been used, so also have rocker bars with connecting rods driven by the shaker crank. The above illustration of Nalder’s patent system is a marked deviation from the old groove—they do away with the separate shoe crank, use one crank only which is placed in a central position and attach the shaker boxes directly to the upper and lower shoes at opposite ends, this direct attachment giving the requisite stability with freedom of action of the shaker boxes. The illustration sufficiently explains the arrangement of driving, but the spring hangers used are not shown. They are stronger than in general

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The Cable Railroads in Philadelphia.—The two large Corliss engines which are to run the underground cables on the Market-

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In London during last week 2409 births and 1521 deaths registered. Allowing for increase of population, the births

_    .    . ,    . „ , ,    m j 250 and deaths 255 below the average in the corresponding weeks

The Birmingham and Central Tramway Company on Tuesday . of the last ten year8. The death rate was 19'7. availed themselves of the sanction of the Corporation to run to Perry Barr. The motive power is steam, and the route is by way of Newton Row, Six Ways, and Ilirchfield.

Sir Henry Bessemer says that by the use of a very pure charcoal pig iron, and its treatment by a special method, a Bessemer steel is obtained which on analysis is found equal in purity to the highest brands of steel made from blistered bars.

During the week ending November 22nd, the deaths registered in 28 great towns of England and Wales corresponded to an annual rate of 20'9 per 1000 of their aggregate population, which is estimated at 8,762,354 persons in the middle of this year. The six healthiest places were Bristol, Newcastle-on-Tyne, Halifax, Brighton, Leicester, and Portsmouth.

Reporting on the water supplied to London during October, Messrs. William Crookes, F.R.S., Dr. William Odling, and Dr. C. Moymott Tidy say: “Of the 188 samples subjected to examination, three were found to be ‘ very slightly turbid.’ The remaining 185 samples were perfectly clear, bright, and well filtered. As regards degree of freedom from organic matter, the water supplied to the metropolis during the past month has more than maintained the character it has now exhibited continuously for a long time past. Thus, while the mean proportion of organic carbon in the water supplied by the Thames companies during the previous three months was T28 part in 100,000 parts, the mean proportion in the Thames-derived water supplied during the past month was only '118 part in 100,000 parts; corresponding to about two-tenths of a grain of organic matter per gallon; this excessively low proportion of organic matter being, it must be said, quite unusual for the period of the year.”

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tons; ore smelted, 1148 tons. There shaft s, the deepest 120ft. The deepest level is 120ft., and the width of tlie lode is from Sin. to lift. At the Nymageo Company’s mine, 10,236 tons of ore were smelted in 1883, producing 1714 tons of fine copper, value £96,000. The depth of deepest shaft is 390ft.; deepest level, 310ft.; width of lode, 3ft. to 18ft. The total quantity of ore smelted since the mine was started in 1880 is 23,007 tons, making 3717 tons fine copper, value £236,100.

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The City of Sydney has become but a portion only of tho New South Wales metropolis, being, like the City of London, surrounded by large and important self-governed districts, over which it possesses no control. Yet its extent is considerable, for it possesses about 100 miles of streets and lanes, of which eighty are ballasted and metalled. A fair average price for such work is considered to be 7s. per superficial yard. The whole area of public ways in the city that are paved with either wood blocks or blue-stone cubes is about 80,000 square yards, which have been laid at a total cost of about £00,000. The revenue of the City Council for 1883 was £200.10116s. 5d. from the city fund, and £32,91318s. lid. from the seweiage fund. There are about 1800 lamps in the city, and the cost of lighting the city with gas last year was £10,885 18s. 5d.

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RAILWAY MATTERS.

The construction of a line of railway between the Avonmouth Dock and the Severn Tunnel is again under active discussion.

In 1883 the total earnings of the New South Wales Railways were £1,931,464; total working expenses, £1,177,188; and the net earnings, £753,676. The total cost of construction amounted to £14,382,102; the cost of rolling stock, workshops, machinery, furniture, &c., was £2,520,912; and the total capital expended, £16,905,014. But for heavy reductions of charges, the receipts would have been increased by £100,000.

The New York correspondent of the Standard telegraphs that “ it has been decided to employ electric motors on the Brooklyn Bridge within sixty days, and upon the Elevated Railways within ninety (lays. The inventors have pooled their interests and united in the working of their patents. The result promises to be a rapid development of locomotion by the aid of electricity.” In a very short time we shall probably hear that one electric locomotive is to be tried on each of these lines.

A CORRESPONDENT writes:-—¹* A few days since I made the mistake of taking the 6.15 London and North-Western train from Manchester to London instead of the somewhat earlier Midland. I never rode in a compartment which was so badly lighted. A first-class compartment with only one old-fashioned oil lamp, whereas two oil or gas lamps are now put into a similar compartment of every properly-lighted carriage on other lines. The lighting was equally bad in every compartment, and equally a disgrace to the London and North-Western Company.”

Much satisfaction has been locally expressed at tho success of the directors of tho Hull and Barnsley Railway and Dock Company in raising money required to complete the undertaking. The amount is stated at a million and a-quarter. They have made a contract with Messrs. Lucas and Aird, the well-known contractors, who agree to complete the railway and dock by June 30th. There was much suffering among the navvies and others engaged in the works when the construction was stopped, and it has been a pitiable sight to see the partly-completed railway blotting the land like fruitless labour.

The American Engineering and Mining Journal gives the following relating to the progress in the west heading of Alleghany Mountain Tunnel, South Pennsylvania road, for the week ending Friday noon, October 17th:—Advance, 74ft. Size of heading, 9ft. by 23ft. Power, compressed air; pressure, 65 lb.; machinery, six Ingersoll drills; best single cut, 9ft. Matorial, hard, black slate in beds of from 12in. to 30in., which was easily bored and blasted. The roof was of a smoth surface, rising 20in. per 100ft., with grade which is 2Ain. per 100ft. Force, twelve men with machines, and eighteen labourers loading broken material into cars. Contractor, Charles McFadden; Charles E. Webster, resident engineer.

The tunnel on tho North British Railway from Queen-street station, Glasgow, to Cowlairs, which is of an extremely heavy gradient, quite unworkable by locomotives, is wrought by means of a wire rope. There has, the Railway News records, just arrived at Cowlairs, in five trucks, a new wire ropo of such unusual dimensions as to merit notice. Its length is 2300 fathoms, or 2 miles 108 yards; its circumference 5fin., and it weighs 21A tons. It has been manufactured at West Bute Docks, Cardiff, in the works of Sir George Elliot and Co. Over 108 miles of a superior quality of wire have been used in its construction. These huge ropes, it seems, last a very short time, so great is the amount of tear and wear inseparable from the work they perform. During the last thirty-six years tho one longest in use only endured two years and three months, whilst in no single case did another livo for even two years.

An examination on behalf of the Board of Trade was made on Tuesday evening of a train lighted by electricity on tho London and Brighton Railway. Nearly six years ago, at the instance of their manager, Mr. .J. P. Knight, the Brighton Company lighted up a Pullman express train by means of secondary batteries. The company has now adopted a combination of a dynamo machine, driven from tho van axle, with accumulators. The advantages of this combination are very great over that of driving an engine and dynamo direct from the boiler of the locomotive. There is very little cost for power—perhaps a hundredweight of coal in a journey of fifty miles. For somo time a train thus worked has been running upon the southern suburban lino of this railway. The train has for the past month been re-arranged, and now supplies a cui rent of forty amperes and forty-two volts; this sustains forty incandescent lamps of sixteen-candle power, each distributed through the compartments of the ten mixed carriages of which the train consists. Another very important feature in the train is the automatic arrangement by which the dynamo is brought into action when the train has attained sufficient velocity to drive the dynamo at the requisite speed. In the present instance, as soon as a speed of twenty miles is attained, a governor connects the machine with tho accumulators, and the charging of the batteries proceeds, but so long only as this velocity is maintained. Provision is also made for reversal in the direction of the train by the same governor which shifts the brushes. No electrician attends this train, the plant being left in charge of the guard.

The frequent appearance of the Government of New South Wales as a borrower in the English money market is explained by its anxiety to construct a complete network of railways to develope the rich pastoral, agricultural, and mining resources of the colony. The scheme proposed by the Colonial Treasurer, Mr. Dibbs, embraces sixteen railway extensions, besides four light railways, making a total of nearly 1500 miles. The cost of constructing these is estimated at over £13,000,000. The Sydney railway terminus at Redfern, corresponding with the old Great Western terminus at Paddington, is to be brought into the heart of the city, after the manner of the North London lines, the length being about one mile and a-quarter, and the estimated cost £450,000. Among the country railways proposed is a line from Grafton to the Tweed River rid Casino, Lismore, and the Brunswick, distance 165 miles, at a cost of £1,980,000. This railway will communicate with some of the richest districts of New South Wales, and bring their numerous products to the only outlet from that part of the country, that is the Clarence River, and at no distant date tho line will probably be carried south, working through some splendid districts, most of the waters of which are not navigable, but whose soil and climate will grow almost anything. These railways will make the Clarence River a large centre, and a tap for an immense trade. Another line is that from Muswellbroolc to Cassilis, distance 70 miles, £700,000—a railway which will furnish the only great want of a couhtry rich in agricultural products. Then follows a line from Tarago to Braidwood, distance 31 miles, at a cost of £310,000, and another from Gundagai to Tumut, vied Adelong, at a cost of £500,000, the distance being 33 miles ; the high cost of the line is necessitated by an iron bridge across the Murrumbidgee. The next line is from Kiama to Jervis Bay, distance 41 miles, and cost £804,000. Ultimately this line will probably bo continued south, opening up the coast districts to Twofold Bay. a line from Goulburn to Crookwell, distance 25 miles, cost £259,500; then a short line from Gulgong to Burrowa, 18 miles, at a cost of £144,000. It is a branch line, and will be an important feeder to the main trunk railway. Then follows a railway from Wagga Wagga to Tumberumba, distance 68 miles, and cost of £710,000. Next is a short line of 12 miles, to connect Tenterfield with the Queensland border. It will costabout £173,500; the last of the heavy lines being a railway from Bowral to Robertson, 15 miles, cost, £126,000,

NOTES AND MEMORANDA.

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In a paper on the influence of punching on mild steel, published in the St. Petersburg Journal and “ Proc. Inst. C.E.,” M. W. Beck-Gerhard says :—“ That although a search for incipient cracks proved fruitless, he has, he believes, for the first time, observed certain markings on the polished surfaces of the plates around the cold-punched holes. Visible to the naked eye, .and surrounding the holes, were bunches of lines starting tangentially to the holes, and curving slightly toward them. These lines branch out in opposite directions and intersect with some degree of regularity. They do not appear in the vicinity of drilled holes, but are distinct in cold punched holes reamed out. In forged iron they did not appear, although they were most distinct in* the softest steel, and vanished when the metal reached the hardness due to O'O per cent, of carbon. An increase of thickness in the plate caused a corresponding increase in the number and clearness of the lines, upon which the shape of the hole was also found to have an effect.”

Descriptions of some ■ waterproof varnishes for paper are given by the Journal of the Society of Chemical Industry from the Papier Zeitung as follows :—(1) One part Damar resin; four, five, to six parts acetone are digested in a closed flask for two weeks and tho clear solution poured off. To this four parts of collodion are added, and the whole allowed to clear by standing. (2) Thirty parts white shellac are digested with 500 parts of ether, and to the solution fifteen parts of lead carbonate are added, then shaken for somo time and repeatedly filtered. (3) Five parts of glue are dissolved in 100 parts of warm wafer, and this solution spread on paper. After drying the paper is soaked for an hour in 10 per cent, solution of acetate of alumina and again dried, in order to give it a final glaze. (4) 120 parts of linseed oil are heated and poured into a mixture of thirty-three parts of quicklime and twenty-two parts of water, to which fifty-five parts of melted caoutchouc have been added, stirring all the time. The varnish is strained and used hot. (5) One part of gutta-percha is carefully digested in forty parts of benzene on the water bath, and the paper covered with it. This varnish can be drawn or written on.

In New South Wales the copper trade isa large one. The Great Cobar Company raised, during 1883,19,000 tons of copper ore, and smelted 18,096 tons, producing 2401 tons of fine copper, value £158,464. The total quantity of ore raised by this company, it started in .July, 1876, is 98,916 tons, which produced 13,388 of fine copper, valued at £858,464, and it is estimated that there is sufficient ore in sight to keep tho mine in full work for the next twenty-five years. The deepest shaft in tho mine is 552ft., and the deepest level is 324ft., and the width of the lode is 60ft. Fr tho Great Central Company’s mine, 1139 tons of ore, raised in 1883, made 187 tons of copper, value £8700. Total ore raised since starting in April, 1882, was 1551 are in this mine nine

An official paper says:—“ At Cobar, New South Wales, recently Mr. Claude F. J. Wautin started his blast furnaces and converter, for the purpose of treating the sulphites or copper pyrites without the aid of other ores. The plant at present consists of a low blast furnace, and what may be termed a modified form of Bessemer converter, with blowing machine, for blast. A given quantity of pyrites or other mixtures of ores that will yield regulus, say 20 to 40 per cent, copper, is smelted in the ordinary way in the blast furnace, and the regulus from the same is run as hot and as rapidly as possible through a shoot into the converter, the blast for some time having been turned on before the regulus is admitted. The result of the air being blown through the molten sulphite of copper and iron is that the sulphur is partly burnt into sulphurous acid gas, and partly volatilised, and the iron is burnt into the protoxide, and in that form combines with the silica added for the purpose, or contained in the ore, to form a slag, and in such condition can be removed. It is claimed that the reaction produced either a concentrated regulus of copper of high percentage, or even rough copper. Thus it will be observed that the sulphur and iron can be removed by one process, notwithstanding the fact that, under present methods of treating copper pyrites, these two elements in their removal form the greatest difficulty to deal with.”

The Scientific American says:—“ The quality of movement of the particles of iron under pressure or percussion is a remarkable one, whether the change in arrangement is made while the iron is hot or when it is cold. Red-hot iron can be pressed to fill a mould as clearly and exactly as so much wax could be, and the grain of the iron will certainly follow all the contour of the mould. Thus the heads of pick axes and articles of a similar form can be shaped by pressure, the metal that is removed to make the hole for the helve being forced to form the projection of the adze-like head. Cold iron can also be moulded into form by pressure—a method largely practised to finish drop forged iron articles. The heading machine for making rivets, bolts, and wood screw blanks shows some prising results in the compression of iron; a No. 6 lin. screw requires a piece of wire slightly more than lAin. long to form it. Yet the total length of the screw blank, headed, is just lin. Of this the countersunk shaped head is j)in. by T\in. widest, or top, diameter. Now, it has been proved by experiments with shorter bits of wire that less than T\in. of the extra T%in. is required to form the screw head. What becomes of the remaining than yjjin. in length of the original l^in. that makes the lin. screw blank ? There can be but one answer—the iron is driven upon itself; in other words, y\in. of wire is compressed into £in. —measuring under the head—so that lin. and Ain. of wire is compressed into |in. in length without increasing the diameter of the wire.” If this question is followed up, it will be found that the wire has increased in diameter, and that the specific gravity of the rou is but very slightly increase?),

MISCELLANEA.

Roller skates are again occupying a good deal of attention of American inventors and manufacturers.

It is stated that a new industry is about to be established in Nottingham—that of carpet making. The main reason which has induced this step is believed to be the presence in the town of many excellent designers, and it is felt that in this respect at least Nottingham can compete well with both Kidderminster and Halifax.

A course of three Cantor Lectures, “ On the Use of Coal Gas,” will be delivered at the Society of Arts by Mr. Harold B. Dixon, M.A., on December 1st, 8th, and 15th. The subject of the first lecture will be “ On the Composition of Coal Gas: its Properties, its Combustion;” the second, “ Coal Gas as a Source of Light;” and the third, “Coal Gas as a Source of Heat.”

The buildings for the great American Exhibition, or Exposition, as the Americans call it, will be remarkable. The main hall will be, 905ft. by 1378ft,, and will be the largest space ever covered by one roof. The Government building will be 565ft. by 885ft., which will be larger than the two Paris Exposition buildings. The horticultural hall will be 174ft. by 000ft., built almost entirely of glass.

A .STEEL-making firm in Germany has been pushing the sale of its castings in England with, it is said, great pertinacity and success. The castings are all made of crucible steel. They are very sound and well finished, and are delivered at the northern ports, by way of Rotterdam or Antwerp, at about the same price as English steel castings made by the Bessemer or Siemens processes are obtainable.

The first smelting works in Australia have just commenced operations in a newly discovered silver region, known as Mitchell’s Creek, near Bathurst. The scene of operations is called Sunny Corner, and the district is believed to be as rich in argentiferous ore as is that of the Barrier Ranges. Another smelting works has been commenced, the whole being under the direction of miners who have had considerable experience in America.

A new series of five handbooks called the Specialist’s Serie and edited by Dr. Paget Higgs and Professor Charles Forbes, about to bo published by Messrs. Symons and Co. (1) “ Dynamo and Magneto-electric Machines,” by Paget Higgs; (2) “Gas Engines,” by William Macgregor; (3) “Ballooning,” by G. May; (4) “Primary Batteries,” by Paget Higgs; and (5) “Arc and Incandescent Electric Lamps,” by Dr. Julius Maier.

An American paper says:—“ The pipe lines connect with 21,000 oil wells in Pennsylvania, receiving from them daily 05,000 barrels of oil. Forty-one million barrels are stored in tanks. To transport and store this enormous quantity of oil, about 5000 miles of pipe line and over 1000 iron tanks of an average capacity are necessary. Besides the 5000 miles of branch pipe lines in use in the region, there are 1200 miles of trunk line for piping oil to the refineries at Cleveland, Buffalo, and Pittsburgh.”

The practico of cremation is extending on the Continent. A few days since the body of Dr. Dulk, who died at Stuttgart, was taken to Gotha and cremated, this making the two-hundredth body cremated there since the construction of a building for that purpose at the end of 1878. In 1881 and 1882 thirty-three bodies were cremated there, forty-seven last year, and fifty-four sinco the 1st of .January last. Out of the total, sixty-two were natives of the duchy and 138 foreigners, while classified by sox there were 128 males and 72 females.

Ti l E electric lights in the iron tower at Hell Gate were put in opera-tionon the 20th October. The night was somewhat hazy, and all the lights on shore, except those in the tower, showed dimly. The tower, a skeleton structure, was not visible, and the first impression one got as he caught sight of the light was, that the moon had risen. The Engineering and Mining Journal says the light was more diffused and less glaring than the electric lights at Madison and Union squares. Buildings on Flood Rock and on the Long Island side of the Gate could be seen distinctly, but all their angles cast shadows of the most intense blackness. The water, whirling and surging through the gate as the flood-tide swept up, could be seen as on a bright moonlight night, with all the eddies visible.

Our Birmingham correspondent says, a very creditable piece of engineering work has just been accomplished at the Highfield Engineering Works, Bilston, by Messrs. Thomas Perry and Son. It is the casting and polishing to a high degree of perfection a pair of chilled iron rolls, each weighing about 9 tons, for use in a lead works in France. The contract is a repeat one, and was placed in England, since neither in France nor in Belgium could chilled rolls sufficiently hard be obtained, whereas Messrs. Perry claim that the rolls now supplied are harder than steel rolls. They will work one above the other, and are each 24gin. diameter, by 10ft. long on the working part, but there is something like an additional 2ft. on the bottom roll for the fixing on of the wheels. The rolls present almost a mirror surface, and the obtaining of such a face on long and narrow rolls of this description has necessitated much care in the lathe.    ,

A firm in New York makes a tap which, the American Mechanical Engineer says, cuts either a right or left-hand thread at will. “We saw it in operation, and it is, in appearance, merely four chasers brought to a diamond edge in the centre, the if a threading tool was moved sidewise. On these chasers the thread is cut the whole length. Between these chasers, equidistant, are four other pieces, called guides, which seem to have threads traced on them about fa deep. The whole tap presents the appearance of a fluted reamer with a thread cut on the edges of the blades. With such a tool as this the operator cut a right and left-hand thread at will in pipe couplings, and the fits were very good. There was no overruning or dragging of the thread anywhere. From a cursory examination it is not apparent to us why this tool acts as it does. It is used in a common drill machine, and is patented.”

For a considerable number of years proposals Lave been made for joining Sydney and the North Shore. Among the plans recently suggested for the connection of Sydney and the North Shore is that of a continuous suspension bridge, high enough to allow of the passage of shipping underneath. Mr. S. rollitzer, C.E., of Sydney, has prepared a design of such a bridge, estimated to cost £430,000. The structure is designed to connect Dawes Point and the opposite headland. It includes two massive piers of masonry, which support the floor of the bridge at a certain height; and the cables are carried through the towers above. The central span is 700ft., and each of the two side spans 350ft. The height is given at 100ft. clear. The sectional area of the chains is 1904 square inches, and of the rods, 1152 square inches. The weight of wrought iron to be used is 7880 tons, and that of cast iron, 945 tons; the weight of each abutment is 13,800 tons, anil the mass of masonry altogether is 52,600 cubic yards. The cost per foot run is £307 3s. The design suggests the celebrated Brooklyn Suspension Bridge at New York. Of a bridge for this site we shall be able to say something later on,

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THE VICTORIA ELECTRIC LIGHTING STATION OF THE SWAN-EDISON COMPANY, PIMLICO.

MESSRS. R. E. CROMPTON AND CO., ENGINEERS.

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ADVERTISEMENTS.

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

r will be ert, the certain

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repairs and refits. This part of the report is much shorter than the other, but not less valuable. The Committee clearly indicate certain defects in present practice, and they make certain suggestions for amendment. Neither the criticisms nor the suggestions present much novelty, but there may he some chance of practical results now that the Committee has given them the weight of its authority.

There can he no question but that if a system similar to that which prevails in the maintenance of the fleet were applied by any private company to the maintenance of its steamships, the results would be disastrous. The volume containing the instructions for the guidance of dockyard officers, which each officer was supposed to have mastered so as to he able to follow its directions implicitly, grew so rapidly and extensively under the fostering care of a gentleman who had nothing else to do hut to tabulate and record orders of a general nature, that it at length became unmanageable, and was split up into a series of hand-books, each of which is of respectable dimensions.

Theoretically, all dockyard work is supposed to be governed hy these instructions; in practice, many of them are a dead letter, but enough remain in force to hamper officials desirous of doing their duty, and to compel them to incur expenditure which they may think undesirable. One of the most remarkable illustrations of this general statement is to be found in the regulations having regard to the repairs of ships, and the Committee in the following passage hit the blot fairly. They say :—“ The great expenditure which takes place in the dockyards under the heads of repairs and refits is stated in evidence to be due in a great measure to the stringent examination entailed upon the professional officers hy the instructions ; which were rendered much more rigid in consequence of the circumstances attending the loss of the iron transport Megaera, and partly to the nature of the supervision exercised by the captain of the steam reserve and his staff.” It is well known that this passage does not exaggerate the evil influences which the Megeera Commission had upon dockyard administration.

The members of that Commission were well meaning men, but they were unfamiliar with technical questions, and their treatment of the dockyard officers whom they held responsible for the condition in which the Megiera was sent to sea was such as to discourage for future any attempts to economise in the repairs or re-fits of ships.

Every officer, bearing the strictures of the Commission in mind, would for the future desire in the first place to make himself quite safe, and the “ forms ” which the officer now

has to sign on the completion of a ship’s repairs have been gress of electric lighting was very clearly set forth by made sobinding and searching, that without hiking a ship Sir Frederick Bramwell and Mr. Crompton. Dealing with practically to pieces it is impossible fora man conscientiously Clause -7, the first-named gentleman said that under that to fill them up. The Committee says in effect what every- clause within twenty-one years the local authority would body knows who has had to do with modern ships with have the option of the compulsory purchase of the underiron or steel hulls, that a thorough overhaul is not likely to taking, and they were to do it upon certain terms. They be needed until a ship has had, say, five or six yearn’ were not to pay anything in respect of compulsory pur-service at least. They were able to produce ample chase, or goodwill, or profits from undertakings, but they evidence in support of this opinion from the experience were to jNiy the vidue of all such lands, buildings, works, gained in recent years by re-commissioning snips on materials, and plant of such undertaking suitable to and foreign stations. The Alexandra and Temeraire have used by them for the purpose of their undertaking within been kept on almost constant service in the Mediterranean such jurisdiction, such value to be, in case of difference, for ten years past, without any great expense on their determined by arbitration. The period was twenty-one

them years, and the earlier of those years must be passed in dements strenuous efforts to get the electric light taken up so as to pay working expenses; and it did appear to him that it was impossible to induce capital to come into such an undertaking, after all these years of struggle had been gone through, if the local authority could come and purchase it if it paid, and if it did not pay the local authority did not. Further, it involved, as it appeared to him, the whole of the capital being called up at once. They would not, under such a clause as that, get an addition to a capital. Supposing they said that at the end of ten years a development had taken place, and there was need for new capital, no one would subscribe capital at that time with only eleven years left for the enjoyment of it. If it should be said the way to obviate that was to subscribe a large amount of capital and call up a jtortion of it, he would reply that no one would take shares. People would not embark money upon such onerous conditions as these. Let them remember that under the conditions of certain clauses [>ersons in the district were entitled to call upon the company to give a supply. It was true they bound to guarantee for three years a certain amount of capital, but still it would necessitate the undertakers finding new plant at the time the requisition was made. That might have to be found shortly before the expiration of the period, and under the circumstances no one would embark capital; and it appeared to them that Clause 27 was one absolutely prohibitory to getting capital invested in that kind of undertaking.

Mr. Crompton confined his attention to the clause dealing with compulsory service, and he cited the Provisional Order for Redditch to show how this portion of the Act operated. In the first place, the undertakers would be compelled to lay mains over a given area without any regard to the possible profit to be got out of them, and this while no one knew what was the best system of laying mains to adopt. “We have had,” said Mr. Crompton, “considerable experience in the fixing and working of detached sets of plant, but the fact that these sets of plants are detached, and that in this country, at all events, few or no public thoroughfares have had electric mains laid in them, has prevented us from increasing our stock of knowledge in the one respect which would have been of service to us in laying down these compulsory works in a satisfactory manner. There have been at least two modifications of the parallel system of main laying tried in America, and the data obtained have been very contradictory, and have suggested no means of ascertaining what is really the system which best combines the three requisites—cheapness, efficiency, and durability.” Again, there was great difficulty in ascertaining who was likely to be a good customer and who was not. “Briefly, the two great objections to the laying down of compulsory works for electric mains are :—(1) That it ■would commit us to a large capital expenditure on a comparatively untried, and probably mechanically imperfect system ; whereas at the

Flood P., ami

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

PUBLISHER’S NOTICE.

*** With this week's number is issued as a Supplement, a Two-page Engraving of the Victoria Electric Lighting Station of the Swan-Edison Company, Pimlico. Every copy as issued by the Publisher contains this Supplement, and subscribers are requested to notify the fact should they not receive it.

TO CORRESPONDENTS.

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

*** In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed to the public, and intended for insertion in this column, must, in all cases, be accompanied by a large envelope legibly directed by the writer to himself, and bearing a 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.

British Association.—22, Albemarle-street, Piccadilly, W.

R. G. S. (Joroz).— We do not supply books. Messrs. Holtzappfell, Charing-cross, will no doubt send you what you want if you apply to them.

T. W. T. (Rendlesliam-streot).— We cannot answer your question unless we know the pressure of the water and the kind of hydraulic engine you are using.

W. M. N.—The dream can never be realised, for the simple reason that explosives do not contain the same amount of energy, or nearly the same amount, as equal weights of coal.

York.—The arrangement you sketch is very old. It was patented by Bodmer almost half a century ago, and by very many others since. A French jinn exhibited a large engine made on the double-piston system at Rouen last summer. There is no advantage in the arrangement.

Novice.— You cannot produce gas in the way you propose. Remember the coal has to be burned into carbonic oxide, CO, and not distilled,

•production of illuminating gas. The pipe leading away from the top of yvur producer should be at least Sin. in diameter. The draught through the grate of the producer must be due to a chimney on the oven. If you make these alterations, we have no doubt that you will succeed—that is, if you do not first have an explosion which will wreck the entire apparatus.

(To the Editor of The Bngineer.)

Sir,—Will any reador be good enough to inform me where machines for making hinges can bo procured ?    A. M.

London, November 20th.

HYDRAULIC DOOR SPRING.

(To the Editor of The Engineer.)

Sir,—Will you permit us to say we are the sole manufacturers of the silent door spring you were good enough to notice in last week’s issue ? London, Novembor 24tli.    Archd. Smith and Stevens.

STRAINS ON LOCK GATES.

(To the Editor of The Engineer.)

Sir.—Allow mo to correct a slight error in my article “ On the Strains i Circular Lock Gates," page 88!!, second column, lino 19 from top, the letters afterwards should be A BJ, C. H. Romanes.

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MEETINGS NEXT WEEK.

The Institution of Civil Engineers.—¹Tuesday, Dec. 2nd, at 8 p.m.: Ordinary meeting. Papers to be read with a view to discussion (1) “ The Working of Tramways by Steam,” by the Hon. R. C. Parsons, 13.A., B.C.E., M. Inst. C.E. (2) “Tlio Sydney Steam Tramways," by Mr. W. Shellshear, Assoc. M. Inst. C.E. Students' meeting. Friday, Dec. 5th, at 7.80 p.m.: Paper to be read and discussed, “ Trigonometrical Surveying," by Mr. Harley H. Dalrymple-Hay, Stud. Inst. C.E. Mr. Henry Law, 51. Inst. C.E., in the chair.

Society of Engineers.—Monday, Dec. 1st, at 7.30 p.m., a pape read “ On the Blow-pipe Flame Furnace,” by Mr. A. C. Eng leading features of which are as follows A general review of contributions to scientific literature during 1884 upon the subject of the defects of steam boilers. Description of a steam boiler furnace designed and constructed by the author on a new principle, and from its action designated by him the blow-pipe flame furnace.

Society of Arts.—Monday, Dec. 1st, at 8 p.m.: Cantor Lectures. “The Use of Coal Gas,” by Mr. Harold B. Dixon, 51.A. Lecture I. The composition of coal gas—its properties, its combustion. Wednesday, Dec. 3rd, at 8 p.m.: Third ordinary meeting. “Electric Lighting in America," by Mr. W. H. Preece, F.R.S. Thursday, Dec. 4th, at 8 p.m.: Howard Lectures. “ The Conversion of Heat into Useful Work,” by Mr. W. Anderson, M. Inst. C.E. Lecture II. Oscillation, vibration, wave motion, pulsation in liquids and fluids—porosity and ultimate structure of matter—heat—transparency, diathermancy—specific heat—unit of heat —latent heat—absolute zero of temperature.

THE ENGINEER

NOVEMBER 28, 1884.

THE REPAIRS OF H.M. SHIPS.

Resuming our notice of the report of Lord Ravens-worth’a Committee, to which we drew attention last week, we desire to refer briefly to the second section, dealing with repairs; fresh crews having been sent out to man when the period of service of the original comnb has expired. The same tiling has been done on the China station, on the North American station, and elsewhere, and the Committee make the very sensible recommendation that similar re-connnissions might be carried out with advantage on the home station. They further suggest that advantage would residt in preparing ships for new commissions by allowing the dockyard officers greater discretion in dealing with repairs, leaving these officers responsible that the ships, when re-fitted, shall be seaworthy and efficient, hut not compelling them to give a certificate that there is nowhere a defect. This is good common-sense, and we hope it may have the effect of modifying the instructions. The Admiralty has already appointed a small committee of dockyard officers sider these recommendations, and to see how effect may be given to them.

Another passage in which the Committee draw attention to an important matter, is that wherein they refer to “ too much centralisation of detail in the Admiralty, causing delay and unnecessary correspondence, much of which might he avoided if a larger discretion in technical and minor matters were allowed to the dockyard officers;” the Committee express the opinion that there is some ground for the complaint that has been prefeired. We should be inclined to go much further. The labour involved in the preparation and submission of estimates for the repairs and refits of ships is absurdly great, and the ultimate benefit from this submission totally inadequate. Dockyard officers should, no doubt, be subject to Admiralty supervision, but the present method of carrying on that supervision does not commend itself. It takes the form, for the most part, of elaborate and intricate clerical work, which leaves the actual control of expenditure really with the dockyard officials. Of course, the question of maintenance and repairs must be treated independently of questions respecting alterations in ship to bring them up to date in fittings or armaments; and while we advocate decentralisation on the side of repairs proper, we do not advocate similar independence of action on the other side. Uniformity of system is desirable as regai’ds such alterations or additions. The Committee do not, it appeal’s to us, sufficiently recognise the enormous expense incurred in alterations to cabins or the internal accommodation of ships—matters which in no way affect their fighting efficiency, but which, in the aggregate, form an important item of expense. Each captain has his own views on certain of these points of detail. The captain of the Steam Reserve fits out the ship, subject to Admiralty approval, in the way which he and the naval superintendent may consider most desirable. When the captain of the Steam Reserve is changed, his successor not unfrequeutly puts his mark upon the vessels in his charge by introducing modifications. Further, when a captain is appointed to a ship, he almost certainly will desire to make some changes, and so the story goes during the whole period of the life of the ship. It would be interesting if a return were prepared of the total cost of alterations of the nature just described in ships like the Warrior, which have been in service for twenty years or so. This item of expenditure can only be checked by a firmer stand on the part of the Admiralty itself, and possibly some useful purpose might be served by the issue of a general order, although general orders as a rule do not produce the hoped-for effects.

The Committee conclude their report by expressing the opinion that very careful consideration should be given before much expenditure is incurred upon structural repairs to her Majesty’s ships, especially those in the transport service. This recommendation must commend itself to everyone who knows the facts, and the recent expenditure on the Himalaya, Orontes, and Tamar troopships, was probably in the minds of the Committee when this passage was penned. It is only necessary to add that Lord Kavensworth and his colleagues deserve the thanks of the country for the work they have done. We do not concur with all their views, as we explained last week; we think they have made some important omissions, hut the scope of their inquiry was so greatly restricted hy their instructions that it can scarcely have the result that might otherwise have been possible. As an aid to the coming Iioyal Commission on the Navy, the report of this departmental Committee will probably find its greatest value.

MR. CHAMBERLAIN AND THE ELECTRIC LIGHT.

As we stated last week, an influential deputation waited on the President of the Board of Trade on Thursday, the 20th inst. The deputation consisted of Lord Thurlow the chairman of the Anglo-American Brush Electric Light Corporation, Sir Fred. Bram well, Mr. J. S. Foi*bes, Lord Anson, Mr. It. E. Crompton, Mr. Robert Hammond, Mr, Ofi'or, Sir Daniel Cooper, Mr. T. H. Cothill, Major Page, Mr. P. Cremieu-Javal, Dr. Farquharson, M. others. The object of these gentlemen was to point out to Mr. Chamberlain the oppressive operation of certain clauses in the Electric Lighting Act. One of these— Clause 27—empowers a corporation to buy up the whole of the property of an electric lighting company at the end of twenty-one years, while another clause compels the company to supply electricity to any one who may see fit to demand it, under conditions which are very onerous. The way in which these clauses militate against the prowere

modifica-

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shell when it is heated, and it is amount of rising or curving is allowed, and a jjowerful tensile strain on the shell is no doubt set up. If the ends of a jdain cylindrical boiler were not allowed to rise, then, indeed, stresses might be established of great severity; but failing this, it appears to us that it is possible that exaggerated notions have been formed concerning the forces operating on the plates of an extremely useful type of boiler. To any of our readers having time, inclination, and ability, a mathematical investigation of the question we have raised ought to be attractive, and would certainly be useful work.

round; no

over two subse-

beginning we wish to have the greatest possible scope to try several systems from which to choose the best to carry on our larger extensions, and that this compulsory laying on a considerable scale of what would very probably turn out to be a defective system would tend to increase the very evil from which the public are to be especially protected—viz., the frequent disturbance of the surface of the streets. (2) That the laying being made compulsory in certain fixed streets, or districts, is in all probability fatal to the chance of obtaining a remunerative revenue.”

He then went on to point out that as Section 41 in the Itedditeh Provisional Order stood, “the owner of a theatre, or any person giving any kind of exhibition or performance, requiring the use of a powerful light for a few minutes only during the whole twenty-four hours, may compel the undertakers to furnish him with electricity sufficient for such display, and it is quite possible, and in fact very probable, to conceive a case where the capital cost to the undertakers of furnishing this supply for a few minutes jier day may be thousands of pounds, as it would necessitate a large increase of the generating and distributing plant, whereas payment for this supply—being limited to the price obtainable under the order, viz., 8a. per unit as a maximum—might not exceed a few shillings. This is of course an extreme case, but the cases in which residents during a portion only of the year require a large supply of electricity during their short term of residence in the district will be extremely common, and if any large number of such users have to be supplied it is certain that the undertaking will be rendered unremunerative.” He suggested as a remedy that supply should not be compelled unless the consumer undertook to use the light for at least 1000 hours per annum. Such is in brief the case of the electric light companies. Mr. Chamberlain’s reply is straight to the point. He will not consent to the repeal of the 27th clause, but he will be happy to consider tions of it. He will also consider proposals as to the compulsory supply clauses. His contention is that if the electric light companies were permitted to have their own way they would become monopolists, and Mr. Chamber-lain is firmly opposed to monopolies.

In dealing with this question, we may admit at the outset, first, that there is much to be said for Mr. Chamberlain’s view of the matter; and, secondly, that the companies have themselves to thank for some of the legal evil that has befallen them. One company, the Brush, scheduled districts which would have demanded the outlay of nearly £1,500,000. The nominal capital alone was, we believe, nearly £800,000. There was, in short, a wild scramble for districts among the companies sufficient to alarm any statesman; and this was done at a time when the information jwssessed regarding electric lighting was much more imperfect than itisnow. It is not unnaturally supposed that if no restrictive limit whatever was put on an electric lighting company, it could first kill a gas company, and then refuse to supply the public save in the way which best suited its own purposes. In order to avoid this, Parliament decided that the local authorities must have power to buy up electric light companies. Up to a certain point we are at one with Mr. Cnamberlain; but arrived there we must differ from him. It is by no means uniformly true that a monopoly is a bad thing, and the compulsory purchase clause in the Electric Lighting Act does not appear to us to be the best means that could be devised for getting over a difficulty whose existence we admit. There are monopolies and monopolies. It is not easy to cite a single case in which any really great undertaking has been carried to a successful issue save as a monopoly. Our railway system is nothing more than a gigantic monopoly ; our gas supply is the result of a monopoly; to monoply we are indebted for the development of the telegraph system. The Suez Canal is a monopoly ; our great steamships are in a sense the results of monopolies. All experience goes to show that the kind of modified home rule that Mr. Chamberlain would like, he said, to see adopted, never originates anything really great. There is no exception to this. Local authorities are not composed of men likely to take upon themselves risks and responsibilities which they need not incur if they only keep themselves quiet. The Corporation of Birmingham, for example, would never lay down mains, put up dynamos, and embark on a general enterprise for lighting their town. In the first place, they would have no right to use the taxpayers’ money for a speculative purpose; in the second, as they would have no chance of aggrandising themselves, its members would have no interest in so great an undertaking. The result would be, of course, that if Birmingham waited until the Corjwration lit it by electricity, it would wait for ever. What is true of Birmingham is true of all towns, large and small. It may be admitted that if progress is to be effected, if improvements of any kind are to be introduced, the world must depend for progress and improvements on p victuals ; and capitalists most certainly will their money unless they are secured of that which Mr. Chamberlain deprecates, namely, a monopoly. No doubt a monopoly may be abused; but it is a noteworthy fact that the vitality of monopolies is enormous, and that they may be limited and restricted and regulated in various ways without being killed. Thus, for example, a monojxdy may be granted to a company under the conditions that its dividend is never to exceed 6 per cent., and it will flourish. A similar undertaking, promoted to earn as much as it can, with leave to be bought up after a term of years, will never find favour with the public. This is the case of Sir Frederick Bramwell, and we cannot that Mr. Chamberlain had any valid answer to his arguments. If the companies are to be deprived of their monopoly, then there will be no district electric lighting done. The same law that has hitherto operated universally will operate again. Progress must be the result of private speculations, and these, when the outlay involved is very large, the preliminary expenses heavy, and the undertaking speculative, we cannot have without monopoly. The modifications of which the 27th Clause of the Electric Lighting Act is susceptible are sufficiently obvious. The term must be extended, or the goodwill of the electric lighting company must be considered in the terms of purchase. It is obvious that the plant and fixtures in no sense or way represent the value as a going concern. A million, for instance, may be spent in introducing the electric light into a certain town, and the plant at the time of jiurcha.se may not be worth £200,000. The outlay has been on apj)arently intangible objects, but it has been none the less real and unavoidable. Let us suppose, for example, that the first plant laid down by the company has lasted ten years, during which little or no profit was made. At the end of that time the whole of the original plant is superseded, and the capital account of the company doubled thereby. A dividend is paid, and the concern becomes profitable; is the local authority to be allowed to walk in and buy up the concern on the basis of the value of the existing plant, which may not represent one half the whole outlay of the company? Such a proposal is not only monstrous on the face of it, but the bare possibility of its being carried out in practice would turn away the most speculative capitalist. But the 27th Clause of the Electric Lighting Act may, without the least difficulty, be made to sanction such a proceeding. It is, as we have said, quite jx)ssible to protect the public from the depredations of monopolists without killing the monopolists. Legislation should operate against the abuse of the system, not against the system itself; which has, indeed, as we have said, proved essential to the carrying out of all great commercial undertakings, a fact which is no doubt fully understood by the President of the Board of Trade.

Before concluding, may we venture to ask, Have not the lighting companies been just a little premature in interviewing Mr. Chamberlain? Are they quite sure that if the 27th Clause was repealed to-morrow, they would be in a position to undertake district lighting at a profit? It appears to us that they would have done better to wait, and make the ground sure beneath their feet before they urged a modification of the law, which, it seems to us, could at present do them no good. The fact is that, Electric Lighting Act or not, electricity cannot just now be made to compete with gas in London, much less in the great provincial cities, where coal is cheaper. We are very far indeed from saying that it can never be a cheap light, but it is not a cheap light now, and that is the principal reason why the public will not have it. There is a great deal to be done before district lighting can be performed to the best advantage. To cite small things among large, there is not at this moment a satisfactory electrical meter to be had. A fact such as this might suffice to show that there is no reason to demand hasty legislation just at this moment.

THE WOLVERHAMPTON BOILER EXPLOSION.

In another page we give the result of the inquiry held to ascertain the cause of the explosion which took place on the 5th inst., at the Staffordshire Steel Works. Mr. Marten’s report will be read with much interest. His ability and experience entitle what he has to say to the greatest consideration. Yet we cannot accept his explanations as entirely satisfactory. It will be seen that the theory that the boilers were worked with exceedingly muddy water falls to the ground, inasmuch as the feed, instead of being drawn direct from the canal, came from a condenser pit attached to a pair of blowing engines; ample time was allowed for the deposit of mud, and the feed-water was heated before it entered the boiler. If, as is stated, the boiler exploded because it was short of water, then all that has been said about mud is very much wide of the mark. If the boilers had been fed with distilled water the result would have been the same. Now there is, it will be seen, some difficulty in explaining how the boiler could have been short of water. The feed check valves were inojierative; but they could not empty the boiler by their failure; they must leave 2ft. 6in. of water behind them—that is to say, the boiler would still be nearly half full. In order to get over the difficulty, it is taken for granted that the blow-off pipe suddenly started an unusual leak. This leak had, it will be observed, to be just of a certain size. Had it been larger, it must have been noticed by the boiler tenter; had it been smaller, it would not have got rid of the water in the necessary time. Nothing like absolute proof that such a leak existed was adduced. This part of tne evidence is pure surmise, disputes, we think, that there was a small leak at the blow-off pipe flange ; but this proves nothing. Again, it must not be forgotten that the first boiler to explode gave way with great violence; but this would not have occurred if the boiler had been empty or nearly empty of water at the time, because it is the heated water that causes the mischief, it is in it that the great store of destructive energy is laid up.

Our explanation of the explosion is somewhat different from Mr. Marten’s. We do not put it forward as anything but a theory, but it is a theory quite consistent with the facts. The boilers were, beyond all question, terribly hard worked, which means that very fierce heats were maintained under them. The plates were thick—Jin.—and where seams came there was lin. of metal between the water and the fire. The plates appear not to have been “best best,” but only common “best,” which is a very inferior brand for boiler work. There was a good deal of sulphate of lime in the water, which formed scale. The result of all this was that the plates were maintained for long periods at very high temperatures comjiaratively, although the boilers were full of water. Nearly all the boilers had suffered; they had leaked and were repaired. There is, in a word, no necessity to suppose special shortness of water at all. It is perfectly well known that under such conditions as were present the plates of a boiler will become extremely brittle; and it is to this brittleness and the weakness due to overheating that the explosion of the first boiler was probably due. As to the explosions of the others, that certainly would not have taken place, is the result of injuries, as stated by Mr. Marten, if the plates had been tough. If they were brittle, nothing was more likely to happen. It will be noticed that nothing was said at the inquest concerning any test of the plates for tensile strength; possibly it was considered that it was unnecessary to prove that the plates were brittle. The evidence obtained by testing would, of course, prove nothing at all as to the original quality of the material. It is to be regretted, however, that nothing has been said concerning the behaviour of the steel plates immediately over the fires.

We expect that a denunciation of the externally-fired boiler will appear in print, but it is well known that thon-sandsofsuch generators are in use, and thatforbad waterthey are almost the only boilers that can be employed. It may be worth while here to call attention to a circumstance hitherto overlooked. It is commonly assumed that tremendous strains are set up in such boilers by the expansion of the bottom, while the top remains cola. Now it is a curious fact that the existence of this strain has always been assumed, while no one has adduced any proof that it has a tangible existence. We do not, be it observed, dispute that there is a strain—a strain enough in some instances to cause badly made rivetted seams to leak—but we do say that the proof of the existence of enormous strains often talked of, is not only wanting, but that there is good reason to doubt their existence. If we take an iron plate and heat one edge of it, it by no means follows that a violent strain will be set up in it. The plate will alter its shape, but it does not ensue that because one edge is cold and the other hot any violent strain is set up. If we suppose the plate divided into a number of lamina?, then that next the extreme outer edge will be hottest and longest. The next will be a little cooler and shorter, and so on. The question is,—Where does the violent strain of which we hear so much occur ? The analogy between our plate of iron and an externally fired boiler is, we fancy, sufficiently obvious without further explanation. Whatever the truth may be, it is at least worth considering whether any strain at all is set up in a homogeneous bar by heating one side of it—whether, in short, the dilation is not simply that proper to a complete change of form without any stressing. In the same way, when a boiler is heated at the bottom more than at the top, then it is possible—we do not commit ourselves to assert this positively—that we have nothing to deal with save a complete change of form, the boiler simply assuming a convex shape. There is no analogy between this action and that which takes place in a Cornish boiler. There the flue becomes longer than the

tied in all

MANUFACTURED IRON AND ITS BRICE.

The report of the accountant to the Board of Arbitration in the manufactured iron trade shows that the range of prices has now fallen for all classes of iron to the lowest sums recorded in the history of that Board, which extends over more than a decade. For the two months ending with October, the average price was £5 Is. 8d., or nearly 2s. 3d. below the amount of the iron sold in the preceding two months. Plates fell from £5 2s. 9d. to £5 Os. 7d.; angles from £4 18s. 9d. to £4 15s. 4d.; rails fell from £5 Os. Id. to £4 19s. lid., the quantity being very small; and bars sell from £5 lls. 3d. to £5 10a 5d. But there was one result or accompaniment of these low prices which is general—there was an increase in the amount of the iron sold, the total quantity for the period rising from 61,649 tons to 72,115 tons—the increase being spread over all descriptions of iron, even raila The prices are, as stated, lower than any that have yet been reached, and it must be supposed that they now mark the minimum. Whether the increase in the use of steel plates and in the production has by the force of competition brought about in part the reduced price we cannot discern, but at least the tendency would be in that direction ; and the increased facilities for the production of steel that are now in course of provision will add to that effect. But the special fact that shows itself in the return to which we have referred is the very low prices to which manufactured iron has fallen, and the stimulus that has been thus given to the production, despite the dull times and in the face of that increasing competition. These low prices cannot be expected to endure, for though they are not so much less than those that were known in the extremity of the dulness of five years ago, yet at that time the crude iron used in the production was lower in price—lower by fully 6d. per ton in Cleveland at one time. There is, moreover, an opinion now prevailing that lower prices for pig iron will not be known, but that higher prices may be looked for. If this were so, the prices of manufactured iron would move from the present low limit; but the lateness of the season, the stagnation in shipbuilding, and other signs, all seem to point to the fact that there will be little movement until the end of the year has passed.

LITERATURE.

Minutes of Proceedings of the Institution of Civil Engineers; with other Selected and Abstracted Papers. Edited by Jamf.s Forrest, Assoc. Inst. C.E., Secretary. Four vols., lxxv. to lxxviii. London: The Institution. 1884.

[Concluding Notice.]

The first part of vol. lxxvii. is occupied by a very able digest of the theory and the practice of hydraulic propulsion. The paper is by Mr. S. W. Barnaby, and was read in February, the discussion extending quent evenings. Hydraulic propulsion has for some reason a charm for many men, and not the least for amateur engineers. The idea of propelling a vessel by pumping water inboard and forcing it out astern is so pretty in its apparent simplicity, that like some other apparently simple things, intimate acquaintance with the reality of it is necessary to show how very superficial is the simplicity. The subject has been treated at some length m our columns by Itankine and others, but it was left to Mr. Bamaby to take the whole subject in hand, and by his paper, its mathematical and tabular appendix, and the discussion upon it, to remove almost all the charm of

July, 1882.

Liverpool, November 24tli.

I IS

But if I am asked to explain how a

illustrations of the

A. S. Herschel.

hel’,

motor in the suction pipe, it ought to be able to drive the exhaust fan, and leave a good deal over. If not, perhaps Professor Herschel will say why not.—Ed. E.]

COMPOUND ENGINES ECONOMY.

Slit,—In the interesting description of the tandem compound engine designed and constructed by Messrs. Worth, Mackenzie, and Co., which appeared in The Engineer of November 7th, it is stated that the dimensions of the cylinders for this engine were designed in accordance with the rule given in The Enginekh of October 17th, 1879. I have more than once perused the instructive article in which the rule referred to appeared, together with the very conflicting views which appeared in the subsequent correspondence, as expressed in the various methods for calculating the dimensions of the cylinders of compound engines to give out a certain power, ranging from the rule-of-thumb formula of Mr. J. Turnbull, jun., to the abstruse and, to myself, unintelligible formula of Mr. N. P. Burgh. In The Engineer of November 28th, 1879', a letter appeared from a correspondent signing himself “ P. H.,” containing a suggestion which received the editorial approval, that the respective correspondents should each give dimensions of cylinders for a compound engine to give out a certain horse-power from a specified initial pressure—a suggestion which was never acted upon. After an interval of five years, an engine at length appears on the Scene, accompanied with diagrams giving results practically identical with what was expected in accordance with the rule made use of, namely, that of The Engineer before referred to. With regard to the rules which appeared in the subsequent correspondence, this result agrees substantially with the rule given by Mr. J. Henry, is below the results of the too mathematical and unsafe rules of Mr. 1*. H. Smith and “Unemployed Draughtsman,” and is no less than 25per cent, above the result due to the rule-of-thumb of Mr. J. Turnbull, jun.

November 25th.    _ G. J. Clarkson.

Sir,—In reply to the letter of “Graduate,” in your issue of November 14th, we beg to say that he is in error as to the final pressures in the high-pressure cylinder, and the initial pressure in the low ; but the fault is ours in not having given the scale with the diagrams. The high-pressure diagram was taken with Richard’s indicator, 801b. spring, scale ; and the low-pressure diagram with another Richard’s indicator, 35 lb. spring, scale TV Measured with the scales supplied with the indicators, we find that the terminal pressure at the top of the high-pressure cylinder is 51b. higher than the initial pressure at the bottom of the low-pressure cylinder; while between the bottom of the high and the top of the low-pressure cylinders the gap is 2 lb. But we may mention that the diagrams were not taken simultaneously, but as quickly one after the other as one man could manage to take them ; and, as your correspondent will know, the work in a sawmill is very variable, and therefore the pressure in the top cylinder may have varied slightly before the diagram of the lower cylinder was taken.

With reference to cost of fuel, the price is about 7s. per ton delivered at Stockton; equivalent at the cost given to about b^ewt. per day. But this is supplemented by a portion of the sawdust and shavings made in the mill.

We herewith beg to enclose original diagrams, and Messrs. Forster, Brotherton, and Co.’s letter as to consumption of fuel.

(Pro Foster, Brothorton and Co.)

J. S.

R. Tinkler.

myself

November 25th.

Sir,—In Professor R. H. Thurston’s artiole on “ Journal Friction,” which you published on 21st inst., I observe that he assumes that he was the first to explain the method given of investigating the circumferential distribution of pressure on a journal.

I do not know when Professor Thurston discovered this method, but I worked it out and taught it to my students ten years ago. I never described it, however, as an accurate method, because the intensity of pressure is not proportional to the normal displacement of the surface, as Professor Thurston says it is ; but to the ratio of that displacement to the thickness of the metal, and the metal is not usually of uniform thickness. As reported, Professor Thurston says that the maximum pressure equals two-thirds of the load divided by the diametrical section. This is a mistake for four-

thirds. Fora close-fitting journal the ratio is ^ or 1*27.

An equally important investigation not noticed by Professor Thurston is that of the distribution of the pressure along the length of the journal. This depends on the stiffness of the journal against bending. If it springs the pressure is heaped up, chiefly on one part of the length. The problem is, of course, a complicated one; but it should always be borne in mind that the bending increases very rapidly with the length of the journal when there is unsymmetrical support, as in overhanging crank pins.

Mason College, Birmingham,    Robert H. Smith.

November 22nd.

THE ROCKET.

SIR,—I hasten to correct a mis-statement which I made in my letter of last week. It had quite escaped my memory that Rocket cylinders as they now are in Kensington Museum are nearer horizontal than they were in January, 1831. When this change took place no one seems able to tell us, so that “rhilo”is right in that fact. All my other statements, I believe, are quite correct. With reference to Mr. Stannard's remarks about my sketch of Northumbrian, I find I have another illustration of theNorthumbrian made about the same date, and they are both so near alike, that I am very much inclined to think they are near enough a representation of what the Northumbrian was like on September 15th, 1830. I have Mr. Henry Booth’s copy—an Act for making and maintaining a railway or tram road from the town of Liverpool to the town of Manchester, with certain branches therefrom, all in the county of Lancaster, 5th May, 1826. The book contains several other Acts

of Parliament, also three pages of memorandums referring to the Liverpool and Manchester Railway, with Mr. Henry Booth’s autograph, 1830.    Isaac W. Boulton.

Ashton-under-Lyne, November 25th.

BOILER EXPLOSIONS.

Sir,—In your article on boiler explosions in The Engineer of November 14th, you compare a boiler explosion to the escaping of a soda-water cork. The illustration . is as simple as it is true ; and you show that the fragments of a boiler receive their velocity after they have parted with the boiler. Now could the fragments not be arrested in their flight by such an arrangement as shown in the accompanying sketch, which shows a boiler in section, and a hoop joined by a spiral spring encircling the boiler? By using a sufficient number of these hoops, would they not arrest the fragments of a boiler in the event of its bursting?    Winter.

November 20th.    __

in.

J. G. Lorrain,

Proprietor of the Kinetic Engineering Company. 37, Brooke-street, Holborn, E.C.,

November 25th.

remove

that his views should be put clearly before the world, and that he should explain how it is that high water becomes a monster wave when it passes Van Diemen’s Land. Perhaps Mr. Snowdon is not aware that Sir William Thomson, after discussing tidal observations made at Toulon, observed that the coincidence of phase of the main lunar and solar semi-diurnal tides, happening some four or five hours after the time of new and full moon, would point to the conclusion that they were wholly generated in the Mediterranean, and were scarcely, if at all, influenced by any action from the North Atlantic through the Straits of Gibraltar.

If tides, however small, are generated in the Mediterranean, there cannot be any insuperable obstacle to their generation in the North Atlantic. Mr. Snowdon is quite correct in assuming that the general progress of the tides is westward, but is he aware that throughout Europe, except in some parts of the Mediterranean, the progress is eastward? Possibly, he is not aware that the equilibrium theory, as generally accepted, has been deemed inadequate by Admiral Fitzroy, Dr. Whewell, Professor Haughton, and also Sir William Thomson, as shown above; this should encourage Mr. Snowdon to explain his views clearly and distinctly. I have read Mr. W. Raleigh Browne’s paper on estuaries with considerable interest, though, unfortunately, there are some marked differences between his views and mine ; some of which I may as well note, as incidental to the present discussion. I do not see that the progress of the tide is wave-like. In very calm weather I have frequently observed the tide to rise without anything more than a slight ripple on a flat beach due to the fall of the water from its slight elevation.

Admiral Beechey mentions a spot in the Irish Sea in which the water rises from 16ft. to 20ft. without any visible horizontal motion of its surface ; and the writer quoted above from the Dictionary of Science, &c., especially observes that the progress of the tide is not wave-like, though he has made use of the term tidal wave. Since the velocity of the crest or ridge of the tide is usually much greater than that of tidal currents, I do not see how it is possible to have any great inrush of sea water. Taking a velocity of fifty miles an hour for the ridge and ten miles for the current, it is clear that the water must be outstripped by the ridge in a short distance.

I think it is unfortunate Mr. Browne has not used the word head as synonymous with crest or ridge, and substituted the word foot for it. It is very desirable for technical terms to be used as much as possible in the same sense by all writers.

Should Mr. Snowdon or any of your readers care to see a fuller exposition of my views on the genesis of tides, I would refer them to the article you did me the honour to insert in June and

Joseph Boult.

THE EFFICIENCY OF FANS.

SIR,—The correct figures given in your editorial note to my letter of corrections with the above title, inserted in last week’s issuo of The Engineer, resulted actually—as they were in part presented in the paper read before the Institute of Mining Engineers at Dudley—from one of several experiments made, with the assistance of a serving lad, at Mr. Capell’s residence at Passen-ham by Mr. Capell and myself, on some of his fans, in July last.

It was not mentioned in the paper, but it would yet be well known,

I bolieve, to members of the Institute who were present at the meeting, and who are acquainted with the hand use of many of Mr. Oapell’s fans, that during a series of trials of about an hour to which those small ones were submitted, the only driving power UBed—when I did not occasionally take the task myself—was that of the lad turning the winch handle of a large wheel, from which a belt was carried to the fan. The necessary exertion was not great, and nothing approaching to what I have known reached at a winch handle, in strenuous trials of their labouring powers, by a class of grown-up students, to one-fifth, and sometimes even to one-fourth and one-third, of a horse-power, for a few moments. I would estimate it approximately, from frequent measurements of winch-handle work among strong youths, at about, and certainly not much exceeding, one-tenth of a horse-power, or 3300 foot-pounds per minute, at the best speeds of the trials. Of the three figu in your recapitulating note—0'3-horse power by the ordinary miners’rule, 0'095-horse power by my amended rule, and 0'227-horse power by that based upon the air’s velocity at the fan inlet —the least figure, 0'095-horse power, agrees best with all the available work that can have reached the fan pulley; and far from admitting that the net power expended upon the air cannot have been less and may have been more than the quantity 0'227-horse power calculated from its velocity at the fan inlet, or 7490 foot-pounds per minute, I am quite convinced that no work approaching to this was during the trials ever done upon the wheel. In all the attested trials of Mr. Capell’s exhaust fans with which I am acquainted, and which I have examined for this purpose since addressing you last week, the same condition has been verified, that the power accumulated in the velocity of the air was greater than the power bestowed upon the pulley of the fan. But how are we to reconcile this with the statement that it “ must be less?”

It does not devolve upon me to explain where work was derived from which was never done, flow of energy of motion greater than the power exerted made its appearance in the air, I reply to this that energies of motion, and I am inclined to add also energies of form and of other attributes of matter and motion, reside in moving matter two and two, in latent states of neutral alliance with each other. The action of work, or of transformation of energy from one of its dual forms to another, consists always of a preparatory stage in which the neutral dual-alliance of energy is broken up, and it emerges in two aspects of equal associated quantities, but of different descriptions, into sensible forms from its latent state. This severance of energy, and its dual manifestation whenever transforming work is used upon, or done by it, although conditional to work-performance, involves no exercise of work itself; and such a wide expanse of principle occurs in every part of physics, that in the reliance which I place in its undeviating validity as a general law of all processes of work, accomplishing transformation of twofold energy by some tasking contravention of friction to effect it, I have even been led to doubt whether energies like those of heat and electricity, for example, are really energies of simple motions, and may not more probably be energies of form and multitude, and of other similar attributes with which we know that equally with place or pose and transportability in space, matter and the motions of matter are invested.

So different, however, is this idea of energy in general from the currently received opinion that it is all alike in some way energy of simple motion, instead of also partly energy of sundry attributes of grouped motions, that rather than anticipate conclusions in a question of which the solution may possibly remain yet for a long time in suspense, I prefer at present to test contending views in their wide range of applications very carefully and cautiously, noting only when they arise, sueli illustrative evidences of my view’s correctness, as the results obtained in trials of Mr. Capell’s fans seem naturally to furnish, in order to let them serve as stepping-stones, if they may ultimately have such rare utility, whereon to raise gradually and to rest securely an efficient general science of the nature, laws, and mutual relationships to each other of work and energy.

47, Lovaine-place, Newcastle-on-Tyne,

November 24th.

[Does Professor Herschel believe, we shall not say in perpetual motion, but in the creation of energy ? On our showing the energy in the moving air is '227 of a horse-power in a certain experiment and this result has been produced, according to Professor Hersc by 095-horse power. Put in another form, 95 expended horsepower developed 227-horsc l>ower. This is an enormous margin. Allowing for very respectable losses, if a fan were mounted as a

Stockton-on-Tcos, September 8th, 1884. Messrs. Worth, Mackenzie, and Co.

Dear Sirs,—In reply to your inquiry, wo beg to say that our coal account for twelve months was for the old engine £9R js. 8d.; and for tho ono you suppliod £34 7s. ltd.—Yours truly,

This letter we consider better evidence of the success of the engine than any isolated trials could possibly show.

Yulcan Engine Works, Stockton-on-Tees, November 20th.

BURSTING CANNON.

Sill,—In your comments last week on the bursting of the (tin. gun at Gibraltar, you mention the liability of cannon being burst by the entrance into the bore of a bullet from a machine gun; also that the effect of obstacles in the bore is unknown. Many years ago I experimented by laying small obstacles in the bore of such cannon as were within my reach, from which I found that, by what may be termed internal spiking, any cannon loaded with iron shot can be burst in the firing of it by simply inserting a small spike point foremost in any part of the bore, but that the most destructive effect was produced by jamming the spike between the shot and the bore.

I wrote in November, 1876, to the "War-office offering to send a bullet available for the usual purposes, to be fired from the shoulder from an ordinary rifle, containing a spike, which, if entered into the mouth of a cannon, will have the effect of bursting it whenever fired charged. I received an answer that I need not trouble.

I enclose my address for any of your readers that may be curious in the matter, but for reasons which I can explain 1 sign

Log Chip.

JOURNAL FRICTION.

ELECTRIC LIGHT CABLES.

Sir,—I am a good deal amused by the letter of Mr. James Johnstone in the current number of your journal. He commences by saying that the laying of the Berthond-Borel cables at Greenock in sand is “a great mistake,” because he has noticed that lead water pipes are less corroded in clay soils than in sand, and that in sand they will not last seven hundred years, whereas in peat moss they remain as good after lying buried for that period as when first laid. Now, it is well-known that pure sand can itself have no chemical or corrosive action on lead, and it is not intended to lay the Greenock cables in chemically charged sand. I do not think, however, that Mr. Johnstone has carefully read your note, for if he had he would have noted that the cables, besides having their two sheathings separated by a layer of gas-tar, were to be painted over with tar before being laid in the sand. The object of tarring the outside of the external lead sheathing is simply to protect the lead from chemical action, and a most complete protection it is. Indeed, it is the presence of tar constituents in the peat that explains why lead is so well preserved therein; and Mr. Johnstone’s letter, instead of showing that the Kinetic Engineering Company’s thod of laying their cables is a great mistake, gives the best possible evidence in its favour.

AMERICAN NOTES.

(From our own Correspondent.)

New York, November 15th.

The only new commercial feature this week is the increase in the surplus reserve of our banks, to upwards of 35,000,000 dols. above legal requirements, due to the continued influx of gold from across the water, which it seems that the extreme rate of 5 per cent, by the Bank of England cannot arrest. Second to the increasing supply of currency from interior banks, as compared to the former week, the past week has shown an increase in the volume of business throughout the country, a slight decrease in the number of failures, and a better spirit in trade circles generally. The political agitation has blown over, so far as business interests are concerned, and both sides have accepted the unexpected result in a quiet way. The protection element professes to be assured that tariff agitations will not be renewed. The movement of cotton from the South to shipping points is increasing, and a very active distribution of com and wheat is going on throughout the interior. During the past two months twenty anthracite and twelve bituminous furnaces have been blown out, reducing the number now in blast to eighty-six anthracite and eighty-six bituminous, with a total weekly capacity of 66,000 tons. Special efforts are being made to widen the market for southern pig iron in the North, and several large transactions have just been closed at Philadelphia, which will open a market there for upwards of 10,000 tons at once, and likely lead to an increased demand, owing to the fact that it is delivered at that point, and can be delivered at other ports, at about 1 dol. below competing irons.

All other branches of the iron trade are extremely dull, with the exception of steel rails and pipe iron, the demand for which is active. Orders for three months’ output have been secured.

The cholera scare is likely to result in a prohibition of rag importation. Our bread-stuffs exports for October this year, foot up 11,541,112 dols., against 14,740,994 dols. for the same time last year. Our cotton crop this year will be larger than last.

The Trunk line war of passenger rates still continues.

The American Society of Mechanical Engineers held their fifth annual meeting in this city on the 7th inst. It is likely that the tariff question will be brought up in Congress this winter, in spite of the belief of protectionists to the contrary, and notwithstanding the fact that sixty-three of the 153 members of the House who voted for the Morrison Bill have been left at home, for one cause or another.

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

(From our own Correspondent.)

ORDERS for finished iron have not increased in the interval since last report. On the contrary, certain makers announce this week that business has become increasingly tame. Some mills are now standing for want of contracts, and it is not in all instances easy to keep the other portions of the works going. Those makers arc best off who are well known in the trade for the energy which they display in looking up business. Such firms do not much complain, at the same time they will not prophecy concerning the probable prospects for the new year.

Best sheets, and sheets for the galvanisers, are in more steady demand than any other branch, but even here there is not at present much to boast of, and certain makers of best sheets state that during the past few weeks they have been unusually quiet. Best tin-plates, a branch that is much affected by the stamping sheet firms, show a little better demand for Australia and the United States. Prices, however, are very unsatisfactory, and lately certain of the makers have steadily refused to entertain merchants’ offers. Working-up sheets are quoted by the best firms at £10 10s. per ton for singles ; soft steel singles, £12; and charcoal sheets, £20. Ordinary merchant sheets are £6 15s. for singles, and galvanising sheets, £7 to £7 5s.

I understand that Messrs. Jno. Knight and Co., of the Cookley Ironworks, are still debating the suggestion that they should to the North of England, but that no decision has yet been arrived at. They want immediate relief from the oppressive railway rates, and no relief at present appears likely.

The demand for “ list ” bars and other sections of best merchant-iron remains dull, and bars range from £8 2s. 6d. to £7 10s. A change in the partnership is occurring in the celebrated firm of W. Barrows and Sons, Tipton. Mr. W. Barrows and Mr. W. T. Bar rows retire, and the works will, in the future, be in the hands of Mr. Jos. Barrows.

Open market quotations for merchant iron of an ordinary quality appear from the list of the l’elsall Coal and Iron Company,

This concern quotes bars, Ain. rounds and squares and upwards, £6 5s. per ton; hoops and strips, lin. by 18 b.g., and upwards, £6 10s.; superior bars, £6 15s.; horseshoe bars, £6 15s.; superior hoops and strips, £7; hinge strip, £7 10s.; nail strip of from 12in. to 24in., and from 14 to 12 b.g., £6 5s.; gas strip of GJin. wide, £6 5s.; 7in. to 8Jin., £615s.; 8|in. to 12Jin.; £7 5s.; angles, ljin. to 4ijin., £6 10s. to £7, according to quality; tees, gin. to 2£in., £7 10s. to £8; sash iron, £8 5s.; and steel hoops and strips, lin. by 18 b.g., £8 10s. per ton nominal.

Bars from South Wales are offered this week at £5 5s. delivered into this district, and it is believed that some little time ago one consuming firm of note hereabouts contracted forward for a supply of 10,000 tons of such iron at slightly below the price named.

Hoop makers are badly off for work. Several firms have mills of this description utterly idle. Brices continue a matter of much complaint.

Steel ingots, blooms, and billets are in fair demand from other districts for rolling down here, the more so since the works of the Staffordshire Steel and Ingot Iron Company are necessarily idle by reason of the late boiler explosion. This year will go out without seeing a re-start; but I understand that in the New Year the mills will be set going upon blooms obtained from the North-Eastern Works, Middlesbrough, before any attempt is made to start the Bessemer and basic shops again. The basic shop was wholly destroyed by the explosion. Messrs. Hatton, Sons, and Co., Bilston, one of the firms who have adopted the Clap and Griffiths process of steel making, state that they are meeting with all the success that they anticipated, and that the quality of the metal produced is very soft and otherwise of a high description.

Foundry nigs are in moderate request by the pipe-casters. Otherwise the dulness in the pig trade is unrelieved, and prices of foreign makes still favour buyers. Derbyshires are an average of 42s. delivered to stations, and Northamptons of 40s. Native part mine pigs are 42s. to 45s., and cinders 35s. to 40s. Messrs. Roberts, of Tipton, and Messrs. Thomas Bros., of Walsall, have each just re-lighted an additional furnace.

Manufacturing coal is very plentiful, and prices are weak. The Hamstead Colliery Company, who are raising between 2000 and 3000 tons a week, quote prices as:—Domestic fuel, 10s. into boat, 0s. into truck; furnace coal, 8s.; mill and forge, 7s. Gd.; best slack, 5s.; engine slack, 3s.

The directors of the Belsall Coal and Iron Company

pon the six months ending September 30th of £1003. This has been brought about by the disastrous colliers’ strike which put their pits to stand for sixteen weeks, and compelled them to buy coal and slack from other districts to keep on the ironworks. The new pumping, winding, and haulage machinery is nearly completed • for the collieries.

An explosion of fire-damp, which might have resulted in the loss of many lives, occurred on Wednesday at the Prince of Wales’ pit, Oakham, near Dudley. At the time there

horses in the pit. Owing to the excellent arrangements the lives of the men were saved, but the horses were suffocated.

Mr. Capper, the operative secretary to the Ironworkers’ Wages Board, rightly attributed, at Bilston on Monday, the continued reduction in wages to the progressof the steel age. As to wages, it was folly for the Staffordshire men to attempt anything in the way of an advance until the North of England men moved in the matter. Acting upon this advice, the meeting resolved to leave the question in the hands of their representative Board.

Amongst the other rolls that have just been and are now being made by Messrs. Berry for both homo and foreign manufactories, mention may be made of a pair of grain plate rolls of 32in. diameter, and !)ft. Gin. on the barrel, for a Scotch house; a second pair of chilled iron rolls for France, and some specially shaped rolls for Germany.

Certain of the galvanisers are well employed in their tank and kindred departments, and recently a fair amount of galvanised work has been executed horeabouts to form part of heavy sugarmaking machinery plants which are being sent to Java, the planters believing that next year there will be a chance of the industry reviving.

We are threatened with another strike among the operative forged chain makers. A number of the employers have intimated that they have no other course open but to insist upon further reductions, owing to the lack of demand, and the ope that they will come out on strike. The present rate of wages is very low, and it is alleged that a few of the masters favour the action of the men.

The important work of building the new railway station at Rugby is proceeding steadily, but not rapidiv. Several deviations from the former paths of the six lines, which will use the new station as a junction, have been rendered necessary in the neighbourhood of the station. For example, the Northampton line now enters the station over a large viaduct of sixty-five arches, and the Stamford line takes a circuitous route, and is carried by a new viaduct of thirteen large arches. These portions of the work are already fully completed. Only a section of the huge island platforms, 470 yards long—the longest in England—is at present in hand, but the fine block of buildings which will occupy the centre of the platform is nearly finished, so far as masons’ work is concerned. It iR hoped that this first instalment will be ready for early in the New Year. The station is to be covered with a handsome roof, partially of glass. Altogether, when completed, it promises to rank among the finest stations in the country. Messrs. Dransfield and Smith, Sheffield, are the contractors for the deviation scheme, and Messrs. Barnell and Sons, Rugby, the contractors for the general work.

Smethwick, near Birmingham, has determined to claim to be constituted a parliamentary borough. The claim rests not merely on the size of the town, but on its commercial importance. It is situated on two main railway lines, and in its area are comprised some of the largest and best known factories in the kingdom, such as Chance’s glass works, Tangye’s engine and machinery works, those of the Batent Nut and Bolt Company, the Soho Foundry of •Tames Watt and Co., Nettlefold’s screw works, and the works of Muntz’s Metal Company, some of them employing over 1000 men.

announce a

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were fifty men and five

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NOTES FROM LANCASHIRE.

(From our ovm Correspondent.)

Manchester,—Business in the iron trade of this district continues without animation; buyers show but little disposition to give out orders except to cover present actual requirements, and low prices still rule in the market, with sellers open to book for forward delivery at present rates. Here and there makers who are well sold hold out for full prices, but there is so much iron offering in the market that buyers have no difficulty in placing orders at under the nominal quoted rates.

There was a moderately good attendance in the Manchester Iron Exchange on Tuesday, but the weight of actual business doing was only small. Lancashire pig iron makers continue to book moderate orders on the basis of 41s. for forge and 41s. 6d. for foundry, less 2J per cent., delivered equal to Manchester, and there are district brands to be got at about the same figures, although the general quoted rates are about 42s. Gd. to 43s. for Lincolnshire up to 44s. to 45s. for Derbyshire, less 2i per cent., delivered here. In outside brands quotations for Middlesbrough remain without material change, but for Scotch iron there appears to be in some quarters a disposition to take a little less money.

For hematites there is still only a poor demand, and although prices are not quite so low as they were a few weeks back, good foundry brands delivered equal to Manchester do not average more than 53s. to 54s., less 2J, with sellers in some cases still open to take under these figures.

In the manufactured iron trade business is dull, and although one or two of the leading finished ironworks in Lancashire are still kept well employed, makers generally appear to be getting

short of work, and more anxiety is being shown to secure orders. , For good qualities of bars delivered equal to Manchester, £512s. 6d. remains the basis of quoted rates, but prices show a tendency towards weakness, and there are local brands to be got readily at £5 10s., with good North Staffordshire bars to be bought at £511s. 3d., and it is only in exceptional cases that makers are able to hold out for the full rates. Local made hoops average about £6 to £6 2s. Gd., and sheets £7 to £7 2s. Gd. per ton.

There is no material change to report with regard to the condition of the engineering trades, with the exception of one or two branches that are still kept well employed, there is a continued falling off in the new work giving out.

As the question of safety lamps continues one of considerable prominence amongst mining engineers, it will be of interest to give a few particulars respecting the Wolf lamp, which I have had an opportunity of inspecting at the works of Messrs. Schaffer and Budenberg, Manchester. This lamp has already been brought under the notice of the Manchester Geological Society, where it was very favourably commented upon, as I reported in my “ Notes” at the time, but there are several important details in connection with it which were not then gone into that I may now add. It may, perhaps, be as well first to correct a misapprehension that seems to exist, judging from the reports of some of the trials of safety lamps which have been made, that the “ Wolf ” is practically a Marsant lamp. So far as the special features of the two lam]is are concerned, any similarity that may exist can scarcely be said to extend beyond the arrangement of the double gauze. With regard to one of the main features of the Wolf lamp, the arrangement for re-lighting without opening the lamp, by means of a strip of percussion paper and a small hammer operated by a spring attachment outside the lamp, and which emits a flame sufficient to ignite the volatile mineral oil with which the lamp is fed, a question was . raised at the Manchester Geological Society whether this would not be such a contravention of the Mines Regulation Act, which strictly prohibits the taking into the workings of a mine of any appli for re lighting lamps, as to prevent its introduction into the lieries of this country; but I understand that a tacit permission has been given for its use, and the lamp has already been experimentally introduced. In fact, it is difficult to understand how any practical objection could be raised to the lamp on this ground, as the arrangement for re-lighting certainly does not introduce any element of danger, but, on the other hand, effectually removes any temptation a miner might have for opening his lamp

gases

Chester, of the Manchester Gas-

bur

gy.

lib

ance

Dunston, and Chesterfield. The proposed line is to take a course what similar to that of the canal belonging to the Manchester,

liuey nanway in tho line of route.

The first deviation

on

will commence in the parish of Dronfield, and terminate in tho parish of Ilathersayo, passing through Dronfield, Dore, Totley, Holmesfield, Hope, Nether l’adley, Outseats, and Hathcrsaye. Another deviation begins in the parish of Castleton, and terminates

casure.

THE NORTH OF ENGLAND.

a nee col-

for the purpose of re-lighting, rather than travel a long distance to the lamps’ station, while it might prove of great advantage in case of an accident, where a safe means of re-lighting a lamp on the spot was essential. The locking of the Wolf lamp is, however, so arranged that it is practically impossible for it to be clandestinely re-opened. The lamp is locked by an internal spring, which can only be drawn back by a powerful magnet specially constructed for the purpose, and which would, of course, be kept in the possession of the officials having charge of the lamps. Another important feature is that the light will continue to burn with the lam]) in almost any position; one of the disadvantages of the Marsant and similar lamps being that the light is extinguished in the event of the lamp becoming tilted over to anything like an acute angle. The glass tube surrounding the lamp is also so arranged that it is held in position with sufficient play to allow for expansion in the case of extra intensity of heat, and is therefore not so liable to break from this cause as is the case with many lamps which have exploded under tests when the burning of inside the lamp have produced a heat which tho glass has not had the means of withstanding. Tho Wolf lamp, as I had an opportunity of witnessing, is also self-extinguishing when placed in the midst of explosive gas, and, judging from the experiments which I saw made with the lamp, it certainly seems capable of meeting very successfully the difficulties surrounding the production of an absolutely safe, and at the same time workable lamp for mine purposes. In addition to the lamp itself, there is a very ingenious arrangement for supplying the exact quantity of oil required; whether the lamp be empty or partially filled, the vessel containing the store of oil is fitted outside with a glass measure containing the exact quantity for the supply of one lamp; the oil passes through this measure, and by a syphon arrangement the outflow is stopped immediately the lamp is filled, whether it has required a full or only a partial supply, and the measure is then automatically re filled in readiness for the next lamp that has to be supplied.

The members of the Manchester Association of Employers and Foremen on Saturday last visited the Rochdale-road Gasworks of the Manchester Corporation, which, I may mention, are the only largo works in the kingdom where hand-stoking has been altogether superseded by mechanical arrangements for charging and drawing the retorts, two systems being employed—one the Foulis arrangement worked by hydraulic power, and the other the charging and drawing machinery actuated by compressed air, invented and patented by Mr. John West, C.E., late chief gas engineer to the Manchester Corporation. At the meeting of the Association, held in tho evening at the Manchester Technical School, Mr. Thos. Ashbury, C.E., the president, in the chair, Mr. West read a paper on “The Manufacture and Distribution of Gas, with special reference to Modern Appliances and Machinery now employed at Gasworks.” In the course of his paper, Mr. West observed that the last triumph of gas lighting he had had the pleasure of witnessing was Wigham’s patent triform group flashing gas light, which had been erected at the entrance to Belfast Lough, and which had an illuminating power estimated as equal to 2,GOO,OCX) sperm candles. Only the previous week, when passing Belfast Lough at a distance of several miles, he had been struck with the icnetrating power of thiB light, which, in his opinion, was the ight of the future for large and important lighthouses. ^With regard to the various applications of gas other than as a means of illumination—for cooking, heating, and the motive-power of engines—it would be more generally used if the public possessed public knowledge of their advantages. In the discussion which : ollowcd the paper, Mr. W. R.

works, remarked that it scarcely reflected credit upon the metro-)olis, that hand labour was still employed in the manufacture of a arge proportion of the gas made at the London works.

In the coal trade the recent winter-like weather has given a little more animation to the demand for house fire consumption, but not to such an extent as to have any material effect upon the market. With this exception the condition of trade remains unchanged; there is still generally a dull tone, supplies are plentiful, with many of the pits not working more than four to five days a week, and round coal continues to be offered in quantity for prompt delivery at very low figures. At the pit mouth prices average about as under:—Best coal, 0s. to 9s. Gd.; seconds, 7s. up to 8s.; common house coal, 6s. to 6s. Gd.; steam and forge coal, 5s. Gd. to 6s.; 4s. Gd. to 5s.; and slack, 3s, to 4s. per ton according to quality.

Shipping has been quiet, with steam coal delivered at the high level, Liverpool, or at the Garston Docks, to be got at about 7s. 3d. per ton.

Barrow.—I notice that the hematite pig iron trade of this district lias a tendency to still further improve. The market is now, I am informed, busier than it has been for some months. The adv in prices reported last week is maintained, and makers hope that before long a further increase will be effected. Brospects, on the whole, bear out this hope, and makers consequently ao not care to book extensive contracts except at rates more in their favour. The deliveries as published show an advance on previous weeks. The output is considerable, representing about two-thirds of the capabilities of the furnaces. Stocks are not increasing. Quotations this week are about 45s. to 46s. per ton net at works for mixed Bessemer samples, and 43s. to 44s. for forge and foundry samples. There is no special change to note in the steel trade during the week. Works are fairly well employed, although there are many mills that are not running. Orders to hand from both home and foreign consumers are of greater extent. Prices quoted are unchanged, ordinary parcels selling at £4 15s. to £5 per ton. Hoops and wire works are busy and developing. Other departments are but indifferently employed. Shipbuilders have booked some good concessions, and expect with the New Year or soon after to be better employed. Coal and coke are selling a little more freely, although prices have not advanced. Shipping quiet. Iron ore in limited request at last week’s rates. Stocks are heavy at mines.

THE SHEFFIELD DISTRICT.

(From our ovm Correspondent.)

Ik no news is good news, the local armour-plate makers ought to feel satisfied that the telegram from Rome, intimating the preference of the Italian Ministry of Marine for French—all-steel— plates, cannot be correct. I find, however, that the absence of authoritative intelligence from Italy is causing some fear that the news may be accurate after all. As yet, however, the decision of the Italian Government, if it has been taken, has not been intimated to the two Sheffield firms.

It is stated that the Denby Ironworks, which have been closed for a considerable period, are to be re-opened shortly, for the purpose of converting the old stock of iron into steel, which is now in great demand for the purposes for which Denby iron was at one time used.

Messrs. John Crowley and Co., of the Meadow Hall Ironworks, than which there is no more enterprising firm in Yorkshire, have again carried off leading honours abroad. An international chaff cutter contest has been recently held at Bain, in Hungary, in the dominions of Duke Metternich. Both English and foreign houses competed, and after a severe competition the gold diploma of honour was awarded to Messrs. Crowley and Co., for their Samuel Edwards’patent “ safety lever ” chaff cutters. The firm are the sole makers of these machines, which are known in nearly all markets.

The Manchester, Sheffield, and Lincolnshire Railway Company has long cast wistful glances towards the City of the Crooked Spire. Blanted there they would have their foot almost in the heart of the Midland system. The Manchester, Sheffield, and Lincolnshire Company has given notice of its intention to apply to Parliament for power to construct a line of railway from near Kiveton Bark to Chesterfield, which, if granted, will serve a district of country of exceptional interest, as well as tap certain mineral resources and large works which have hitherto been closed to the company. The Manchester, Sheffield, and Lincolnshire Company has access as far as Eckington, but the new railway would put it in a splendid position, which would be practically on the main line of the Midland. On its way the following places will bo served or passed through :—Treeton, Ulley, Brampton-en-le-Morthen, Ashton-with-Angleton, Todwell, Thorpe Salvin, Wales, Harthill-with-Woodall, Killamarth, Beighton, Eckington, Reni-8haw, Staveley, Brimington, Whittington, Tapton, Newbold and

d line is to take

some

Sheffield, and Lincolnshire Company, which, by the way, has also a Bill for the purchase of the Sheffield Victoria Hotel, and dissolution of tho Sheffield Victoria Hotel Company.

Derbyshire is to be favoured, if Parliament permits, with certain new lines. The Dole and Chinloy Railway Bill is rendered necessary by certain alterations will commence in the nar

in Chapel-en-le-Frith parish, passing through or into Castleton, Edale, Chapel-en-le-Frith, Bowden Edge, Bradshaw Edge, Coomb Edge, Chinley, and Glossop. For theso alterations the company will have to purchase lands and houses in Hope and Dronfield. They will have no difficulty in buying houses at Dronfield, where, since the steel works, as a “ going concern,” went across country, houses have been at a discount.

Another new line is contemplated in Derbyshire from Bakewell to Hassop—called for by the Dore and Chinley scheme—and tho Great Northern also contemplate a railway from Ilkeston and West Hallam to Heanor, and another from Shipley to near Nutbrook Colliery. These schemes, if carried out, will greatly develope East and North Derbyshire, though it is to be regretted that the thriving village of Barlow—one of Derbyshire’s loveliest spots—is not very closely served by any of the undertakings.

The Barrow Colliery strike was reported to be settled, and as 1000 hands were affected, the tidings were received with pi Tho settlement, which appears to have been made by a small number of the men, has been promptly repudiated by tho majority, who have passed a resolution declining to return to work unless “ an honourable settlement ” can be secured, “ whereby every man shall be allowed to resume work as there is room for him.”

(From our ovm Correspondent.)

The recent fluctuations of the Glasgow markot have had no influence upon the Cleveland pig iron trade, which remains steady, so far as prices are concerned. The attendance on ’Change at Middlesbrough on Tuesday last was good, but the business done was trifling. The demand for No. 3 is not so great as it was, owing, no doubt, to the fact that the shipping season has almost ended. Brices are, nevertheless, fully maintained, and for delivery to the end of this year 36s. 3d. per ton is the current price for No. 3 g.m.b. For delivery during the first quarter of next year 36s. 6d. is the lowest price quoted. Beyond that time sellers refuse to commit themselves. Forge iron is still somewhat scarce, producers having sold most of what they are likely to make during the next two months. Large quantities could probably be placed at 34s. 3d. per ton, but makers remain firm at 34s. Gd.

The price of warrants is nominally 36s. per ton. The stock of pig iron in Messrs. Oonnal’s store at Middlesbrough on Monday last was 52,964 tons, being a reduction of 60 tons during the week.

Shipments of pig iron to Scotland and Germany continue at a fairly brisk rate, but the total quantity shipped, up to Monday night, to all foreign and English parts, was only 61,893 tons, or 4259 tons less than in the corresponding number of days last month.

The position of the finished iron trade is no worse than it was. Several orders have been booked by those firms who have kept their works in operation, and there is now a better prospect of regular work. Brices are slightly better for small lots, but for large quantities the old rates are taken. Ship plates are quoted at £5 to £5 2s. Gd. per ton on trucks at makers’ works; angles, £415s. to £4 17s. Gd.; and common bars, £5 2s. 6d. to £5 5s. all cash 10th, less 2J per cent, discount.

A meeting of the North of England Board of Arbitration was held at Newcastle on the 20th inst., when Dr. Spence Watson, the arbitrator, heard the claim of the employers for a reduction of 6d. per ton on puddling, and 5 per cent, on other forge and mill wages. The operatives, on the other hand, made a counter-claim for an advance of equal amount, and their case was ably advocated by Mr. Trow, their secretary. The accountant’s certificate for the two months ending October 31st has been issued, and will no doubt be taken into consideration by the arbitrator before giving his award. It appears that the average net selling price of iron rails, plates, bars and angles, was £5 Is. 8'57d. per ton, or a reduction of 2s. 2jd. per ton when compared with the returns for two previous months. The quantities produced, however, were 10,466 tons more than during July or August.

The loose plant, stock, and stores at the Bishop Auckland Ironworks were sold by auction on Monday last.

The directors of the Hull and Barnsley Railway Company have obtained the additional capital required by them—viz., £1,250,000 —to complete their new railway. Operations will be resumed at once, and Messrs. Lucas and Aird, the contractors, have under taken to finish the line by the middle of June next.

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THE PATENT JOUKNAL.

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

Applications for Letters Patent.

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

on.

Water

on.

There is now a somewhat better prospect for the Wear shipbuilders, orders for three or four vessels having been placed on that river during the past week. Messrs. Bainbridge and Co. of the Pallion Ironworks, Sunderland, have also received orders for several sets of keels and stern frames.

The Bank Foot Colliery, at Anfield Plain, which has been closed for some time, was partially re-opened on Monday last, about forty men being set to work.

The annual report of the West Cumberland Iron and Steel Company has been issued, and shows that a gross profit of £14,583 was made in the iron and steel works. A loss, however, of £8194 resulted from operations at the collieries. No dividend was declared and the directors recommend that the productive power of the plate-mill should be increased by the erection of more Siemens-Martin furnaces.

Mr. John Jackson, contractor for the Middlesbrough dock extension, seems to be experiencing the usual troubles incident to undertakings of this kind. His contract, which amounted to between £90,000 and £100,000 comprised widening the dock entrance from the river, widening the entrance lock, and making a new spur at the south-west corner of the old dock in order to increase the dock area, and lengthen the quay wall. The alterations of the dock entrance seem to bo proceeding satisfactorily, and without more than ordinary difficulty. But in the case of the excavations which have been made in the other two cases, the water has burst in, and to a great extent flooded out the workmen. It does not appear to have been yet discovered how it obtained access, but apparently it comes from below in both cases. The substratum is to a certain extent a treacherous one, being composed in places of quicksand. There is no doubt but that theso difficulties will eventually be overcome, but their solution may be attended with considerable delay.

The use of the electric light does not seem to be increasing in the ironworks of the Cleveland district. Several firms who adopted it two or three years since have now abandoned it, having found lighting by gas very much cheaper. As in the case of lighting towns, so in the case of works, the recent electric light excitement has resulted iu a general desire to adopt improved gas lamps, and in willingness, on the part of owners, to spend more freely on gas. Either Brays or Sugg’s three-flame lamps are now largely used in those works where the electric light is not in operation. The Eston and the North-Eastern steel works still use electricity, but elsewhere it has been almost universally done away with.

A shocking accident occurred at Eston a few days since. A workman endeavouring to correct some flickering in an arc-light carelessly handled tho mechanism attached thereto in such a way as to permit the full electric current to pass through him. Death was instantaneous, and the appearances of the body were exactly similar to those produoed when death from lightning takes place.

Mr. I. L. Bell, president of the Institution of Mechanical Engineers, has again made his appearance in public, after his recent severe illness. Though not yet quite so strong as heretofore, ho appears likely to be so in a short space of time.

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The Glasgow iron market has been again irregular this week, there being considerable fluctuations in prices, but very little business done. The influence of the recent advance in quotations which extinguished a number of hearing operators is not yet spent, and speculators have not sufficient confidence to operate to any large extent in warrants.

Some discussion has again taken place on ’Change in Glasgow with reference to the amount of the current production of Scotch pigs. With business so contracted as it is at present, there is a likelihood of stocks increasing in the hands of the ironmasters, and the desirability of blowing out furnaces has accordingly received much attention. Differences of. opinion exist on the subject even among directors of particular panies; but unless the demand improves, it is not easy to see how the present output can be maintained. There are ninety-five furnaces in blast compared with 101 at the corresponding date last year.

Stocks of pig iron in Messrs. Connal and Co.’s Glasgow stores show little change since last report. Tho shipments of pigs for the past week 6935 tons against 6678 in the preceding week, and 9617 in the corresponding week of last year. The week’s imports from Middlesbrough are 9446 against 5736 tons in 1883.

^ Business was done in the warrant market on Friday at 43s. 7Jd. cash. Quotations fluctuated on Monday between 43s. 5d., 43s. 7£d., and 43s. 3£d. cash. Transactions took place on Tuesday at 43s. 2d. to 43s. 3d. cash, and 43s. 3d. month. Business wras done on Wednesday at 43s. 3d. to 43s. 5d. and back to 43s. 3d. cash. To-day—Thursday—the market was quiet at 43s. 3d. to 43s. 2d., and afterwards 43s. 3|d., closing at 43s. 2d. cash.

For a number of weeks the values of makers’ iron have been slightly tending downward, now merchants can both purchase and sell at lower figures. Free on board at Glasgow, Gart-sherrie, f.o.b. No. 1, is quoted at 55s. a ton; No. 3, 50s.; Coltness, 58s. 6d. and 52s. 6d.; Langloan, 58s. and 52s. 6d.; Summerlee, 54s. and 47s. 3d.; Calder, 53s. 6d. and 47s. 6d.; Carnbroe, 50s. 6d. and 47s. 6d.; Clyde, 48s. 6d. and 45s.; Monkland, 44s. 6d. and 41s. 9d.; Quarter, 43s. 6d. and 41s. 6d.; Govan, at Broomielaw, 43s. 6d. and 41s. 6d.; Shotts, at Leith, 54s. and 52s. 6d.: Carron,at Grangemouth, 49s. 6d. (specially selected 54s.) and 48s.; Kinneil, at Bo’ness, 45s. and 44s.; Glengarnock, at Ardrossan, 50s. and 43s. 6d.; Lglinton, 44s. 6d. and 41s. 6d.; Dalmellington, 48s. 6d. and 44s. Freights to the United States are now very low.

The manufactured goods exported from Glasgow in the past week included four locomotives and two tenders, valued at £9500, for Calcutta; iron barges, weighing 451 tons, valued at £12,200, also for Calcutta; machinery, £10,500; sewing machines, £2206; steel goods, £2509; and iron manufactures, exclusive of pig iron, £29,320.

In the malleable works business is still fairly active, and the locomotive works are also busy, but many other branches are without anything like sufficient employment.

The coal trade is moderately active in the Glasgow district. Some coalmasters inform that they are doing well, and that they unable to obtain a sufficient number of from the railway companies. This is a longstanding grievance, and one which it is astonishing should not be redressed, especially as in dull times like the present, a large amount of railway plant is not fully employed. The allegation is made that certain firms are favoured by the officials, and that they can keep wagons either full or empty as long as they please, and that in this way other employers are unable to get the facilities they really need. Surely if this matter were represented to the proper would be set right without uela shipments of coals at Glasgow were fair, amounting to 14,589 tons at the General Terminus, and 6451 tons at the Queen’s Dock. At Greenock the very small quantity of 81 tons was despatched, while 585 tons were sent from Ardrossan, 5788 tons from Troon, 8232 tons from Ayr, and 8417 from Grangemouth. The prices, f.o.b. at Glasgow are:—Main coal, 5s. 9d., to 6s. 3d. per ton; ell, 6s. 6d. to 7s. 6d.; Hamilton ell, 7s. to 7s. Gd.; splint, 6s. 6d. to 7s.; and steam, 8s. to 8s. 3d. In some districts it is not easy to keep the colliers fully employed, while in other places work is tolerably steady.

One or two orders have been placed with Clyde shipbuilders for medium-sized vessels within the past week or two, but rumours of orders from the Admiralty and the Russian Government which have got into circulation are found, unfortunately, to bo incorrect.

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

The importance of the Bute Dock and Taff Vale Amalgamation to Cardiff cannot be overestimated. It is a great and a wise projeet which has taken several years to develope, and may be said to be the outcome of very grave deliberation between the most thoughtful, practical minds of the district—Mr. W. T. Lewis and Mr. Geo. Fisher. I give Mr. Lewis the credit of originating the scheme, and of having had it in view for a long period. Then, when matured, it was essential that Mr. Fisher should be called into the deliberation, and it speaks well for the project that he who has so deep an interest in the Taff Vale Railway should, equally with the Bute party, give it strong approval. The public. must wait a little while for full particulars, but it is understood that the Bute Trustees as landowners are to receive royalties similar to those payable by the railway company to Lord "Windsor in connection with 1’cnarth Dock. Further, the Marquis is to receive in respect of the capital expended upon the dock undertaking, £750,000 four per cent, preferential stock, and £862,500 ordinary stock of the amalgamated company, who are also to pay tho expenses of constructing the newRoath Dock. The masterly stroke of policy in buying the Glamorgan Canal can now be seen. The policy was statesmanlike throughout. The bigness of the scheme seems to have cast every other project for the time into the shade, and promises to assume larger dimensions daily as the details come to light.

There is a satisfactory amount of business being done in the coal trade, and a nearer approach is being made weekly to tho old averages. Thus for some weeks clearances at Cardiff were only a little above 100,000 tons, instead of the old average of 150,000 tons. A fortnight ago they went up to 134,000 tons, and last week a total was reached of 141,000 tons. Trade is, it must be admitted, rather partial, and while some leading firms are well placed, others, notably the ironwork firms, are not, so far, anything like so busy as they would wish to be. This is to be regretted, as it makes matters worse in the ironworks district. House coal is in good demand, and an improvement has set in for small steam.

Slackness continues to characterise the steel trade, and there are few of the mills which can be said to be more than half employed. I do not, however, forego my hopes. Rails are in great request in India and in various colonies, notably New South Wales; and it is only a question of time for some degree of improvement to set in. Some falling off in the make of steel bars is noticed, and this is easily accounted for. Tinplate is not very flourishing at present, and there are rumours of an early return to a restriction of make in several quarters. Prices show a developing tendency during the last few days, and that, too, when market rates leave but a small margin to the maker. Charcoal steels are only 15s. 9d.

I hear of various projects afloat in connection with a new bar trade for Wales; but it is yet early to specify particulars.

A special investigation of the Pochin Pit, Tredegar, was made on Saturday last by a party of the leading mining engineers of the district. These included Mr. W. T. Lewis, Mr. Galloway, and others, and the special object was to arrive at a hypothesis as to the cause of the late explosion.

The Standard Colliery, Ynyshir, Rhondda Valley, will probably be selected as the test colliery for the shot firing experiments to be carried out by direction of the Home Secretary. Government is understood to be very bent upon having all shot firing done between the shifts, and against this there is a good deal of murmuring.

The Nixon coal traffic has been again transferred to the Rhymney Railway from the Taff; but whether permanently or not cannot be stated.

There is a good deal of complaint at Swansea regarding the slackness of steam and ordinary sailer tonnage, and much more could be handled if it came to the port.

Some people are beginning to find out that the Barry scheme is not all golden, and commenting strongly upon the project. Well, I have had my say, and have maintained from the first that it was a mistake — that it would be better for the promoters themselves to lose their bill. Now, seeing that no argument moved, and that they have their Bill, let them go on undisturbed.

Condensed from the Journal of the Commissioners of Patents.

18<A November, 1884.

15.121.    Material forming Artificial Ivory, Ac., T.

F.    Best, Uxbridge.

15.122.    Whip Handles, G. Evans, Birmingham.

15.123.    Ironino, Ac., shirts, Ac., A. Mortitt, Nottingham.

15.124.    Treating Timber, T. Pickles and B. Blakey, Manchester.

15.125.    Preparing Timber for Shuttles, T. Pickles and B. Blakey, Manchester.

15.126.    Mkans of Advertising, W. A. Cartwright, Manchester.

15.127.    Utilising Waste Gaseous Products of Com-bustion, E. Biedermann and E. W. Harvey, London.

15.128.    Hammering Steel Ingots, A. Harrison, Glasgow.

15.129.    Folding Candle Stand, C. G. E. Tcrraneau, Lond

15.130.    Brake for Velocipedes, B. Kottlo and H. J. Brookes, Smethwick.

15.131.    Caps employed in Rovino, Ac., Fibrous Materials, J. C. Bouse, Halifax.

15.132.    Motive Power of Tramcars, W. G. Storey and

G.    M. Clifton, York.

15.133.    Valve Gear for Steam Engines, J. H. Smiles, Stockton-on-Tees.

15.134.    Levers for Transmission of Tower, J. Chorley, Birmingham.

15.135.    Fish-joints for Railways, J. Hough, Manchester.

15.136.    Cap Roving, Ac., Machines, E. and J. Gott, and J. Bamford, London.

15,187. Governors for Steam Engines, S. S. SSronsen and H. Stevenson, London.

15.138.    Steam Pumping Enoines, II. Watson and Son, Newcastlo-on-Tyno.

15.139.    Private Fire Escapes, D. W. C. Piggott, London.

15.140.    Treating Piiosphatic Slags, C. Seheibler, London.

15.141.    Reservoirs of Oil Lamps, B. Carrs, London.

15.142.    Burners for Hydro-cariion Oils, B. Carrs, London.

15.143.    Boxes for Primary Batteries, C. Moseley, Manchester.

15.144.    Slide Fasteners for Baor, H. J. Bovill, Chiswick, and J. A. Brodor, London.

15.145.    Manceuvring Ships, W. Brett, Edmonton.

15.146.    Perpetual Self-acting Stagnant Enoine, T. Macdiarmid, Balham.

15.147.    Ships’ Signal Luos, E. Martin, London.

15.148.    Tinning, Ac., Terse Plates, 11. Bain, London.

15.149.    Looms, J. Hilton and J. Wallwork, London.

15.150.    Rubber Compositions, J. J. C. smith, London.

15.151.    Watch Snatching Preventer, T. Dobbie, Glasgow.

15.152.    Lamp Burners, W. Harvio, Glasgow.

15.153.    Sliding Trivets, S. Tumor, Loudon.

15.154.    Storino up Force, Ac., T. R. H. Fisken, East Greenwich.

15.155.    Electro-magnetic Engine, 8. W. Maquay, London.

15.156.    Boots and Shoes, A. C. Harris, London.

15.157.    Disconnecting Soil Pipes, A. H. Kendall, London.

15,168. Fihino Tubes for Artillery, J. Macnab and D. Hickie, London.

15.159.    Drivino Gear for Bicycles, G. Mabbutt and K. Holland. London.

15.160.    Staging, Flooring, Ac., of Hot-houses, Ac., B. Treeton, Lond

15.161.    Embossino Canvas, W. S. Morton, Glasgow.

15.162.    Embossed Canvas, W. 8. and J. Morton, Glasgow.

15.163.    Vent Peg for Wine, Ac., Casks, E. H. Boutcher and W. F. Westwood, Londou.

15.164.    Burglar’s Alarm, J. O. Spong, London.

15.165.    Friction Drilling Brace, H. 8. Solomon, London.

15.166.    Glazing Skylights, Ac., C. and J. Wiltshire, London.

15.167.    Arc Electric Lamps, C. F. Cooke and W. Robinson, London.

15.168.    Arc Electric Lamps, C. F. Cooke and W. Robinson, London.

15.169.    Cartridges and Explosives, G. RoweU, London.

15.170.    Mounting Saddles for Velocipedes, D. A. Salamon, London.

15.171.    Winding, Ac., Yarn or Thread, J. Boyd, London.

15.172.    Winches and Windlasses, J. McE. Ross, London.

15.173.    Coalscuttles, W. R. Selkirk, London.

16.174.    Developing Electric Force, J. S. Williams, New Jersey, U.S.

15.175.    Developing Electric Force, J. 8. Williams, New Jersey, U.S.

15.176.    Developing Electric Force, J. S. Williams, New Jersey, U.S.

15.177.    Dispensing Fluids, H. H. Lake.—(P. Hartmann, United Slates.)

15.178.    Railways, T. P. Chandler, Philadelphia, U.S.

15.179.    Sewing Machines, E. Capitaine.—(J. Gutmann, Per l ui.)

15.180.    Rowing Boats, A. J. Boult.—(IF. A. Rettig Berlin.)

15.181.    ArrAR.vrus for Aerial Navigation, A. J. Boult.—(A. Runge, Berlin.)

15.182.    Bisulphite of Calcium, Ac., J. W. Kynaston, Liverpool.

15.183.    Automatic Weighing Machines, J. P. M. Millard.—(H. Seek, Dresden.)

15.184.    Lamps, E. Summerfeld, London.

15.185.    Low - pressure Steam Motor, H. Davey, London.

15.186.    Electric Incandescent Lamps, S. Pitt—<C. F. Beck and J. V. Gestel, Paris.)

15.187.    Securing Buttons to Garments, Ac., H. H. Lake.—(J. F. Atwood, United Stales.)

15.188.    Boilers, H. H. Lake.—(C. W. Flodgrist, Gothen-berg.)

15.189.    Arc Electric Lamps, C. F. Cooko and W. Robinson, London.

15.190.    Arc Electric Lamps, C. F. Cooke and W. Robinson, London.

15.191.    Shunts for Arc Electric Lamps, C. F. Cooke and W. Robinson, London.

15.192.    Over-mantels, Ac., Frames, W. Russell, London.—21st October, 1884.

19 th November, 1884.

15.193.    Heating Apparatus for Mansions, Ac., W. Wright, Airdrie.

15.194.    Joining Lead Pipes, W. Gadd, Manchester.

15.195.    Feed-boxes of Combing Machines, E. G. Hat-tersley and S. Hird, Keighley.

15.196.    Raising, Ac., the Galleries of Lamps, A. Bonehill and J. Sankey, Birmingham.

15.197.    Machine for Sawing Timber, E. W. Tumor and J. Reynolds, Bloxwich.

15.198.    8tands for Photographic Cameras, J. Ash-ford, Birmingham.

15.199.    Box for Containing, Ac., Laces, Ac., J. E. Lee, Manchester,

15.200.    Tramway Cars, Ac., C. E. Ashworth, Manchester.

15.201.    Turnstiles, W. H. Dougherty, Manchester.

15.202.    Holder for Manipulating a Photographic Plate, W. G. Honey, Devizes.

15.203.    Electric House Bells, J. Matthews, Birmingham.

15.204.    Stop Chamfer and other Wood-working Planes, W. Chynoweth, Bristol.

15.205.    Curing Stinking Casks, Ac., J. T. Chubb, Burton-on-Trent.

15.206.    Gas Motor Engines, J. P. Lea, Birmingham.

15.207.    Lubricating of Axles, Ac., A. A. Leech, Cheetham.

15.208.    Hot-water Boilers, W. Wright, Airdrie.

15.209.    Hammerlehs Guns, J. Darby, Birmingham.

15.210.    Motors, T. Slater and J. F. Hoyne, London.

15.211.    Safety Lamps, A. Howat, Manchester.

15.212.    Drilling and Milling Machines, W. W. Hulse, London.

15.213.    Fastenings for Dress, J. C. W. Jefferys, London.

15.214.    Composite Table-cloths, Ac, J. Drummond, Glasgow.

15.215.    Central Double-driving Gear for Tricycles,

H. H. Perry, East Croydon.

15.216.    Purifying, Ac., Sewage, W. Fox, London.

15.217.    Taplo, E. Golonya, London.

15.218.    A Non-alcoholic Effervescent Like-prolonging Beverage Powder, G. P. Wheeler, London.

15.219.    Black-bordered Stationery, H. B. and A. MuUord, London.

15.220.    Spring Safety Stirrup Irons, W. C. Fooks, sen., W. C. Fooks, inn., and C. C. 8. Fooks, London.

15.221.    Suspenders for Garments, E. Capitaine.—(/.

S. Jtompler, Erfurt.)

15.222.    Mashing Machines, A. G. Southby, London.

15.223.    Foot-balls, W. Howard, London.

15.224.    Egg-timers, C. W. Clark, Birmingham.

15.225.    Killing Weeds, W. E. Bennett, London.

15.226.    Treating Cast Steel, W. Penman, London.

15.227.    Splitting Wheat, T. Sheldon, London.

15.228.    Hatchet Drills, II. A. Stuart, Fenny Stratford.

15.229.    Liquid Meter Engine, W. A. G. BchOnheyder, London.

15.230.    Buttons, C. D. Abel.—(If. Michel, Gostnitz.)

15.231.    Kims of WnEELS, T. Warwick, London.

15.232.    Gully, K. H. Hayhurst, London.

15.233.    Transmitting Electric Energy to Torpedoes, • L. Goldberg and A L. Fyfo, London.

15.234.    Cookino, M. Lietzmann, London.

15.235.    Wire Texture, G. Pickhardt, London.

15.236.    Extinouishino Lamps, H. J. Haddan.—(/f. Schneider, Leipzic.)

15.237.    Hyacinth Glass, J. C. Heyrodt, Ixmdon.

15.238.    Flower Holder, J. C. Ueyrodt, London.

15.239.    Dynamo-electric, tic., Machines, E. J. M. Davies, London.

15.240.    Petroleum Lamp. J. J. S. Curtins and II. D Poole.—(N. de Sncssartff, St. Petersburg.)

15.241.    Boots, F. Adlo and G. Lewis, London.

15.242.    Fountains, J. Tobin, London.

15.243.    Links for Chains, S. Loderer, London.

15.244.    Barrels, P. Colligan, London.

16.245.    Combing Machines, J. C. Walker, London.

15.246.    Casting Type, T. W. Smith and It. J. Chitson, London.

15.247.    Wheels, J. and H. McLaren. London.

15.248.    Carburetters, J. 11. Johnson.—(A. F. Delaware-Deboutteville and l. P. C. Mulandin, Fontaine-le-Bourg.)

15.249.    Spring-rollers for Window Blinds, G. D. Peters, London.

15.250.    Conduits for the Hopes of Cable Railways,

H. H. Lake.—(G. Iiice, United Statet.)

15.251.    Apparatus for Coaling Locomotive Engines,

Ac , T. Midlcton and T. 8. Huntley, New South Wales.

15.252.    Horse Shoes, D. A. Lowthimo, London.

15.253.    Galvanic Batteries, W. H. Akester and R. R. Kelly, London.

15.254.    Construction of Box-iron with Special Gas Flame Spreader Tube within the Same, II. E. Coojier, London.

15.255.    Kitcheners, A. Kohlhofer, P. Gerlach, and H. M. C. Unger, London.

15.256.    Mould for Casting Curved Stereotype Plates, A. M. Clark.—(A. 11. Marinoni and J. Michaud, Parit.)

20(A November, 1884.

15.257.    Machinery for Treating Yarns, W. II. Law-lor and J. Esdale, Antrim.

15.258.    Preparing Cloth to be Waterproofed for Garments, I. Krankonburg, Manchester.

15.259.    Apparatus for Driving Sewing Machines by Foot-power, A. Marr, Manchester.

15.260.    Automatic Air Machines for Raising Fluids, S. Mason, Birmingham.

15.261.    Lamps, W. Johnson, Liverpool.

15.262.    Printing by Engraved Glass Plates, T. W. Minton, Stoke-on-Trent.

15.263.    Adjusting tho Position of Articles Huno on Hinges, Ac , R. Ann, Handsworth.

15.264.    Horolooical Dials, L. B. Phillips, London.

15.265.    Automatically Controlling the Temperature of Liquids, W. Jago, Brighton.

15.266.    Casement Stay for Securino French Casements. A. B. Milne, Birmingham.

15.267.    Removing Barnacles, Ac., from the Hulls of Ships, W. Adair, Liverpool.

15.268.    Roller Blind Furniture, W. M. Simons, Nottingham.

15.269.    Centrifuoal Governors, Ac., A. Sodcrstrom, Paris.

15.270.    Knitting Machines, W. White, London.

15.271.    Sheep Shears, H. Bramhall, London.

15.272.    A Valve to Reduce Constant or Inconstant Steam to a Required Constant Pressure, T. W. G. Hewitt, Great Grimsby.

15.273.    Incandescence Electric Lamps, F. Wynne, London.

15.274.    Steamino, Ac., Wheat, Ac., W. Rowlandson, Liverpool.

15.275.    Utilising a Waste Product, Ac., J. T. Welch, Liverpool.

15.276.    Parcels Envelope, S. Smith, London.

15.277.    Paper, Ac., Racks, T. Keam, Birmingham.

15.278.    Cutting Machines, H. H. Lake.—(B. W. Bliss, U.S.)

15.279.    Drawing-off Rollers of Combing Machines, <te., T. H. Wharton, Halifax.

15.280.    Watches, L. M. StoffeL—(P. Rollin, Le

Rainey.)

15.281.    Internally Stoppered Bottles, D. Rylands, Stairfoot.

15.282.    Process of Fermentation, J. H. Loder, Netherlands.

15.283.    Flyers, R. N. Cottrill, Manchester.

15.284.    Humane Live-bait Tackle for Fishino, W. A. Martin, London.

15.285.    Manufacture of Iron, B. W. Raine, London.

15.286.    Kneading, Ac., Flour, Ac., J. Hunt, London.

15.287.    Studs and Buttons, W. Stuart, Halifax.

15.288.    Wheels and Tires for Carriages, Ac., E. Simpson, Sheffield.

15.289.    Syphons and Cisterns, J. Endean, London.

15.290.    Coupling Pins, Ac., J. E. BottandS. J. Hackney, London.

15.291.    Stop and Check Valves, J. E. Bott and S. J. Hackney, London.

15.292.    Fittings for Bracks, E. L. Parker and J. Luckock, London.

15.293.    Biscuits, C. Hudson, East Greenwich.

15.294.    Connecting Pipes and Tubes, T. Durrans, London.

Jointing, G. W. Usill and W.

OT8 and Shoes, W. J. Cock and J. Dowling,

Bakers’ Ovens, G, Perrott,

nil.

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306,264-1

306,086. Valve for Hydrants, Samuel W. Lewis, Cincinnati, Ohio.—Filed August 2Sih, 1882.

Claim.—(1) In a hydrant, the combination, with the main controlling valve, of an auxiliary stop valve of a greater specific gravity than water, and located between said main valve and source of water supply in such manner that when said valve is withdrawn said stop valve is carried and forced to its seat by the pressure of water alone, and which, when said main valve is restored to working position, is unseated to permit the passage of water. (2) In combination with the upper or main controlling valve of a hydrant, the auxiliary stop valve J, open or concave at bottom but closed at top, said auxiliary valve being automatically lifted to its seat or closed wholly and entirely by the force of the inflowing current, for the purpose described. (3) The combination, with a hydrant, of hollow auxiliary valve J, open at bottom but closed at top, provided with ports L, or described equivalent, and laving a bearing K abovo said ports or opening, for the purpose specifiod. (4) The hollow auxiliary valvo J K L, in combination with a hydrant provided with

chamber I, enlargement N, and seat G, said valve being depressed by the closure of the hydrant, and being elevated by a current of water flowing into said hollow valvo when the hydrant is opened, substantially as herein described. (5) In a hydrant, the combination, with an auxiliary stop valve of a greater specific gravity than water, and actuated by the pressure of water alone, of a guide stem, for the purpose specifiod. (G) The hollow or concave shaped auxiliary stop valve J K R, in combination with a

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hydrant provided witli chamber I, seat G, and shoulder (), said valve being depressed by the closure of the hydrant, and being elevated wholly and entirely by the inflowing current of water when the main or upper valvo is opened or elevated, substantially as described.

306,128 Electric Liohtino Gas Burner, A. Livingston Bogart, Jamaica, N. Y.—Filed December 3rd, 1S83.

Claim.— (1) In an electric lighting gas burner, a one-,y plug li, having its gasway e arranged in relation to the gasway / or the burner, as described, in combination with the ring g, provided with an arm i, carrying the movable electrode, and tho plate k, provided with tho projections l and H and loop G, said

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at/

The Engineer, November 28th, 1884.

The Victoria Electric Liohtino Installation.

(Illustrated.)

The Danube 1

403

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407

107

emg g luing rotated by tho plug B, as described. (-’) In combination with the plug B and electrode F, the plate k, having the loop k 1 and projections L and Ik, the arm i, and the ring g, carrying said eloctrodo F, said ring being attached to and operated by said plug 11, as shown and described.

306,264. IIeddle Frame, John L. Lairdieson, Lowell, Mass.—Filed October title, 1883.

Claim.—(1) Tho combination, with tho heddle bar C and the heddle framo having a groove g, holes i and e, aud cavity h, as described, of a heddle bar locking-catch A, composed of a body a, catcli-pin b, tang c, and coil d, the said parts fitting respectively in the groove II, holes i and e, and notch h of the heddle frame, whereby every part is adapted to lie within the surfaeo of tho said heddle framo, substantially as and for the

408

409

410

410

410

111

412

414

414

414

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415

415

415

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415

415

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407

497

408

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purpose herein specified. (2) The combination, with the heddle framo having holes i and c, of a heddle bar locking-catch A, having a catch-pin b, and a tang c, substantially at right angles to each other, and fitting respectively in the holes i and e of the heddle frame, similarly located in respect to each other, whereby tho ⁰    *8 sccuro'y held in the heddle frame without

additional means, substantially as specified.

300,288. Electric Sewing Machines, William C.

Shaffer and J. Lane Poalk, Philadelphia, Pa.—Filed

February 6th, 1884.

Claim.—The combination, with a sewing machine of two or more electric motors, each connected to operate directly one of the working parts of the machine, and means to operate circuit breakers to insure movements of such parts in unison with the others and the continued movement of the machine, as set forth. The combination, with tho needle bar of

15.295.    Attaching Neckties to Collars, G. BaUantyne, London.

15.296.    Scarf Cutting Machines, H. Cooper, London.

15.297.    Tobacco Pipes, W. K. Rix, London.

15.298.    IIkatino Water, T. Fletcher, Manchester.

15.299.    Hammerless, Ac., Guns, Ac., W. Anson, London.

15.300.    Boot and Shoe Stretchers, E. Shayler, London.

15.301.    Hanging Sashes, L. Coppard, London.

15,3^2. Exhausting, Ac., Air, Ac., IT. Davis, London.

15.303.    Procuring Effects with Coloured Glass, Ac., A. T. Fullicks, London.

15.304.    Raising Sunken Ships, H. Rivihre, London.

15.305.    Obtaining Phosphates of Lime from Metallurgical Slags, J. H. Darby, London.

15.306.    Steam Generators for Cooking, C. D. Yates, London.

15.307.    Illuminating Sitters for Photographs, H. N. Heffner, London.

15.308.    Manure Distributors, J. H. Johnson.—(J. A. Guthran, Westinsel.)

15.309.    Sleeper Rails, C. D. Abel.—(II. IHrchweger, Hanover.)

15.310.    Separating Carbonic Oxide from the Products of Furnaces, A. K. Huntington, London.

15.311.    Compound Gas Motor Engine, H. P. Holt and F. W. Crossley, London.

15.312.    Gas Motor Engine, H. P. Holt, London.

15.313.    Feather Trimmings, C. D. Abel.—(La Societe Viol et Duflot, Paris.)

15.314.    Supplying Water Cisterns with Disinfectants, J. C. and P. S. Spooner, London.

15.315.    Generating Compressed Air for use in Motor Engines, C. D. Abel.—(II. Michaux and F. Gautier, Paris.)

15.316.    Turning Over Music Leaves, R. H. Padbury, London.

15.317.    Mechanical Musical Instruments, W. B. Lake.—(J. Morgan, U.S.)

15.318.    Electric Bells, W. R. Lake.—(C. F. de Redon, Paris.)

15.319.    Extracting Ferrocyanides, M. Hempcl and A. Steinberg, London.

15.320.    Affixing Metal Tags to Laces, A. M. Clark. —(A. D. Delavicre, Paris.)

21 st November, 1884.

15.321.    Gas Cooking Stoves and Ranges, J. Morgan, Bristol.

15.322.    Anti-friction Bearings for Railway Cars, J. Willis, Sheffield.

15,823. Burning Coal in Furnaces, <fec., F. J. P. Chees-brough and E. R. Royston, Liverpool.

15,324. Pipe Joints and W. Fyfo, London.

, 15 825. Decorative and Ornamental Designs, &c., W. Watson, Glasgow.

15.326.    Compound and othor Engines, W. Hornsby and R. Edwards, Grantham.

15.327.    Preparation of Flax, Tow, &c„ J. V. Eves, Belfast.

15.328.    Economical Reloading Central Fire Cartridges, A. and W. E. Hart and W. Curthoys, Wolverhampton.

15,829. Velocipedes, W. Shave, Maidenhead.

15.330.    Operating tho Dabiiino Brush of Combing M achines, H. Calvert, Halifax.

15.331.    Electro-statio-inductive Generators, C. L. Clarke and H. J. Coatos, Manchester.

15.332.    Atmospheric Pumps, J. Wood, Glossop.

15.333.    Maintaining Cigars, <Sic., in a Dry Condition, J. W. Pratt, Liverpool.

15.334.    Set Cementing for Lead Light Glazino, F. Hobbs, Margate.

15.335.    Accessible Rectangular Wall Ventilator,

T. C. Ellis, Gloucester.

15,886. Dials for Watches, Ac., A. Hchiorwator, Liverpool.

15,837. Scouring Woollen Cloth, Ac., T. Fox, jun., Liverpool.

15.338.    Candles, J. Burgess, Liverpool.

15.339.    Boors and SnoEs, W. Adams, London.

15.340.    Expanding tho Ends of Casks, W. K. Paterson, Liverpool.

15.341.    Bo London.

15.342.    Bicycles, II. Wallis, London.

15.343.    Envelopes, W. II. Hook, London.

15.344.    Twist Lace Machines, H. Rodgato, London.

15.345.    Divers’ Helmets, R. Fox, London.

15.346.    Preventing tho Rattlino Noise of Glazed Sasiikh in Cabs, W. L. Drumm, London.

15.347.    Utilising Waste Heat in Furnaces, J. Mooro, London.

15.348.    Stopping Bottles, F. Woodman, London. 15,849. Woven Shirts, Ac., C. T. Parker, London.

15.350.    Velocipedes, J. Ford, London.

16.351.    Destroying Induction in Electric Wires, J. II. Davios.—(K. Dembinski, Brussels.)

15,362. Flues for Cookino Ranges, W. V. Johnson, London.

15.353.    Driving Gear for Bicycles, C. E. Doyle, London.

15.354.    Sewers, J. Holroyd, London.

15.355.    Electric Locomotives, Ac., F. II. Danchcll, London.

13.356.    Gas Fires, J. N. Moerath, R. J. George, and C. Skinner, London.

15.357.    Suppres.sino Induction in Telegraph, Ac.., Lines, J. C. Mcwburn.—(A/. Deprez ₍f; C. Iltrz, Paris.)

15.358.    Joint for Metal Pites, R. Imray, London.

15.359.    Lamps, C. D. Abel.—(Af. Arzbcrger, Vienna.)

15.360.    Self-clampino Rail Chair, J. P. Jackson and R. Hymons, London.

15.361.    Embossing Sheet India-rubber, Ac., J. Bur-bridge, London.

15.362.    Lowering Coffins into Graves, II. E. Nowton.

—(F. Gamper, Vienna.)

15.363.    Permanent Way of Railways, W. E. Gedge.— (A. Haarmann, Osnabriick.)

15.364.    Tramway Cars, R. L. Adamson, London.

15.365.    Electro-plating, H. J. Haddan.—(Dr. G. Wagner and C. Netto, Tokio.)

15.366.    Nets or Network, H. J. Haddan.—(II. Ileyer-dahe, Christiania.)

15.367.    Recording Letters, Numbers, Ac., J. Harper, London.

15.368.    Stereotypes, B. J. B. Mills. -(M. A. P. Oudin, Poitiers, II. M. J. Oudin, Paris, and E. Codignola, Milan.)

15,309. Butchers’ Chopping Block and Stand, E. F. Brown, London.

15.370.    Producing Antimony, A. M. Clark.—(Dittler and Co., Hochst-on-the-Maim.)

15.371.    Voltaic Batteries, D. G. FitzGerald and T. J. Jones, London.

15.372.    Electric Cables, H. H. Lake.—(J. Qreenalgh and P. Chase, United- States.)

15.373.    Composition for Journal Bearing, H. H. Lake.—(Messrs. Wirth and Co., Friedberg.)

15.374.    Toe Tip and Cap for Boots, G. H. Firkins and

H. C. Ireland, Middlesex.

22nd November, 1884.

15.375.    Water-closet Cisterns, J. Gilchrist, Yorkshire.

15,876. Bedsteads for Holding and Stretching Spring Sacking or Mattresses, G. and E. Woods, Liverpool.

15.377.    Gas Generators and Utilising IIeat therefrom, B. D. Healey, Liverpool.

15.378.    Pens, W. P. Thompson.—(T. Foulds, Gibraltar.)

15.379.    Iron-cased Waste Preventer for Water-closets, F. Knight, London.

16.380.    Studs for Fastening Bale Hoops, J. W. Allen, Lancashire.

15.381.    Frilling Machines, R. Plummer, London.

15.382.    Gas Lighting, R. Wallwork, Manchester.

15.383.    Lamps, F. B, Hill, London.

15.384.    Heating Bakers’ Ovens, G. Perrott, jun., Cork.

15.385.    Construction of Cork.

15.386.    Ventilation of Waterproof Garments, R. D. Kay, Swansea.

15.387.    Carriage Axles, T. Overston, Edinburgh.

10.388.    Driving Belts, G. S. W. Solrn, Paris.

15.389.    Petroleum and other Oil Lamps, D. Allport, Lond

15.390.    Transmitting Power, <Sic., W. T. Eades, Birmingham.

15.391.    Steam Hammers, G. Glossop and F. H. Stacey, London.

15.392.    Electric Street Fire Alarms, J. Roberts, Lend

15.393.    Treatment of Sulphate of Iron, S. Callard, London.

15.394.    Construction of Wheels, S. B. Kincaid, Guildford.

15.395.    Ornamental Designs upon Waterproof Fabrics, I. Frankenburg, Lancaster.

15,896. Combined Chairs and „ Sleepers, P. Kirk, Bankfield.

15.397.    Infant’s Pilciie, J. Soxton.—(A. Hutchinson and Co., Mannheim.)

15.398.    Covering with Sheet Metal tho Chill Castings of Metallic Bedsteads, S. I. Whitfield, Birmingham.

15.399.    Electrical Conductors, E. Fox, London.

15.400.    Counter Screw Propeller, A. Desgoffo and L. di Giorgio London.

15.401.    Automatic Washing Machine, T. Sholdon, Wolverhampton.

15.402.    Watch .and Clock Dials, J. S. Rhodes, Birmingham.

15.403.    Metal Boxes, J. A. and A. Lloyd, London.

15.404.    Cutting Nippers, W. L. Wise.— (A. P. Prc-terre, Paris.)

15.405.    Tinning Metal Plates, W. E. Gedgo.—(The Socilti Glnerale des Cirages Frangais, Paris.)

15.406.    Constant Flow of Fluid from a Corked Bottle without Uncorking, A. K. Levi, London.

15.407.    Valve Gear, A. F. and R. F. Craig, and It. Motion, London.

15.408.    Sawing or Dressing Stone, H. J. Haddan.— (A. Jeansaume, Pam.)

15.409.    Iron bind Sahel, J. Imray.—(La Sociite des Acieries de Longwy, Longwy.)

15.410.    Punching Machines, W. F. Gilmer, London.

15.411.    Cutting, <kc., the Pile of Velvets. &c., C. E. Fossant, London.

15.412.    Hall Lamps, T. Carpenter and W. II. Ford, Lond

15.413.    Tricycles, &c., W. J. Lloyd and W. Priest, London.

15.414.    Window-sash Fastenings, 8. B. Thomas, London.

15.415.    Lighting, &c., Gas Flames, W. E. Price, London.

15.416.    Cutting, he., Apparatus, W. R. Lake.—(//. Sorby, Paris.)

15.417.    Railway Truck Brakes, L. Vojdcok, London.

15.418.    Shaving Soai* Receptacles, R. 8. Moss, London.

15.419.    Magazine Fire-arms, H. W. Holland, London.

15.420.    Machinery for Reeling Rope, J. W. Turnor, London.

15.421.    Boots and Shoes, W. Stevens, London.

15.422.    Wheels for Bicycles, Ac., A. Overman, Massachusetts, and W. Ilown, Birmingh

15.428.    Pedals for Bicycles, Ac., A. Overman, Massachusetts, and W. Bown, Birmingham.

15.424.    Stoiters for Bottles, J. J. Varloy, London.

2llh November, 1884.

15.425.    Mounting Lack, F. Hill, London.

16,128. Bicycles, Ac.. G. W. K.lliott, Sheffield.

15,427. Preventing Explosion of Boilers, T. Tron-bortli and A. Groonhalgh, Cardiff.

16 428. Shank for Buttons, Ac., J. J. Rugg, Binning ham.

14.429.    Making Patent Fuel, L. Mansfield, son., Cheltenham, and R. C. Pickering, Beverley.

15.430.    Automatic Brake. J. Glover, jun., Southport.

15.431.    Biscuit-cutting, Ac., Machine, J. Tyson, Lewisham.

15.432.    Steam Boiler Flue, A. H. K. Lamb, Birmingham.

15.433.    Rotary Web-printing Machines, G. A. Wilson, Liverpool.

15.434.    Covers for Vehicles, A. Turnbull, Glasgow. 15,485. IIealds for Looms, R. A. Wild. Manchester.

16.436.    Cutting Off, Ac., Lengths of Wire, W. Ward, London.

15.437.    Preventing Horses from Slipping, R. Taylor, J. Dolancy, and 0. Motcalfo, Sottlo.

15.438.    Lamps, W. 0. Waddington, Manchester.

15.439.    Telephony, Ac., J. Stophon, Glasg

15.440.    Maoic Lanterns, C. Gray and London.

15.441.    Combined Tool, T. M. Boar and H. Ransom, London.

15.442.    Portland Tiles, P. Walker, Kdinburgli.

15.443.    Df.tectino Fraud when Measuring Men, E. P. Welford, London.

15.444.    Safety Clasp for Stays Busks, E. Benard, London.

15.445.    Sprinkler, Ac., for Bottles, H. C. Sanders, London.

15.446.    Uppers of Lawn Tennis, Ac., Boots, M. Frankenburg, London.

15.447.    Self-sealino Mouthpieces, Ac., 8. Adams, London.

15.448.    Bicycles, F. W. Jones, London.

15.449.    Sleepers, W. Delghton, Sheffield.

15.450.    Room-to-room Communicator, E. C. Murray, Walthamstow.

15,461. Stampino Pads, F. H. Markgraf, London.

15.452.    Packings for Glands of Engines, D. B. Mori-son, London.

15.453.    Compound Galvanic Batteries, 8. H. Emmens and tho United Patonts Corporation, London.

15.454.    Baths, A. Hutchison, London.

15.455.    Burners for Hydrocarbon Oils, B. Cars, London.

15.456.    Preparing Colouring Substances, W. E. Gedge.—(G. Jagcnburg, Rydboholm, and Dr. C. Lever-kus and Sons, Leverkusen.)

15.457.    Weaving Fringed Fabrics, W. Buchanan, London.

15.458.    Hoists, J. Flinn, London.

15.459.    Musical Tor, A. J. Dobson, London.

15.460.    Preparing Tiles, Ac., In Panel Form, E. do Pass.—(La SocMte Hte. Boulenger et Compagnie, Paris.)

15.461.    Purifying Water, F. B. Dcering, London.

15.462.    Fountain Ink-stands, E. Wood and J. Tomlinson, London.

15.463.    Ploughs, E. Seidel, London.

SELECTED AMEKIOAN PATENTS.

(From the United States' Patent Office Official Gazette.)

a sewing machine, of an electro-magnet arranged and operating to directly reciprocate the same, and means whereby the movement is varied to form the loop at side of the needle, substantially as described. The combination, with the needle bar, shuttle, or looper, and feed devici; of a sewing machine, of actuating magnets arranged to impart direct movements to said parts and connections, and circuit breakers operated

[306,288]

VJ

by tho moving parts, whereby the movement of one part is the means of making or breaking the circuits of the magnet controlling tho other part, and tho alternate action of the parts and continued movement of tho machino is automatically effected, substantially as described.

306,318. Indexing Books, Alford A. Butler, Bay City, Mich.—Filed October 19th, 1883.

Claim.—A book having segmental rocessos cut substantially in tho manner described in tho foregoing specification, with tho appropriate letter, figuro, or

|306.3I8 1

■l

character placed within tho recess on tho odgos of tho leaves forming the obliquo wall thereof, substantially as and for the purpose described.

CONTENTS.

PAGE

3ridge. No. II. (Illustrated.) .. 4u3 The Boiler Explosion at the Staffordshire Steel Works. (Illustrated.).

Yachts in 1884    .......

The Physical Society.....

Compound Triplex Engine. (Illustrated.).. ..408 Nalder ani* Nalder’s Thrasher-shakers. (Illustrated.) ....................

Compound Marine Engine and Boiler, (illustrated.) ....................

Leading Articles—

Repairs of H.M. Ships............

Mr. Chamberlain and the Electric Light.. 411 The Wolverhampton Boiler Explosion.. .. 412 Manufactured Iron and its Price

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

The Improvements of the Navy. (Illustrated.) 413 Letters to the Editor—

Cooper’s Hill College......

Bulli v. Welsh Coal ......

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

Efficiency of Fans........

Compound Engine Economy .. ..

Bursting Cannon ........

Journal Friction ........

Boiler Explosions........

The Rocket Locomotive ..    .. ”

Electric Light Cables......

American Notes ..........

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 415

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

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

Notes from the North of England......4i(i

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

Notes from Wales and Adjoining Counties .. 417

The Patent Journal..............

Abstracts of Patent American Specifications'. 418 Paragraphs—

Society of Arts ........

Thames Communication Cable Railroads in Philadelphia

The increase in the population of the colony of New South Wales during the first six months of the present year was 2(5,000. In the neighbouring colony of Victoria during the period it was 14,000.

Epps’s Cocoa.—Grateful and Comforting. —“ By a thorough knowledge of the natural laws which govern the operations of digestion and nutrition, and by a careful application of the fine properties of well-selected Cocoa, Mr. Epps has provided our breakfast tables with a delicately-flavoured beverage which may save us many heavy doctors’ bills. It is by the judicious use of such articlesof diet that a constitution may be gradually built up until strong enough to resist every tendency to disease. Hundreds of subtle maladies are floating around us ready to attack wherever there is a weak point. We may escape many a fatal shaft by keeping ourselves well fortified with pure blood and a properly nourished frame.”—Civil Service Gazette. Made simply with boiling water or milk. Sold only in packets, labelled—“James Epps k Co., Homoeopathic Chemists, London.” —Also makers of Epps’s Chocolate Essence.—[Advt.]