The 87th show of the Smithfield Club opened on Monday, in the Agricultural Hall, Islington. Good authorities state that the display of fat cattle is by far the finest ever seen in London in December, and we have no intention of gainsaying this assertion. Nothing like this can be said of the display of machinery, which is not larger

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fixed the cylinder or cylinders and valve chest. The whole was thus surrounded with boiler steam. The system has been to some extent abandoned, but in the engine under notice it has been revived. The engine is of the dimensions given below.

In this engine the two cylinders, steam chests, and connecting steam passage between the high and low-pressure cylinders are all cast in one, and are entirely immersed

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The longitudinal seams rivetted, and the whole of the work throughout is of very high quality indeed. The cylinder is cast of selected hard metal, the piston barrel or liner being in a separate piece, and forced into the main casting, leaving an annular sjwice round the barrel, which forms the steam jacket, thus ensuring a perfectly sound casting, an entire jacket of steam, and the absence of cavities for the lodgment of condensed water, mud, and grease. The arrangement of cylinder and connections is novel, and embodies several improvements, the stop, equilibrium, and ,    sifety valves being self-contained

with the cylinder, the whole, including the steam jacket, being fed from one inlet from the boiler only. The stop valve is of the vertical sliding type, and is not placed inconveniently within the toiler, but in a chamber at the back of the steam chest, where it is easily accessible by the removal of a single cover, but it is of so simple a character as to preclude the pro-liability of any disarrangement. The throttle valve is not of the ordinary “butterfly” type, but is an improved double-beat equilibrium valve, actuated by a lever connected directly to the governor, and is situated in a chamber which is easily got at from the top of cylinder. The steam chest is surmounted by a pair of very' neatly designed safety valves, of the ltamsbottom type, but in addition to these there is an improved lock-up safety valve with an chest—the latter acting as the intermediate receiver—is i easing lever at the other end of the boiler, fixed entirely surrounded with steam at the full boiler pressure. ' on the crank shaft saddle. The slide valve is carried

by a guide, bolted to the face of the steam chest, and is driven by a variable expansion excentric. The crosshead

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THE SMITHFIELD CLUB SHOW.

than usual, and presents no novel features on which to descant. Apparently the same engines are shown in the same places year after year, and our notice of the Smithfield Club Show of 1884 must be brief simply because we have found nothing to write about, and our readers would not thank us for converting our pages into a species of catalogue. So much attention is being devoted now to the question of ensilage, that we expected to find a good many things connected with it at the Show. A very large number of pies of ensilage was exhibited in one of the galleries, by Lord Herries, Lord Sudeley, Lord Londesborough, Lord Wol-verton, Lord Drogheda, Lady Howard de Walden, Lord Gage, Madame de Falbe,

Lord Egerton of Tatton, the Duke of Westminster, Sir Henry Tyler, Sir George Armitage, Sir R. Sheffield, Mr. W. H.

Wills, M.P., Mr. H. A. Brassey, M.P.,

Mr. Harris, M.P., Mr. Garrett Taylor,

Mr. W. E. Oakley, and Mr. C. G.

Johnson—whose silos are the subject of an interesting report in the Journal of the Royal Agricultural Society—and others; but of the apparatus needed to produce it, Messrs. F. W. Reynolds and Co., Ed ward-street, Blackfriars-road, were almost the only exhibitors. It may be briefly stated here that their system consists in covering the ensilage in a long rectangular pit with boards, on the top of which are placed transverse beams running from side to side of the silo.

There is a wheel at each end of each beam, and over these wheels pass chains, the lower ends of which are firmly anchored in the ground. Thus there is one set of chains at each side of the silo. When the silo is full, boards are laid on its contents, running fore and aft, so to speak, and the beams are placed across these.

A chain is then brought up at each end of the beam over the wheel before named. The two ends of the chain are united in the middle of the width of the silo by a railway draw bar, and by screwing up this the beams are forced down on the boards and the requisite pressure applied. We refer to this matter of silos here more to point a moral than anything else. Even in silos, nothing new was to be found in the Agricultural Hall, although there are now about 600 in England,

Wales, and Scotland.

When wre say that the display of steam engines in the Hall was no better and no worse than usual, we have said nearly all that need Ite said of the great bulk of the exhibits. The compound system was represented largely, a fine 16-horse power portable, by Messrs.

Marshall, Sons, and Co., of Gains-boro’, perhaps, attracting and deserving as much attention as any other. It differs in no way from other engines of similar power already exhibited by the firm save in a few small details.

Fowler and Co. show none but compound engines, presenting, however, no features of novelty, and the same may be said of many other engines in the Show.

There were, indeed, only two distinctly novel engines

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exhibited of the portable type, the first by Messrs. Hornsby and Co., of Grantham, and the second by a new firm, Messrs. J. T. Marshall and Co., Nottingham.

The first of these engines is a compound 8-horse portable, which we illustrate on page 445. It will be remembered that for many years Messrs. Hornsby constructed on the f°P of the fire-box shell a raised portion in which was

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This, we believe, has never before been attempted in a compound engine, and Messrs. Hornsby and Sons have therefore patented the arrangement. Waste-water cylinder cocks are dispensed with, as the cylinders being alway's as hot as the steam, no condensation can take place, and the steam supply being practically in such a dome quite dry, no water ever gets into them. The dome and boiler is entirely cased with wood and sheet iron. The cylinders have been designed so that the piston and slides are as easily got at from behind as in an ordinary type of engine. The piston rods pass through necks, which latter are held very simply by a nut outside the boiler steam dome front, thus staying the boiler at the same time. The three slide spindles, stuffing boxes, and the end of the exhaust pipe, are all contained in a trunk which also projects through the boiler dome front, a gland and packing being arranged round it to make a steam-tight joint, so that by simply taking off the two nuts that hold the cylinder necks and the nuts that hold the back flange, the cylinders can readily be removed should occasion require. The engine is also fitted with automatic expansion gear arranged with the patent excentric controlling gear, which has already been illustrated in our pages. The engine is mounted on a wrought iron fore carriage and road wheels, fire-box top proper is still retained, the dome being rivetted on the top of it, so that great strength and stiff-is thereby obtained to take the working strains of the engine; this dome is also of such a shape as to require but little staying circumferentially. The boiler is of steel, and is stayed for a working pressure of 1401b. to the square inch. The construction of the cylinders will be readily understood from the accompanying tional engraving. No complete test of the engine on the brake has yet been made, but the results, as far as they have gone, are extremely satisfactory, as they ought to be; the steam b'd* g used under conditions highly conducive to economy.

Messrs. Marshall’s engine we have illus-trated on page 444. Our engraving lias ,11- not been prepared from the drawings °f the engine actually exhibited, but from another; the points of difference !    are, however, only in some small details.

The engine is only 3-horse power nominal, but the design has been so thoroughly !    well worked out by Mr. Marshall that it

j    deserves the space we have given it. The

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cylinder is 6|in. diameter and 9in. stroke,

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power, this engine is over 4-horse power. The diameter of the crank shaft is 2j^in.; that of the fly-wheel, 3ft. 9in. and it is 5^in. wide. The total heating surface is 65'39 square feet, and the grate area is 2’39 square feet. The fire-box is made exclusively of Lowmoor iron, and is strongly stayed on the top and sides to support a working pressure of 90 lb. per square inch. The barrel plates are of the best Yorkshire iron, the others being of equal quality, double

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is cylindrical, and slides in a well-proportioned cast iron guide, cast in one piece with the cylinder cover. The governor is of the cross-armed type, loaded with a centre weight and adjustable spring, which by the alteration of a single nut can be made to increase or reduce the speed of the engine. The crank shaft is sufficiently long to carry a pulley at either end. An improved self-locking turn-plate

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is used, by which the use of unwieldy check chains is dispensed with. Within the boiler is placed an antiprimer, or steam collector, by which it is claimed that the advantage of using dry steam is obtained, and the inconvenience attending the ingress of water to the cylinder prevented. This is in all respects an excellent little engine. We give some detail drawings, which will enable our readers to form their own conclusions concerning it.

Messrs. Richard Garrett and Sons, of Leiston, showed two novelties, one a modification of Gresham’s spark arrester, the other a new wheel. The spark arrester consists of a cone with the point down, in which are two other cone deflectors ; this cone has hitherto been fixed near the top of the chimney, and to remove sparks a man had to ascend a ladder and open a sliding door in the cone. In the new arrangement the cone is placed at the base of the chimney, which is provided with a lever and balance weight like those used on river steamers, and the chimney can thereby be raised and lowered with the utmost ease by one The extinguished sparks, ashes, &c., caught in the arrester, can, when the chimney is half lowered, be pulled out into the smoke-box in a moment. This is a very simple and mechanical arrangement. Messrs. Garrett’s new wheel we illustrate. It is well known that no wheel is so good as a wooden one up to a certain point. The great objection to wooden wheels is that they shrink, and the tire becomes loose on them. The construction of the Garrett wheels will be understood from the preceding engravings. The spokes are of iron, cast into the hub in the ordinary way. The outer ends are screwed, and fitted with nuts and washers, bearing against the insides of the felloes, and the wheel can be tightened exhibited at Islington. An engraving of it will be found on page 448. It will be seen that it is a crane engine, and was made for a carting contractor in Liverpool for moving heavy marine boilers, lifting propellers out of barges, &c. Though it is only 12-liorse power nominal, we believe it is probably the most powerful hauling engine extant. It is guaranteed to take GO tons, and when tried a few weeks ago with a load of 48 tons it acquitted itself perfectly. The great power is obtained by the use of very slow gearing, the speeds being 1'04 miles per hour in slow speed and T9 miles per hour in fast speed, when the engine is running at 150 revolutions per minute. The engine has two cylinders 8in. diameter by 12in. stroke each. The great adhesion is obtained by a new patent wheel, the construction of which will be readily understood from the engraving. The periphery of the wheel is fitted with loose biting pieces of cast iron instead of the usual diagonal cross pieces. These shoes, as they may be called, are cast in pairs, and are forced outwards, each pair by one of Tim-mis’s patent springs. The springs can be screwed down to any extent, and as there are always five biting or bearing pieces or shoes on the ground at one time, this has the effect of giving a great deal of adhesion to the wheel. In fact much the same effect is obtained as with the india-rubber wheel. The diameter of the driving wheels is 6ft. 6in., width 18in., and the length of base, when the wheel is resting on the ground is about 2ft. The engine has been out about a month, and to test the springs, &c., Messrs. McLaren ran it by road to Liverpool, and so far there has not been the slightest hitch in its working.

As an example of the dimensions which traction and ploughing engines are assuming, we may state that Mr.

the importance of the change he has made. The man who has the public spirit even to make a change is held to be a phenomenon; and this is evidently the feeling of two of the older makers of repute whose exhibits, being the same as last year and as in the long past of the last five or six or more years, show a respect for old designs which is sufficiently awe-inspiring to make a younger firm consider whether the change which goes with improvement is not indicative of youthful folly.

Amongst the thrashing machines the most notable improvement, now exhibited for the first time, is by Messrs. Ruston, Proctor and Co. This consists in arranging the machine so that shakers, riddles, jog-board, and dressing shoes are driven without a crank. For the past two or

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three years we have been sounding the praises of machines in which the number of parts and of bearings have been reduced by arrangements that have used but a single crank. Now we have a machine brought before us without a crank at all. All accustomed to the use of thrashing machines will know how to appreciate this. Messrs. Ruston, I’roctor and Co. have used both shoe and shaker

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up inside the tire at any time by setting up the nuts in a way too obvious to need further description. The tires are, in the first instance, contracted over the wood in the usual way, and it is only to meet the possible shrinkage of the wood or extension of the tire that the means of adjustment are provided. In the arrangement shown by Fig. 1, it is evident that, when the spoke nuts are set up, there will be an opening of the joints between the felloes. To provide for this, the arrangement shown in Fig. 2 is provided. The wedge action which takes place among the felloes will then prevent any opening of the joints. But even in Fig. 1 the opening is very small. We prefer Fig. 2, and we see no reason to doubt that Messrs. Garrett have devised a thoroughly excellent wheel, which is more elastic, and should be better in every way as a weight-carrying device, than any iron wheel. On the same stand will be found a semi-portable engine, with a wrought iron ash-pan foundation, which is connected to the boiler by brackets, which are bored out to receive the axles of the carrying wheels.

The display of traction engines by Messrs. Aveling and Porter, of Rochester, Burrell, of Ihetford, MacLaren, of Leeds, &c. &c., is very good. Messrs. Aveling appear to have at last got within measurable distance of a perfect helical spring wheel, if they have not got it, the most important feature about it being that it can be supplied at an extra charge of only £20. Besides this, the outer rim of the wheel is of cast iron, and nothing has ever been found to give such good results in traction wheels as cast iron.

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oil cups, and all are outside the boarding of the machine. Objection will be made to the small range of rise-and-fall movement at the inner end of the shakers, to the use of excentrics, and to the gentle movement which they will be supposed to give to the shakers even at the outer end. We do not think that either of these objections can be maintained. The shaking at the outer end will be at least as violent as by shaker boxes which sit direct upon and follow the circular path of a crank ; the movement of the inner end of the boxes will be sufficient for general purposes, and can easily be made more for special purposes, while the wear or friction of the excentrics need not be so much as a pair of cranks, and probably not more than of one,

Messrs. MacLaren show an 8-horse power engine with spring wheels, very similar to those which we have already illustrated. Instead, however, of making each spoke of a single broad, bent, steel plate, it is composed of three or four steel plates, set side by side and edge to edge. It is found that such plates are in every way cheaper, better tempered, and more trustworthy than single plates.

While on the subject of traction engines with spring tires, we may refer here to the performance of a special engine made by Messrs. McLaren, although it is not

——TIT."—-II-

VIEW SHOWING CROP CUT AND LAID BY HORNSBY’S WIND-ROWING SHEAF-BINDER.

Savage, of King’s Lynn, who exhibits a very fine plough- cranks, that is to say, they have used double crank shakers, ing engine at the Smitlifield Club Show, has recently made Now both these, with all the bearings within the sides of for the Hollandische Agricultural Colonial Company the machine, are dispensed with. In their place one engines capable of turning soil 17in. deep with six plough straight shaft A is used, which carries two excentrics B at breasts at once for beet root. Three engines have gone to either end outside the framing. To the extended excen-Verschetz, in Roumania, and weigh 21 tons each. These trie straps C are attached strong, but slightly flexible, rods engines are all straw burners. The fire-boxes are made D carried back to the centre of the machine, where they each with two fire holes. The water tank is placed under are attached to brackets supported by wood hangers, and the barrel of the boiler, and the level of the foot-plate for the each pair carrying a strong flat wrought iron bar, which driver is between the two doors, the coal bunker sloping up passes through from side to side of the machine, and form behind him. The fire-bars are taken out, and the upper seats for the support and working of the riddles and door shut when straw is to be used, which is fed in by a dressing sleeves. The opposite part c¹ of each pair of the man with a fork, who has room to work under the foot- excentric straps carries a spindle at E, and upon this rests plate, or rather coal blinker. The consumption of straw the supports for the front end of half the shaker boxes, is about 3 cwt. per hour, the consumption depending The horn O'of one excentric on each side is made shorter very greatly upon the dryness of the straw, a small quan- than that of the other, so that in their movement the tity, apparently, of moisture reducing its calorific value very spindles E and their fittings do not touch. The front ends much.    of the shaker boxes are thus supported alternately by the

Although, as we have said, the novelties shown are few, two spindles E, the inner ends of the boxes being sup-it is gratifying to state that all the principal firms were as ported on bars through the machine, supported by wood usual represented and well represented. We may mention hangers placed at an angle, so that a rise and fall of short among others: Mr. Allchin, of Northampton, an engineer range at that end is secured. This arrangement greatly now making a very good traction engine; Barrows and simplifies the machine. The excentrics and their straps Stewart, of Banbury ; Clayton and Shuttleworth, Robey are made of cast iron, the best material for wear in such and Co., and Ruston and Proctor, of Lincoln; l)avey, an application, and the oil cups F being large, they will Paxman, and Co., of Colchester, who have not exhibited run a long time—perhaps a day—with one oiling. The for some little time ; Farmer, Robey and Brown, of Gains- number of bearings is so reduced that there are b brough; J. and F. Howard, of Bedford; Humphries, of Per-shore; Itansomes, Sims, and Co., of Ipswich, who show a very beautiful silver inkstand awarded the firm at the Amsterdam Exhibition for the best steam thrashing machine ; the Reading Iron Works Company, an unusually good and full display; and Messrs. E. R. and E. Turner, of Ipswich.

A search for novelty amongst the machinery and implements meets with an equally small reward, and a searcher is amused at his own eagerness when he espies a slight indication of change which may turn out to be an improvement. He is thankful for small things, and willing to give a very respectful hearing to the maker’s own view of

quantity of 1,152,000,000

Auckland, which has a    ......... ... ...................,---

shown recently a more rapid development, perhaps, than any other, mainly owing to the fact that the Union Shipping Company has adopted it for the use of their coastal steamers.

THE VICTORIA ELECTRIC LIGHT STATION.

No. III.

The engines.—The particular type of engine most suitable for any required purpose is that which, taking everything into consideration, is the most economical in the long run. We mean economical in the broadest sense of the word; not only economical in fuel, but also free from costly repairs or stoppages, which may entail serious commercial loss to the owner, and not too expensive as regards first outlay. These factors, and many others besides, must influence the general economy of an engine in each case, according to local circumstances, and thus lead to the selecting ot the most suitable type by experience. We see, in fact, that experience has decided this in regard to the majority of purposes for which steam engines are used, and has developed certain fixed well-known types which, though widely differing from each other, are all equally the best for their particular purpose. To mention only a few—there is the short stroke, quick running, cheap, but wasteful high-pressure engine used for winches and cranes, and for purposes where moderate power is wanted at intervals, and where the cost of fuel is not a serious item; there is the slow running long-stroke compound condensing engine, very carefully made and very expensive, but also very economical in fuel, and therefore the most suitable for mills; there is the modern marine engine, developing enormous power, very economical in fuel, and designed to run for weeks without a stoppage; there is the locomotive engine, got up almost regardless of cost, using liigli-pressure steam and running at a high rate of speed. We could easily extend the list of these examples. For each purpose there is a particular type of engine, and the engineer in choosing one type in preference to another is guided by the accumulated experience of one or two generations. But this experience cannot always be directly applied, for new departures have to be made occasionally, and then experience pure and simple, leading to the faithful copying of some well-known type, is insufficient. Such a case has now arisen in the

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The dynamos.—It was originally intended to employ Crompton-Blirgin machines, which on a smaller scale have done so excessively well; but in constructing armatures on the Biirgin principle for 500 lights, it was found that some difficulties, which in smaller sizes did either not exist or could easily be overcome, presented themselves, and gave some trouble. Especially the difficulty of sparking at the brushes. In the smaller sizes of the Crompton-Burgin dynamos for an electrical output up to 150 lights, the difficulty of sparking has been entirely overcome by properly proportioning the field and the armature, but to do the same for tn

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considering the flexure of a crank and its effects. The arrangement has been tested for several months, so far as we are informed, with good results, and we think there is little doubt that any little difficulties that may develope themselves will be easily overcome.

Messrs. Gibbons and Robinson, of Wantage, show their single crank thrashing machines with the counteraction momentum springs which we described in our report on the Shrewsbury Show of the Royal Agricultural Society. This arrangement has now been thoroughly tested, and we are glad to find that the favourable opinions expressed on the single arrangement of the machine, and the value of the momentum springs, have been fully confirmed. The makers have been enabled by their arrangement to increase the width of the blower to nearly the full width of the machine, and by splitting the blast send separate streams of air along the full width of the riddles, and any flying grain is caught and passed back to the sieves. In the second dressing slive they show a modification in the delivery of the sieves, difficult to describe without a drawing, which has been made so that the drain is delivered in a uniform stream to the sieves.

Messrs. Nalder also show their single crank thrasher, experience with which proves the value of this simplification first brought out in its modern form by them.

Messrs. Marshall, Sons and Co. have removed the board under the riddles of their machine, so that the blast acts upon the material passing along the riddles, instead of simply catching it towards the end of the riddles. They have also altered the dust delivery, so that it is carried from the back of the machine to the riddles, leaving the end of the machine free for grain sacks only.

Since the Shrewsbury Show Messrs. Howard have been making improvements in their sheaf-binding reapers.

Amongst the thrashing machine manufacturers a new firm appears—Messrs. Spencer, Carter, and Co., of Hitchin, Herts. Their thrasher is of the double-crank shaker type, and well built. It contains no remarkable novelties, but mention may be made of their barley smutter and awner, which, though small, is so made that grain cannot pass throug it without getting a thorough rubbing and cleaning. T1 riddles are of very large area, and a larger space than usual is allowed between the jog-board and bottom shoe, so as to avoid the choking at the toy of the riddles, which is not uncommon with short, brittle straw and dirty crop. Messrs. Spencer, Carter, and Co. also exhibit a portable engine and iron disc grist mill.

Messrs. Hornsby’s wind-rowing attachment to their sheaf-binding machind, as described in Tiie Engineer of the 29th August, 1884, is illustrated by the photographic supplement which we publish this week, and the method of working a field is shown by the accompanying engraving. The field is cut by a continuous and endless cut from the outside to the centre of the field.

Amongst the small machines mention may he made of a disc turnip cutter by Mr. W. Rrenton, of Polbathie, St. Germans, Cornwall, which is fitted with a device for preventing roots from jamming in the hopper. On the disc

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BRENTONS TURNIP CUTTER.

spindle is a finger, which gives the root nearest the spindle a push downward at each revolution, while a similar finger on a separate spindle driven by an Ewart chain, and revolving in the opposite direction, gives a root nearest to it a lift. This spindle revolves once to two revolutions of the main spindle. Both spindles are outside the hopper, as shown in the accompanying engraving, and the fingers A and B enter through slots in the hopper. Stoppage of the action by jamming of the roots is thus avoided, and the workman’s fingers are saved from an old danger.

H.M.S. Amphion. — The new twin-screw steel second-class cruiser, Amphion, of the Mercury and Iris class, left Keyham yard for a six hours’ trial of her machinery. The trials gave very satisfactory results, and were repeated on Wednesday to test the use of the surface condensers as jet condensers. The Amphion is 300ft. in length, 45ft. breadth, and 3750 tons displacement. The engines are by Messrs. Maudslay, Sons, and Field, and indicate 5500-horse power. We shall give full particulars in another im pression.

New Zealand Coal.—In a recent official report on this subject it is stated that bituminous coal is found mainly in the Nelson province of the colony. Accurate surveys of the Mount Rochfort, or Buller coal field, show it to contain 140,000,000 tons of bituminous coal of prime quality, the seams of which are from 10ft. to40ft. thick. The Brunner coal-mine on the Grey lliver has an available working area of 30 acres, the seam being 18ft. in thickness, and the estimated amount of coal 4,000,000 tons, which is workable for the most part above the water level. This coal, it is stated, has been pronounced the best in Australasia for steaming purposes, gas works, and iron-foundries, for which it readily commands a price from 10 to 20 per cent, higher than any other coal in the market. Coal-mines in other parts of the Nelson district have also yielded excellent coal. One of the coal-fields of Otago is estimated to contain the enormous tons of coal. The Kawa-Kawa mine in

uckland, which has a workable seam of 13ft. in thickness, has demand for electric light engines. Our experience with small engines intended for that purpose is as yet limited, that with large engines almost nil, and some years must elapse before the principle of natural selection can have begun to determine the most desirable type of engine. Meanwhile, however, engines will be required, and engineers will have to do their best by logically reasoning out for themselves how to design them. Such reasoning is both interesting and instructive, and since in the case of the Victoria engines we have an example ready to hand, we propose briefly to record here the considerations which have influenced the design of these engines. For the remarks we are about to make under this head we are indebted to the courtesy of Mr. Wilson Hartnell, of Leeds, into whose hands Mr. Crompton placed the designing of these engines. We cannot do Letter than quote Mr. Hartnell’s own words :—“ In designing the Victoria engines, the endeavour was to meet the special requirements of electric lighting from an economical point of view. The following are a few of the conclusions upon which the design is based. An engine for electric lighting should be economical of fuel, whether condensing or noncondensing. This settles that it should be a compound engine. It only works to its full power for a small portion of each day, and should therefore develope great power in proportion to its cost. It follows that it must be a high speed engine. The available space will usually be small. This determines that, like the marine engine, it must be vertical, with but a moderate length of stroke. Its weight is of no consequence ; hence, from consideration of speed, it may advantageously be made heavy in the framing. It must be absolutely trustworthy, hence all details must be as carefully studied as those of a locomotive engine to see that there be no possibility of any working part getting out of place whilst running. In order to combine high speed with certainty of action and economy, all the wearing parts must be much larger and stronger than usual. The Victoria engines are compound inverted vertical engines, cylinders 13in. and 22£in., by 24in. stroke. With a boiler pressure of 1401b., and running at 180 revolutions, each engine is expected to drive from 300 to 350-horse power. The base-plate occupies a space of 8ft. Sin. by 6ft., the height over all being 13ft. Gin. The slide valves are placed outside the cylinders in line with the crank-shaft, so as to be readily accessible. They are of the ordinary form, except that the steam ports are shorter than usual, there being two exhaust ports, one at each end, instead of one in the centre only. The ports are of very large proportionate area, and the high-pressure valve is faced with phosphor-bronze. The crankshaft is of steel, and very large in proportion to the size of cylinders—namely, 7£in. diameter, the centre bearing being 20in. long, and the outside bearings 13in. long, whilst the crank-pin bearing is 8in. long. From this it may be shown that the pressure per square inch on the crank-pin bearing is only one-half or one-third of that usual on the crank-pin bearings of express locomotives. In fact, the distinctive peculiarity of the Victoria engines is that the working pressure per square inch of surface in all moving parts ⁻less than half the amount permitted in ordinary engines, and all the brasses are cast from metal supplied by the Phosphor-Bronze Company. The base-plate is a box casting, 2ft. 4in. deep, the centre forming a trough to catch the oil from the various bearings. The outer main bearings are placed far enough from the cheeks of the cranks to allow room for the excentrics to be placed in line with the valve rods. The cranks are counter-weighted, on the plan usual in marine engines. The cylinders are supported try two A frames, which are box castings, each cast in one piece. There is a fly-wheel on each side, 8ft. in diameter, one of these being 24in. wide, the other 16in. The wider of the two receives the main belt, which at full speed travels about 4500ft. per minute. The engine has two governors; the first, a powerful horizontal spring centrifugal governor, arranged to prevent the engine running beyond a pre-arranged maximum speed. It can be adjusted so that not only the speed is altered, but also the variation from the mean which comprises its range. This refinement proved, however, unnecessary — except in so far as to prevent the engine from racing in case the main belt broke or the other governor, to be described presently, were damaged—since in order to keep a constant electro-motive force at the lamps, the speed of the engine requires considerable variation, depending on the total number of lamps burning at any time. The second governor is an electrical governor, and is constructed by Messrs. Willans and Robinson, of Thames Uitton, under the patents of Messrs. Willans, Crompton, and Hartnell. It consists of a high-resistance solenoid, within which a soft iron core is freely suspended from a spring. The terminals of the solenoid, which, for convenience of manufacture and for better insulation and cooling, is made up of six distinct coils, are respectively connected with those points in the circuit where the potential is to be kept constant. Any variation of potential has therefore the effect of varying the current through the solenoid, and altering the position of the core. The latter is connected to the piston and valve of an hydraulic cylinder by means of a differential gear, much like that used for hydraulic reversing or steering gears; so that when the solenoid takes up a new position the hydraulic piston takes up a corresponding position, and at that moment closes the valve. The valve is constructed so as to be almost frictionless.”

The counter-shaft.—As will he seen from our illustrations, Figs. 3 and 5, the counter-shaft extends through the whole length of the building. It b supported direct by the rivetted iron plate girders already described and illustrated in Fig. 7. There are two main pulleys, 4ft. diameter by 22in. wide, which receive the main belts from the engines, and are connected to the shaft by means of friction clutches, shown in elevation in Fig. 3. The object of this arrangement is to he able to change over from one engine to the other without interrupting the lighting. The diameter of the countershaft is 4iin., and that of the pulleys which drives the dynamos is Oft. From Fig. 5 it will be seen that there are two pulleys to each dynamo, one of them being fast with the shaft, the other loose on it. To stop any of the dynamos whilst the shaft continues running, it is only necessary to push the belt over on to the loose pulley. There is only one pulley on the dynamo, and the belt comes, therefore, to stand at a slight angle to its true line when at work; but since the distance of centres is sufficiently great, and the belt in that position is not at work, there is not the slightest difficulty in this method of stopping the dynamos. This simple plan acts better than any complicated and expensive arrangement of friction clutches. To start a dynamo, the loose pulley is turned by hand, when the belt, by reason of its angular position, begins to traverse on to the fast pulley until it is caught and carried forward by it.

e 500-light machines would have involved a considerable outlay of time and money spent in experiments, even admitting that on scientific grounds a perfectly satisfactory result could have been expected. Meanwhile, however, Mr. Crompton had invented and brought to a practical success his new machine, now known as the Crompton dynamo, and decided to use it at Victoria. By removing the Burgin armatures and inserting Crompton armatures into the same field magnets, the electrical output of the machines has been doubled. There are at present two large Crompton machines fixed, and there is room for five or six more. Originally there were four smaller machines fixed besides the two large machines, but since, through the substitution of the Crompton armatures for the BUrgin armatures the output of the large machines has been doubled, it was found possible to dispense with the four smaller machines altogether. Each of the two large machines gives a current of 400 to 430 amperes, and a smaller Crompton machine, placed on the ground floor and driven by the Willan’s engine mentioned in our former article, gi a current of 150 amperes. TheE.M.F. of all machines can be varied between 110 and 120 volts. It will be seen that with the three machines at present fixed, the total output obtainable is about 1000 amperes. Since the total number of lamps at present fixed in the railway station is only 823, there is a considerable reserve of electrical output enabling the company without increase of generating plant to light private houses, offices, and shop® in the neighbouring streets and squares. To provide for this extension a separate set of mains have been laid side by side with the mains supplying the station up to the entrance to the main booking-office, and ready to be connected to the system of street mains as soon as the company decide to lay them. All the dynamos are shunt wound, the shunt being fed from the mains either direct, as in the case of the small machines, or through a rheostat, as in the case of the large machines, where it appeared desirable to have a means for slightly varying the electro-motive force generated in the large armatures by varying the strength of field, but not the speed of the machine. The object of this arrangement will be explained presently, but before doing so we must make a few general remarks on the important question of how in an extended district all the lamps can be kept at their normal illuminating power, notwithstanding that the demand for current all the district is continually varying. This we shall discuss in our next article, and describe the ingeni-means by which the potential at the lamp is regulated

con-

Sooiety of Engineers.—The thirtieth annual general meeting of the Society of Engineers was held on December 8th, in tho reading room of the Society, Victoria-street, Westminster. Tho chair was occupied by Mr. Arthur Rigg, the president. The following gentlemen were ballotted for and duly elected as the Council and officers for the ensuing year, viz.:—As president, Mr. Charles Gandon; as vice-presidents, Mr. Perry F. Nursey, Mr. Henry Robinson, and Mr. A. T. Walmisley; as ordinary members of Council, Mr. Robert Berridge, Mr. T. H. Hovenden, Mr. A. F. Phillips, Mr. W. Schonheider, Mr. M. Ogle Tarbotton, Mr. J. Waddington, Mr. W. Barns Kinsey, and Mr. William Macgeorge, the two last-named gentlemen being new members of the Council; as honorary secretary and treasurer, Mr. Alfred Williams; and as auditor, Mr. Alfred Lass. The proceedings terminated by a general vote of thanks to tho Council and officers for 1884, which was duly acknowledged by the chairman.

Polishing Wood with Charcoal.—The method of polishing wood with charcoal, now much employed by French cabinet makers, is thus described in a Paris technical journal. All the world now knows of those articles of furniture of a beautiful dead black colour, with sharp, clear cut edges and a smooth surface, the wood of which seems to have the density of ebony. Viewing them side by side with furniture rendered black by paint and varnish, the difference is so sensible that the considerable margin of price separating the two kinds explains itself. The operations are much longer and much more minute in this mode of charcoal polishing, which respects every detail of carving; while paint and varnish would car clog up the holes and widen the ridges. In the first process they employ only carefully selected woods, of a close and compact grain: they cover them with a coat of camphor dissolved in water, and almost immediately afterward with another coat, composed chiefly of sulphate of iron and nutgall. The two compositions, in blending, penetrate the wood and give it an indelible tinge, and at the same time render it impervious to the attacks of insects. When these two coats are sufficiently dry they rub the surface of the wood at first with a very hard brush of couch grass—chicndcnt— and then with charcoal of substances as light and friable as possible; because if a single hard grain remained in the charcoal, this alone would scratch the surface, which they wish, on the contrary, to cuss render perfectly smooth. The flat parts are rubbed with natural stick charcoal; the indented portions and crevices with charcoal powder. Alternately with the charcoal, the workman also rubs his piece of furniture with flannel soaked in linseed oil and the essence of turpentine. These pouncings repeated several times cause the charcoal powder and the oil to penetrate into the wood, giving the article of furniture a beautiful colour, and also a perfect polish, ancc for depreciation at the rate of 10 per cent, would be sufficient, which has none of the flaws of ordinary varnish.—Scientific provided the ordinary repairs were paid for out of revenue. The American,

on

The second paper was on “The Sydney Steam Tramways,” by Mr. Walter Shellshear, Assoc. M. Inst. C.E.

In this communication the author observed that the system of steam tramways in operation in the city of Sydney was perhaps the most advanced in the world. When it was decided to hold an International Exhibition in Sydney in 1879, a Bill was passed through Parliament empowering the Government to construct a tramway from "the railway terminus at Redfern to within a few yards of the Exhibition gates. It was resolved to adopt steam as the motive power, and four Baldwin 12-ton tramway motors were ordered from Philadelphia, U.S., and eight bogie double-decked cars, seated for ninety passengers. The permanent way was constructed on the longitudinal principle. This line was 1 mile 45 chains in length, and its cost, including rolling stock, was £22,269. The convenience of the system was so highly appreciated by the public, that in a few months the construction of fifteen lines had been authorised by the local Legislature. The author then traced the growth of the system, and stated that, at the end of 1882, a a length of 22 miles was open, and that the capital expended, including rolling stock, machinery and workshops, amounted to £412,5(51. Thenumberof passengers inthatyear reached 15,269,100, equal to 986,400 per mile, and the earnings amounted to £8142 per mile. The lines were laid to a gauge of 4ft. 8Ain. Difficulty was at first experienced with the permanent way from the rails being of insufficient strength to support the weight of the motors. The rails were of inferior quality, having been re-rolled from old railway metals. The tramways were now laid on a cross-sleeper road, with steel rails of the Vignoles type. The sleepers were rectangular, laid on a 4in. bed of Portland cement concrete.

Tho (lovcrn-

FACTS NOT GENERALLY KNOWN CONCERNING ELECTRICAL INVENTION.

By J. S. Beeiian, M.S.T.E.

No. I.

It has often been the case that an idea has been started, or an invention announced, without, at the time, receiving general attention, the idea or invention remaining dormant and apparently uncared for until, perhaps, a philosopher takes one or the other as a text for a scientific address, or a practical man adopts either to fulfil some want, or a company promoter seizes them for his own ends, and thus public attention is drawn to the idea or the invention while the authors of their being are entirely overlooked.

It is thought to be most desirable in the interests of science that “ honour should be given to whom honour is due.” The present article and those about to follow have been prepared witli the purpose of doing justice to some hard-working, deep-thinking men whose labours have not been generally acknowledged.

Secondary batteries.—These and their application for the distribution of electric energy have been much written upon, but it seems to be not generally known that in 1852 Roberts used a secondary battery, the poles of which were platinum plates, and the electrolyte dilute acid, on a shunt as a depolariser or regulator to his primary battery, and that prior to this date Professor Jacobi, of Russia, had had for many years a similar battery on his telegraph lines, to produce a current in the opposite direction to that originally sent by the Morse key. In 1854 C. F. Varley patented the use of his induction plates, which, to quote his own words, “ consists in applying to the poles of the battery a series of induction surfaces to store up the power, and so make a small battery answer the purposes of a larger one,” and although this, strictly speaking, does not form part of the subject of this paper, the following quotation is still worthy of note, now that accumulators—secondary batteries— are being more generally used as regulators.:—“These con-tant batteries and inductions plates are very serviceable for electric illumination where great constancy is required.” In 1859 the late Sir William Siemens patented a secondary or polarisation battery for use on telegraph lines, stating that the electrodes might be of any metal which was not oxidised or attacked by the electrolyte, or that they might be of carbon or plates or rods of porcelain coated with a thin film of platinum, and in one of the claims he stated that the use of these polarisation batteries was for the purpose of discharging or assisting in discharging the line wire, or increasing the effect of weak currents on the receiving instruments by means of the reflex or secondary current resulting from the charging or polarising of such surfaces. In 1860 C. F. Varley improved on his before-mentioned induction plates, which were bulky and expensive,andintheirplace used plates or wire of platinum, gold, carbon, or other conducting substanco not decomposable by the electrolytic action. Pairs of these plates, made of similar metals, he placed in cells, the electrolyte being dilute sulphuric acid. He likewise stated that leaden plates could bo used, and that fewer cells would be required, owing to the formation of peroxide of lead, “ as was well known,” on the positive surfaces, and described a means or method of commutation for charging the secondary battery cells in multiple arc, and discharging them in series. In 1861 Pul-vermacher patented a secondary or polarisation battery, wherein lie used platinum covered chemically with a coat of porous platinum, and he described a way of making his secondary battery into a voltaic pile, so as to give it intensity. This battery is to a large extent a gas battery, as he introduces hydrogen into its interior, while it is kept etantly moist with the conducting liquid, whilst the oxygen is presumed to be supplied by the atmosphere. In 1864, Julius Thomsen, of Copenhagen, patented a secondary battery. The battery consists of a box made of insulating material, and divided by plates of platinum or platinised metal and carbon, the cells between the plates containing sulphuric acid, or any other conductive substance dissolved in water. He describes a method of successively charging each cell by a routing apparatus, which lie called a “dispensatory;” and by continuing the motion of this dispensatory he is always charging one cell, obtaining thus the conversion of quantity electricity into intensity electricity. In 1868, I). Gerald Fitzgerald obtained provisional protection for a secondary battery, according to the description of which he used vessel-shaped electrodes, insulated from one another by the electrolyte and non-metallic material. He continued this in a patent in 1869, and therein stated that he preferred these vessels to be formed throughout of similar metals, whether of lead, copper, or platinum, but that he could use compound electrodes, the metal conductor being electroplated, or otherwise covered with another metal, so long as all the electrodes were similar. He further described how, by the use of a commuUtor, the cells might be charged in multiple arc, and discharged in series, and referred to their application to the production of the electric light between charcoal points. In 18(39, Messrs. 0. and F. H. Varley took out a patent claiming the use of “ fluid induction plates ”—i.c., secondary batteries—in conjunction with magneto dynamic machines for certain purposes of regulation, &c. They constructed the induction plates of two or more pieces of carbon and palladium in a cell filled with acid and water. They also proposed the use of plates of metallic arsenic and carbon, or platinum substituted for the palladium, or arsenic plates, or two lead or other metal plates, or two or more pieces of carbon, and they further claimed the mode of increasing the capacity of carbon for oxygen through rendering it more porous by treating it with fluoric acid. In 1871, C. F. Varley communicated a paper to the Royal Society, in which he pointed out a new form of condenser, one electrode being platinum and the other mercury, the latter being the negative ; and he observed that when the current was applied, the mercury flattened out. When the mercury was replaced by a pasty amalgam this flattening was increased, and on the reversal of the current the amalgam returned to its original dimensions. From these experiments he constructed an apparatus with mercury electrodes, whereby he could diminish or increase the surface of mercury at will, and found that during this change of surface dimensions, currents of electricity passed from one electrode to the other, the diminishing surface acting as the zinc plate, and the increasing surface acting as the copper plate of a voltaic couple. All attempts to polarise the mercury with oxygen failed. He likewise pointed out a method whereby all the hydrogen could be eliminated from the mercury, and thus a perfectly neutral surface obtained. In 1873, Clark took out for Gaston I’lantC a patent for using his secondary batteries for the purpose of distributing electric energy for lighting, for heating, and for power. It is true that the power was only for ringing bells, but from small beginnings greatresultsoftensue. In 1874, Monckton took out a patent, which, if only known, would be looked upon probably as one of the landmarks in the progress of practical electricity. In his provisional he says:—“1 use also novel systems of condensers which arc variously constructed of thin sheet copper, of thin sheet iron, of tinned, or zinced, or

galvanised iron, of sheet zinc, of copper, of metals electro-plated in various ways, of metallic preparations applied as a paint or coating to a non-conducting material and then burnished in lieu of tinfoil.” And further, in his final specification, he uses the term “reservoir” as interchangeable with “condenser,” and states that the electric current may be modified there in intensity. The most interesting parts of the patent are to be found in the following quotation:—“ The third object is to obtain the electric current from cheap and varied sources, and to combine and utilise it, and products of the batteries either to recover their original components or to make new batteries and produce fresh results. The fifth object is to show various ways in which through batteries, electrified channels, and otherwise, useful products can be obtained ; how weak electric currents derived from various sources can be united and intensified, and how waste heat and the electricity produced by it shall be economised and rendered serviceable.” Unfortunately this patent referred principally to other matters, and hence the meagre description of his secondary battery. On December 27th, 1877, Lake took out for an American named Weston a patent, one of the claims being :—“ In combination with a dynamo-electric machine, the condenser, whose opposite sides are connected with the two binding-posts, as and for the purpose set forth.” In the provisional we find that this condenser may be a secondary battery, owing to the description being “ polarised electrodes,” and the drawing filed with the final specification supports this view. In his final he states : “ In connection with the general purpose of imparting to dynamo-electric machines the capacity of producing currents of constant electro-motive force, I introduce between the binding-posts a condenser, with the opposite sides of which the binding-posts are respectively connected. It will be seen that the condenser is always charged when the current is flowing through the operative circuit, and that upon any diminution in the strength of that current there will be a partial discharge of the condenser through the operative circuit, which will tend to balance such diminution.” The next patents of any importance were those of Lane-Fox, dated October, 1878, since which time the subject is more generally known.

It would be well if some eminent scientific would define the difference between accumulator, condenser, and secondary battery, for in more than one treatise and patent the words seem to have an interchangeable value; but probably this question can only be determined in a court of law. In the paper read before the ltoyal Society in 1877, by Messrs. De la Rue and H. W. Miiller, we find that accumulators mean condensers, and not secondary batteries produced by chemical action.

This article seems hardly complete without some reference to the famous Grove’s gas battery invented in 1842. We find in his letter which appeared in the Philosophical Magazine for that year, a description wherein he pointed out the possible use of precipitated spongy platinum around his platina foil electrodes, while his actual method was the use of platina platinised by voltaic deposition, his electrolyte being sulphuric acid sp, gr. 1'20. With the light thrown upon the action of this battery by the advancement of science since that date it is most interesting to read his theories, and especially the following words which he wrote at a later period:—“ The point which appeared to me at that time as most important was the beautiful instance of the correlation of natural forces exhibited by the fifth effect, in which gases by combining and becoming a liquid, transfer a force which is capable of decomposing a similar liquid, and causing its constituents to become gases; heat, chemical action, and electricity being all blended and mutually dependent.”

THE INSTITUTION OF CIVIL ENGINEERS.

TIIK WORKING OF TRAMWAYS BY STEAM.

At the fourth meeting of the session, on the 2nd of December, Sir J. W. Bazalgette, G.B., president, in tho chair, tho first paper read was on “ The Working of Tramways by Steam,” by the Hon. Richard Clero Parsons, B.A., B.C.E., Dublin, M. Inst. C.E.

Tho author commenced by stating that very little success had attended the various efforts mado from timo to time to work passenger traffic with engines on ordinary macadamised roads. He then proceeded to discuss the reasons why these efforts were not successful, and showed that tho special privileges accorded to tramway companies by Act of Parliament had enabled steam to be used witli advantage for the conveyance of passenger traffic along tho streets of towns. The Board of Trade regulations were explained, and the manner in which they had of late been modified so as not to impose unreasonable hindrances to the use of steam, and at the same timo to protect the public from danger. The author next described in detail the construction of the type of tramway engines which ho considered to be most suitable to the requirements of street traffic. The cylinders were placed as high as possible, to be raised out of the mud, and were readily accessible from the front, to permit of the cylinder cover and pistons being easily removed. The connecting rods worked directly on to thecranks on the trailing axle, and the four wheels were coupled as in ordinary locomotives. He stated that many such engines had been constructed by Messrs Kitson and Co., of Leeds, and were working satisfactorily in this country and abroad. Various methods for rendering the exhaust steam invisible were referred to, and it was shown that surface condensation was more satisfactory and more economical than superheating. Atmospheric condensers were described as of great value where water was expensive, and it was stated that considerable economy could be effected by their use. The construction of tho brakes fitted to tramway engines was of considerable importance, as the safety of the public to a great extent depended upon their being both quick and powerful in action. Sand-boxes should also be provided so as to sand the rails both in front and rear of the engine, and they should not be liable to become choked. On some tramways, especially abroad, the tramway engine and car had been combined, and amongst the best of this type was that designed by Mr. W. R. Rowan. The passenger car was supported upon two four-wheeled bogies. The engine acted as the leading bogie, which supported one-lialf of the carriage when empty; and when loaded a large portion of the weight of the passengers was available to increase the adhesion of the engine wheels on the rails. The engine could be detached from the in five minutes, and a fresh engine substituted in about the same time. The character of the permanent way, where steam was to be used, might be considered as only second in importance to that of the construction of the engine. At first it was too light, and difficulties were experienced in fitting the joints of the rails. It was contended that the line should be substantially laid so as to avoid as much as possible frequent repairs, which were of a costly nature. In some localities this was especially necessary, as the wear and tear of the ordinary cart traffic, which generally made use of tramway lines, were very heavy. Having explained in detail the construction both of a tramway engine and of a tramway, with a view to economy in working, the author proceeded to dis what were the necessary expenses on an average line. As the result of experience where a frequent service was maintained, the cost of working the engines, including wages, fuel, oil and repairs, was 2'28d. per mile run. Tho question of depreciation, both of the rolling stock and of the permanent way, was next discussed, and it was held that both for the engines and the cars, an annual allow-depreciation on the line was taken at the rate of 3 per cent, per annum, which was laid aside to form a sinking fund, interest up which was allowed to accumulate at the rate of 5 per cent., and in this way the cost of the line would be paid off in about twenty years. As the result of these computations, the total working expenses of a line, including all items of expenditure, which were given in detail, amounted to 9’33d. per mile run. As a practical rule, every surplus penny per mile run above the working expenses would give 2'2 per cent, dividend to the shareholders. The author concluded by advocating the use of large cars and moderate fares as the best means of securing the largest receipts, and consequently of ensuring good dividends to the shareholders.

THE SYDNEY STEAM TRAMWAYS.

The

roadway was formed of tarred blue-stone. Where the street traffic was light the tarred blue-stone roadway answered fairly well; but with heavy street traffic much difficulty was experienced in keeping the roadway up to the rail level. The author then described the rolling stock. Besides the Baldwin motors from Philadelphia, two engines had been supplied by Messrs. Kitson and Co., of Leeds, and one engine by Messrs. Merryweather and Sons, of London. The Baldwin motors were saddle-tank locomotives, enclosed by cabs concealing the boilers and most of the machinery. No attempt had been mado at condensing, but the engines were fitted with a chamber into which the exhaust steam passed, muffling tho noise. Four different sizes of these engines wero at work. The cylinders were horizontal, and, the working parts being well balanced, they travelled with remarkable smoothness. These motors had much to recommend them; but tho wear and tear on tho dusty and sandy roads were by no means a small item of maintenance. Fifty-seven motors wero in use in October, 1883. The Kitson motors wero originally fitted with a system of condensing tubes, but these had been removed, as tho steaming power of the boiler was thereby much reduced. The cylinders of the Kitson engines were inclined at a considerable angle, and, the gearing being somewhat heavy, they did not run so smoothly as the Baldwin motors, ment were having some experimental steam-cars constructed in Philadelphia, in which an ordinary tramcar and motor were combined All the cars wero built on tho American bogie principle. They wero mostly doublo decked, with a roof over tho upper deck; the lower deck was divided into compartments with ten scats in each compartment. The rolling stock was fitted with vacuum brakes, as well as with powerful hand brakes. Of tho stock of eighty-one cars and five bogie-trucks at the end of 1882, all but eight cars had been manufactured by local firms. Extensive workshops had been erected, including a tramcar shed and a motor running shod, each 300ft. long. Somo idea of the magnitude of the scrvico might bo afforded from the fact that, along one street in Sydney, nino hundred and seventy-three trams passed daily, and on public holidays this number was considerably exceeded. Tho author contended that, for steam-tramways, the greatest attention was necessary in tho design of tho permanent way, that a substantial rail, thoroughly well supported, was essential to economy, and that it was advisablo to have tho streets well paved, in order to reduce tho amount of grit on the road, and thus diminish tho wear and tear of the locomotives. Tho satisfactory results achieved on the Sydnoy tramways seemed to show that horse-traction must yield to mechanical power. In an appendix the author gave a tabular statement of the gross earnings, the working expenditure, and the net earnings of all the lines in operation during the years 1880 to 1882 inclusive.

RAILWAY MATTERS.

NOTES AND MEMORANDA.

MISCELLANEA.

The efforts which are being made to obtain increased railway facilities from the Kidderminster district by the laying of a line from Wolverhampton to Bromsgrove are being vigorously pursued. The Committee appointed to promote the scheme have already had several suggestions brought under their notice, and a sub-committee has been appointed to ascertain what assistance can be obtained for making the line.

In a report on a collision which occurred on the 10th November at Herne Hill, caused by a London and North-Western train fouling the main up line, after running round its train, by shunting on to the Tulse Hill branch, Major-General Hutchinson speaks strongly against the system of shunting adopted, and remarks that if the main line Chatham and Dover up train had been fitted with a good continuous brake, the collision might have been avoided. Two guards and a passenger or two were hurt.

In the Kailway Commissioners’ Court at Westminster, Monday, the case of Wynn v. the Midland Railway Company up upon a summons taken out by the respondents to stay further proceedings upon the payment by them of all costs. The applicant was a brick maker carrying on business at Alvechurcli, Worcester, and his application had reference to a terminal charge of lOd. in a late of Is. 8d. for the conveyance of bricks from Alvechurch to Redditch. The company now said that they would not contest the matter further, and that they had ceased to charge for terminal services in the matter referred to. The Court consented to stay proceedings.

The Transandine Kailway was completed, as has been already announced, as far as Mendoza on May 25th last, and by the end of the year it will probably have reached San Juan, which commands one of the principal passes of the Cordilleras. The Western Argentine line will then be completed. The Northern line is also very advanced, and w ill shortly reach Salta, close to the Bolivian frontier. The roads of secondary importance are also being vigorously pushed forward, and Buenos Ayres has been connected on the hand with Santa Fe and on the other with the Northern Bail-way. The railroad work now in progress in the Argentine Republic arc, it is said, occupying more than 10,000 men.

Ouk Birmingham correspondent says a report is current this week that the Great Western Railway Company intends to buy up the Dudley, Sedgeley, and Wolverhampton Tramways line. The reason for this step is alleged to be that the tramways company has conveyed passengers between the towns named at less fare than the railway company, and it is feared that the purchase, should it be negotiated, will result in the stoppage of the trams. The inhabitants along the line of route do not regard the scheme with any favour, and if the transfer should be made, it is intended to memorialise the town councils and local boards concerned, their influence in securing the continuance of

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asking them to use the line.

In a report on the collision which occurred on the 1st ult. at Sunderland Central Station, on the North-Eastern Railway, when a passenger train from Bishop Auckland entering the Central Station came into collision with an empty train from Hetton, injury to 28 passengers, Major-General 0. S. Hutchinson says :— "The brake power made use of on each train was no doubt of great valuo in mitigating tho force of the collision, and had the engine and tender, as well as tho carriages of the empty market train, been fitted w’ith the Westinghouse brake, it is possible that the collision might have been altogether avoided. To guard against the occurrence of a similar collision, it is desirable that a properly interlocked shunting signal for setting back from the down line should be provided in the south cabin.”

and caused

On the 1st January next, as we announced some time since, the authorities of the lioyal Observatory, Greenwich, have decided that tho day shall bo reckoned as commencing at midnight, which will be zero or 0, and will run up to 24, or midnight again, so that 1 o’clock in the afternoon will be 13 o’clock, 2 will be 14 o’clock, and so on. The Railway News struggling to find something by which to support the change, says :—“ One of the chief advantages of the new plan will be felt by the railway companies, as the method of reckoning from the meridian will be overcome, and the observations a.m. and p.m. will no longer be necessary in the limited spaces of tho time-tables.” It may, however, be remarked that the a.m. and than about a twentieth of an inch, while

p.m. occupy never more the advantage of being able to see whether a train is in the morning or afternoon is greatly in excess of any advantage following the adoption of the Italian 24 o’clock system.

A RETORT to the Board of Trade by Major Marindin on the explosion of the boiler of an engine at Balloch station, on the North British Kail way, on the 5th of July, when a man standing on the platform was killed upon the spot, another young man who was close by was injured, and the driver badly scalded, has appeared, and it states that “An examination of the boiler shows clearly that it gave way along the longitudinal scam or joint at the top of the barrel, and that there was a groove or flaw of long standing throughout the whole length of this joint, which from its position beneath the overlap of the plate could not possibly have been detected by any examination. The plate was in many places holding by a mere skin, and it is surprising that it had not given way sooner, but the flaw would have been detected by hydraulic test when last in the shops for repair. The metal of the boiler was originally of inferior quality, and has evidently deteriorated by use.” The engine was builtin 1872.

An event, which had it occurred an hour later could not have failed to produce a serious disaster, took place a few days ago at Braz, a station at the foot of MontCenis. A mass of rock, believed to have been detached in consequence of an earthquake, of which several shocks were felt in the vicinity at tho time, suddenly fell from the side of Mont Cenis and rolled down the mountain in the direction of the railway through the tunnel. A large quantity of the disintegrated rock, which swept everything with it in its fall, was precipitated on to the line at Rraz Station, breaking down the wires and snapping fhe telegraph poles, tearing up the line, and strewing it with the debris, so that the traffic between France and Italy through the tunnel was for some time completely suspended. As soon as it was possible messages were despatched by telegraph requisitioning a gang of labourers to clear the line. They had hardly arrived and begun their task when a train was seen approaching at full speed, and it was only with the greatest difficulty it could be brought to a standstill before reaching the point of danger. Had the train been passing when the landslip occurred there must have been a serious loss of life. Several hours passed before one pair of rails could be got ready for the resumption of traffic through the tunnel.

It is said that about 1 per cent, of all the gas used in New York, or about 55 millions of cubic feet annually, is used in thirty of the largest theatres. This, at 8s. per thousand, ought to offer electricity a fine field.

The birth and death-rate of Hull during the fourteen days ending November were 3(57 and 24‘5 per 1000 respectively. The males born exceeded the females by six, and the deaths of females exceeded those of males by 13.

During the week ending November 8th, 1884, in twenty-nine cities of the United States, having an aggregate population of (5,(500,300, there were rej>orted 2710 deaths, which is equivalent to an annual death-rate of 21 '2 per 1000.

Tracing paper may be made by immersing best tissue paper in a bath composed of turpentine and bleached beeswax. A piece of beeswax about an inch in diameter, dissolved in half a pint of turpentine, is said to give good results. The paper should dry two or three days before use.

A writer in a French contemporary records the very successful use of a concrete for foundations made partly with asphalte. It is said that the slight elasticity or hard rubber-like flexure of minute range of this material makes it superior to the hard foundations for engines and machinery where masonry or concrete is used. It acts to a small, but useful, extent as a moderator of shock.

During the week ending November 15th, 1884, in twenty-nine cities of the United States, having an aggregate population of (5,821,300, there were 2922 deaths, which is equivalent to an annual death-rate of 22 .3 per 1000. The American Sanitary Engineer says the rate in the North Atlantic cities was 217; in the Eastern citiei, 23*0; in the Lake cities, 17*6; in the River cities, 21'0; and in the Southern cities, for the whites 227, and for the coloured 207 per 1000.

During the week ending November 29th the birth-rate for the borough of Bradford was equal to an annual rate of 23*9 per 1000, as compared with 28'(5, 36*6, and 30'2, the respective rates for the three preceding weeks, and 33T per 1000, the rate for the c. sponding period of 1883. The death-rate for children under year of age was equal to 130'2 per 1000 of the total births, and that for children under five years of age to 537 per cent, of the total deaths. The death-rate for the borough was equal to an annual rate of 25'4 per 1000, as compared with 21'2,18'4, and 22'4, the respective rates for the three preceding weeks, and 1(5'3 per 1000, the rate for the corresponding period of 1883.

In thirty cities of the United States, having an aggregate population of 7,210,300 inhabitants, there were reported during the week which ended October 25th, 1884, 2875 deaths, which is at the rate of 207 per 1000 annually. Children under five years of age contributed 39*2 per cent, of the total deaths. The rate in the Nortli Atlantic cities was 21*5; in the Eastern cities, 21 "8; in the Lake cities, 16*2; in the River, 17'8; and in the Southern cities for the whites, 217; and for the coloured, 34"9 per 1000. The Sanitary Engineer says accidents caused 47; consumption, 13 0; croup, 37; diarrheal diseases, 37; diphtheria, 57; typhoid fever, 37; malarial fevers, 37; scarlet fever, 17; pneumonia, 5*2; bronchitis, 2'2; measles, 0*2; puerperal diseases, 17.

A contemporary has given the daily consumption of water as considerably less in London, Paris, and Berlin than in most of the principal cities in the United States. In London the daily sumption of water per inhabitant is over 30 gallons; in Paris it is less, while Berlin uses but 20 gallons per head. Detroit, Michigan, uses five times as much as Berlin, while in Chicago and Washington the consumption per inhabitant is 119 and 135 gallons respectively. Instead of saying these quantities are used, it would be more correct to say that they are wasted or lost. Perhaps one-fourth of all the water which leaves the London companies’ works is lost by leaky or broken pipes, bad fittings, and bad systems of cisterns. Probably these losses are greater in the States.

At a recent meeting of the Chemical Society a paper was read on “ The Solubility of Certain Salts in Fused Nitrate of Soda,” by F. B. Guthrie. The author has experimented with the sulphates, chromate, and carbonates of barium, strontium, calcium, and lead. The salts were added in small quantities to the fused nitrate of soda, with stirring. The whole was allowed to cool, and after partial solidification, the remaining liquid was poured out and analysed. The chief results obtained are solubility of barium sulphate, 2'G per cent.; barium chromate, O'205; barium carbonate, 0*916. The strontium salts, taken in the same order, gave, 1*845, 2*133, and 0*G9; calcium salts, 1*477, 0*547, 0*294; lead salts,0*82, 0*245; and lead carbonate decomposed at the temperature of fusing nitrate of soda.

A recent issue of the Pittsburg Pen ny Post contained a useful article on the cost of steel rails, and gives the following detail figures as the actual cost of producing a ton of steel rails in Pitts-

On Saturday last a large party visited the extensive intercepting tunnels in the chalk, by which Brighton is supplied with water. The works have been carried out by Mr. Edwrard Easton, M.I.C.E.

The Cambria Iron Company, U.S., has employed l’rof. John Fulton to give free instruction in structural geology, mining, and mine surveying to all those employed by the company who may choose to take a course of study in those departments.

The Societd Internationale des Electriciens has decided that an exhibition shall be held in January, 1885, on the occasion of its first general assembly, not only to bring into prominent notice new appliances up to date, but also to sum up the progress made by means of lectures given by eminent electricians.

Messrs. Ward, Lock, and Co. are now issuing, in parts, a “ Technical Journal and Industrial Self-instructor in the leading branches of Technical Science and Industrial Arts and Processes.” It is fully illustrated with working drawings, designs, and diagrams, and contains a cyclopaxlic dictionary of technical and trade terms. Judging by the first number, it will find many subscribers amongst the young of the artisan and technical world.

The death is recorded of M. Lartigue, a French electrician, whose name is associated with a system of railway signalling largely in use on the French lines, and who had latterly held the post of general directorof theFrenchTelephonicCompany. He was 54 years of age. The death is also recorded by Nature, at the early age of 34, of M. Henninger, one of the editors of Science <t Nature. He was the author of numerous articles in periodicals and encyclopedias, chiefly on chemistry.

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burg:—Cost of pig metal: 1*1 tons of coke at 2 dols., 2 dols. 20c.; limestone, 50c.; ore, scale, Ac., 10 dols.; labour, including repairs, 1 ilol. 75c.; general expenses, 38c.; interest, 35c.; total cost of a

ton of metal, 15dols. 18c. Cost of ingots: l|i tons of metal direct, at 15dols. 18c., 18 dols. 12c.; refractories, 20c.; lubricants, 2c.; repairs, 24c.; general repairs, 17c.; labour, Idol. 13c.; general expenses, 9c.; spiegel, 2 dols. 31c.; interest, 20c.; total cost of a ton of ingots, 22dols. 48c. Cost of rails: 1*05 tons ingots direct with initial heat, at 22 dols. 48c. per ton, 23dols. 62c.; labour and office expenses, 1 dol. 90c.; repairs entire, 49c.; steam—natural gas, 10c.; general expenses, 35c.; interest, 22c.; tools, files, Ac., 15c.; cost of a gross ton of steel rails, 26 dols. 83c. The Press also stated that the cost of making a ton of steel rails in England at present is 20 dols. 17c.

At the meeting of the Chemical Society, December 4th, Mr. S.

“ Calorimetric Determinations of

Some rich mineral discoveries in the Illawarra district, New South Wales, have just been reported by Mr. Hardy, mining engineer, who has been prospecting for coal in the Caldcrwood Mountains, about three miles and a-half from Dapto. The prospectors have found no less than five seams of first-class coal, which range from 4ft. to 17ft., together with an excellent shale seam. The coal and kerosene shale will last upwards of 200 years. Besides tho above-mentioned, Mr. Hardy has discovered a large seam of ironstone about 20ft. in thick

ness.

An ingenious system of obtaining a number of copies of letters, sketches, Ac., has been shown us, called the “Black Autocopyist,” The reproductions are in permanent ink, and the system anil apparatus resemble hand lithography. The original is written with an ordinary pen and fluid ink, and after having placed it for ono minute on one of the prepared parchment sheets—previously soaked in water for a few minutes—the copies can immediately be taken with the aid of a printing roller. The apparatus is made by tho Autocopyist Company, London Wall.

The organisation of tho whole of the Baris pneumatic postal service will be completed on December 15th inst. This great work, costing more than a million francs, and involving over (50,000 metres length of pipes, was inaugurated by M. de Couchy. The charge for carrying a letter to any place within tho fortifications has been fixed at 3d. The two extreme points in tho service are about 11,000 metres apart, and tho time required for tho delivery of a letter to tho remotest place in the most unfavourable circumstances, and including its conveyance from tho nearest station, will be within one hour.

The Boston Docks are now so far completed as to be ready for the commencement of business. There is 2(5ft. of water in tho basin of the dock, while in the new cut through tho clays to deep water there is 30ft. Owing to the extreme dryness of tho past summer, a large amount of sand hae accumulated in the bed of the Witham, but freshets are now scouring out the channel, and it is hoped that this difficulty will soon be obviated. Two vessels entered the dock on Tuesday to take in coal, and it is expected that there will be a large trade in that commodity. A number of colliery owners from Nottingham have visited the dock, and have expressed their satisfaction with the dock works.

We have received a copy of a catalogue just issued by Messrs. King, Mendham, and Co., Narrow Wine-street, Bristol, which commend to the attention of all having to buy electrical apimratus. We have no hesitation in agreeing with Messrs. King, Mendham, and Co., in stating that it is the largest and probably the best list ever published treating exclusively of electric apparatus. ~ H will be found descriptions of batteries, all kinds of experimental apparatus, including an improved pattern Wimslmrst influence machine and a new standard ohm coil, which forms part of the science teachers’ set of testing instruments; parts of apparatus for amateur’s use, and an admirable revised wire table, giving the resistance and weight of copper and German silver w-ires, as well as a section at the end giving information as to electrical terms, proper arrangement of batteries, and formula; for winding bobbins.

An accident of a rather serious nature occurred on Monday last to a wagon and team of horses, belonging to Messrs. Guest and Silvester, roll makers, of West Bromwich. The team gaged in conveying a new roll, of some five or six tons, to the rolling mills of the New British Iron Company, Corngreaves Ironworks, several of the large mills of which are being increased in strength, to facilitate the rolling of the steel which the company now manufactures. On a steep slope, near Old Hill, however, the brake slipper got out of place, and the impetus gained by the load drove the horses at a high speed down the hill. Fortunately, the trace horses broke loose, but the shaft horse was forced through the side of a cottage, and killed instantaneously, the wagon being smashed to pieces. Fortunately, the drivers and the inmates of the house escaped injury. The New British Iron Company’s team effected the removal of the roll to its destination on the following morning.

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One of the great Austro-Hungarian railway companies is the “ State Railway Company.” It has that name because it bought a Government railroad from Austria many years ago. The jealousy of the two kingdoms is such that it has to keep accounts of its Hungarian lines separate from its Austrian lines. Some of the results in the two kingdoms are:—

N. Pickering read a paper on Magnesium Sulphate.” The heat of dissolution of monohydrated magnesium sulphate is given by Graham as 13,200 cal., by Favre as 10,986, and by Thomsen as 13,300. None give any details of the preparation or analyses of the salt which they used. The author found it impossible to determine the sulphur with barium chloride with the requisite accuracy; the sulphur trioxide was found to be 1 to 1*5 per cent, too high. The only reliable method for ascertaining the composition of any magnesium sulphate is a determination of the water. When the heptahydrated salt is heated to 100 deg. to 130 deg. it retains about 1H.jO ; this excess of !, H.,0 may be expelled by heating to 150 deg. to 1(50 deg., but if this temperature be exceeded some anhydrous salt will be formed. As a mean result tho author finds that Mg. S0₄ H./) + 420 1LO evolves 12,131 cal. Favre’s salt probably contained 1,', HaO. Thomsen’s specimen, on the other hand, may have contained some anhydrous salt. The anhydrous salt big. S0₄ + 420 H.,0 evolves 20,765 cal.

Austria.

582

Hungary. 797

Miles ...........

Per mile:

Gross earnings .......

Net earnings.........

Per cent, of expenses.....

Average passenger journey Receipt per pass, per mile ..    .. 0*8d. .

Receipt per ton per mile ..    .. 0*863d.    ..    ..

Average haul of freight ....    60 miles

The amount of work done per locomotive is only 10,109 traffic train miles in Austria and 11,803 in Hungary, and even the locomotive mileage—including switching—was only about 12 per cent, more than this, making the average daily service for 312 days per year a run of only 36^ to 42 miles per day, so that the engines must have stood still probably seven-eighths of the time and more.

£2,732

8,034

£2,231

7,567

26*6 miles

32J

48*0 miles.

.    0'9d.

0*85d.

90} miles.

At the last meeting of the Chemical Society Dr. Ramsay read a paper “ On the Vapour Pressure of Acetic Acid and on a New Method of Determining the Vapour Pressures of Liquids,” by W. Ramsay and Sydney Young. The vapour pressures of acetic acid, which have given very discordant results in the hands of other observers, have been found to be perfectly concordant and regular by the authors. They use for the purpose of determining the vapour pressure of liquids a species of still, into which a thermometer dips; the bulb of the thermometer is covered with cotton wool or other suitable substance. Liquid can be admitted from time to time from a reservoir to moisten the cotton wool. Heat is applied to the tube surrounding the thermometer, and the liquid evaporates from the cotton wool without entering into ebullition. By altering the pressure in the apparatus the temperature registered by the thermometer correspondingly alters. By this means the determination of vapour pressures is easy and exact. The results obtained by this method have been shown by exceedingly numerous observations to be coincident with the vapour pressures measured in the ordinary way.

It is proposed to connect the island of Achill, County Mayo, with the mainland of Ireland, by a swivel bridge across the Sound. The island contains (5000 inhabitants, and is separated mainland by an arm of the sea only 310ft. wide at the point where the bridge is to be made. The cost will be 7*6000, of which £3550 has been raised, leaving a balance of £2450 required. It is stated that when the undertaking is completed it will add more than 35,000 acres to Ireland. It will improve the condition of (5000 people by the development of their fisheries and other resources ; and it will encourage tourists to visit the island, with its marine cliffs, grand mountains, and many other attractions. Accounts have been opened at the Bank of Ireland, in Dublin, and Castlebar, for the receipt of subscriptions, which should be paid to the credit of Mr. »T. G. 5.3 orter, J.R., of belle-isle. Mr, O Connor Power, M.P , 5, King’s Bench-walk, Temple, and Mr. Sydney Buxton,’ M.P., 15, Eaton-place, will also receive subscriptions.

A SCHEME of considerable importance, hut which has not yet obtained the attention it deserves, is mentioned in the recent Parliamentary notices. This is a proposal to open up Christchurch Harbour , on the South Coast, as a first-class port; and to connect it with the Midland Railway system by a new railway from Wimborne to Christchurch. The harbour scheme is the more important. It is proposed to make “retaining walls” along both banks of the rivers Avon and Stour at their point of convergence, to confine their flow within a channel some 500ft. broad; to dredge and deepen a broad harbour for the berthing and anchorage of vessels • to cut a navigable channel through the present sandbank into the open bay; and to protect the mouth of this channel by two breakwaters, which will run out a thousand yards into the sea. The extent of harbour accommodation to be provided is 132 acres, and there will be a depth of 25ft. of water. It has not yet been stated who are the real promoters of the scheme, but it is commonly said that the Midland Railway Company is at the bottom of it. There are already rumours of strong opposition; but should it be carried out it will open up a more direct communication with Bath, Bristol and the Midland Counties, besides conferring other important advantages.

from the

TEHEE HORSE-POWER PORTABLE ENGINE.

THE ENGINEER.

THE PREVENTION OF THE POLLUTION OF RIVERS BILL.

15.989. Ladies’ Workboxes, C. A. Maynard, London.

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TEHEE HORSE-POWER PORTABLE ENGINE.

MESSRS. J. T. MARSHALL AND CO., NOTTINGHAM, ENGINEERS. (For description see page 439J

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quite first-rate, judged by your standard, are executive engineers in India. I can only say for Cooper’s Hill men on arrival in India, that there is always work ready for them, and I do not think they are found useless, even at first; they are at least fair draughtsmen, able to make a survey, &c.

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3 96 x *66 = 2-47 275 x -05 = 178.

If the fan and its inlet are proportioned to the volume, it will, and does, put this vacuum upon the mine; but if tho fan is too small, it creates the vacuum, but cannot swallow the volume, and at some distance away to be found by experiment—that vacuum dwindles down to what I call the actual water gauge.

It does not follow that because the fan creates the vacuum it must be working under that drag. When no air went through at all, there was a vacuum, but the engine merely revolved the fan; and so when it cannot take the air due to the vacuum, the engine turns the fan, but similarly, to a given extent, does no work. Had it in the instance I have quoted been large enough, it would have had

120,000 ^/

12

•45

A. L. Stkavknson.

. are

Joski'h Boult.

out

LETTERS TO THE EDITOR.

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

rATENT-OFFICE BUSINESS.

Sin,—My attention has been directed to a letter from Barrister ” on this subject in your last impression. Will you allow me, another barrister, to say that whatever opinions may be held as to the most convenient constitution of what is, as your correspondent truly says, a court of first instance, there can scarcely be two opinions as to the satisfactory character of the decisions of the Comptroller up to the present time. It is the practice of that officer—an invariable practice I think I may say— to reserve the consideration of his decision after a very courteous and patient hearing of everything that can be urged on both sides, and ultimately to deliver it to the parties in writing; and I am constrained to say that, so far as my experience goes, no serious objection can be taken to them. If I had any criticism to offer it would be that the Comptroller is, if anything, too indulgent of argument.    0. H.

Lincoln’s-inn, December 10th.

PATENT OFFICE SALES DEPARTMENT.

SIR,—Our attention has been called to a paragraph in your issue of the 7th November, complaining of unreasonable delay in the Sales Department of the Patent-office. From daily experience we can vouch for the courtesy and attention of the officials in that department. Purchasers of l’atent-olfice publications are too apt to forget that they are really in the position of customers in a shop requiring certain goods, which have to be selected out of stock. If the time occupied in completing the purchase of a particular article in an ordinary shop be compared with that required for purchasing one out of many thousands of Blue-books in Cursitor-street, it will be found that there is little reason to complain of tardiness in the Patent-office Sales Department.

28, Southampton-buildings, London,

W.C., November 2Gth.

Cl OPKll’S HILL COLLEGE.

Sir,—Having already expressed the opinion that I was qualified to judge of the merits of Cooper’s Hill as a training college, and Having given my testimony in its favour, it would perhaps be better, so far as 1 am concerned, to let the matter drop, for whatever may ho the opinion of others, mine will not be alterod the value of the college for the purpose of educating young men as engineers.

If I read rightly Professor Hele Shaw’s remarks, he laments that young fellows who are privately trained have to pass no examinations by which a properly qualified man may be known. Such, no doubt, is the fact; but surely this tells much in favour of the system pursued at Cooper’s Hill, where, I believe, something like 100 examinations are made during the threo years’ course, and a very careful record of marks is kept, ui given. The amount of work a man 1 prodigious, evidence of which I have in my son’s huge volume of drawings.

I do not agree with Professor Hele Shaw when he says that Cooper’s Hill will only advertise itself when it ceases to be supported by the public. If the Indian appointments be looked upon as rewards, surely it is as reasonable that Cooper’s Hill should advertise them for competition as it is for the colleges at our universities to advertise their rewards in the shape of scholarships, which one and all of them do.

I do not know who my friend the “ Member of the Iron and Steel Institute ” is, who hails from Sunderland, but while he compliments my sons he rather “damns mo with faint praise” in saying that I oidy know one half of what I ought to know about Cooper’s Hill.

Carlyle said that the world was made up mostly of fools; and my friend does not make me the exception which proves the rule. But why should he assumo that “I have only seen half the picture?” I made it my business to look thoroughly into the matter, and I have had the evidence of my senses in both seeing and hearing what the course of studies was during the three years my son was at Cooper’s Hill, and I had frequent intercourse with the College; so that, if I have only seen half the picture, it was because the other half was not there! I would point out to my friend that no institution can turn out both theoretical and practical engineers in a three years’ course. The utmost that can be done in that time is to lay the foundation on which to build; but if the foundation be bad, it is a poor look-out for the superstructure; and hence it is that I have been so vjell pleased with Cooper's Hill—the grounding being so thorough.

I assure him that he is entirely mistaken; for having had four sons older than tho one who was at Cooper’s Hill, whose education gave me much experience, I selected that College because I believed he would obtain a first-class grounding—and in this I have not been mistaken. If a man has it in him, it will come out at Cooper’s Hill; but you “cannot make a silk purse out of a sow’s ear,’ nor can you make an engineer of a man if he have not the aptitude for it. So that, while India will be benefitted by getting the best of those who enter into competition for the appointments, it will be the survival of the fittest for those who remain at home.

Cooper’s Hill is, to my mind, tho college where, par excellence, it devotes itself to one thing only —laying the foundation of a solid engineering education; and though “many be called but few chosen ” for India, yet the few will, when they get into harness, soon show that the College is doing a great and good work, not onlv to the benefit of India, but to the country at large.

St. Neots, December 9th.    George Bower.

Sir,—Several letters have recently appeared in your valuable paper on Cooper’s Hill. It appears to me that the persons best qualified to say whether Cooper’s Hill College has turned out a failure or not are men who, like myself, have gone through the College course, or men who have had Cooper’s Hill men working under them. I tlnnk I am correct in stating that the older iii the Indian Public Works Department are very well satisfied with the class of inen sent out from Cooper’s Hill; the majority of them only regret that Cooper's Hill men should spend a year on works in England before proceeding to India, as they consider a year at the headquarters of a district in India a far better training school for an assistant engineer of the Public Works Department. I have never heard any man regret his going to Cooper’s Hill; the education, discipline, and life are, in my opinion, highly to be commended. £050 would cover a man’s total expenses—including clothes, pocket-money, &c.—at Cooper’s Hill for three years, and I do not think this is a larger sum than lie would have to pay were he to go as pupil to any engineer of eminence.

Professor Hele Shaw, in his letter of the 17th ult., maintains that local engineering schools are competent to supply engineering education of the highest kind. Assuming this to be the case, I do 'iot admit that men brought up at home and educated at a local engineering school are as well fitted as men educated at a public school and Cooper s Hill to take up a public appointment in India. An assistant engineer on his arrival in India is gazetted to a particular district. Fora few months he is probably kept at the headquarters of this district. Heis then appointed to a sub-division, in all probability, being a junior man, to the most remote one in the district.. . He may possibly find himself the only European in the sub-division, and a native population of, perhaps, half a-million. I have, myself held such an appointment shortly after arriving }n India. Now 1 am inclined to tljnk a IRAu Qducated at; Cooper’s

Hill better qualified to take up such an appointment than a man educated at a local engineering school.

In your issue of the 21st ult. you state that Cooper’s Hill men never turn out quite first-rate, and on arriving in India they were quite useless. The first men sent out from Cooper’s Hill have seen something under ten years’ service, yet many of these men, if not

considered first-rate

Hornsey, December 10th.

Sin,—I think your correspondents have missed the true point at issue concerning Cooper’s Hill College. No one, so far as I am aware, has ever doubted that Cooper’s Hill gave a good education, but a great many people, in common with yourself, doubt that Cooper's Hill—or any similar institution—can turn out engineers. Now it has been assumed, and, as I think, with truth, that if a man is articled, say, to a locomotive superintendent of one of our great railways for five years, he will at the end of that time be a very much better mechanical engineer than he would have been had he spent three years at Cooper’s Hill. In the same way, had he served five years in, let us say, Mr. Hawksley’s office in Westminster, he would be a better civil engineer than if he had spent three years at Cooper’s Hill; I do not say that in either case he would be better educated generally, but he would be a better specialist.

Great Georgc-street, Westminster. December 10th.

THE FALSE WATER GAUGE.

Sill,—I am glad to see by Mr. Snowdon’s letter that we have another worker in the field. But ingenious as his theory is, I think it is insufficient to account for the facts I will give him, and moreover, I hardly think any explanation is necessary, the laws governing the results seem self-evident. I will discuss the question as it affects mines, because results obtained from small fans and pjpes are not trustworthy.

In the first place, let it be remembered that the resistance of the mine is one thing, and the vacuum produced by a fan working upon it quite another; this will become clearer as we go on. I will cite a case which will illustrate it. At a certain mine the seam was 10ft. thick, the passages all large, none less than 120 square feet. The shafts were lift, in diameter, and 372ft. deep. A ventilating .furnace when very hard fired gave 120,000 cubic feet per minute, and the water gauge of the mine taken on the separation doors between the intake and return currents 0‘45in. A fan of a small high speed class, 12ft. in diameter, was put to work, at 158 revolutions ; on the surface 10ft. back from the fan it gave w.g. l’28in. What was the effect below? On the doors below the w.g. was only 0'70in. ; no shaft friction accounts for it, the shafts are very large, and the result in air exactly what the furnace would have given if it could have done the work. Thus,

070 _

0 45

Tho actual measurement was 149,018 cubic feet. Now in calculating the useful effect of tho fan, which w.g. should bo used ? Undoubtedly tho underground one, and the reason is this; The fan w.g. is practically—not absolutely—dependent on the blade tip speed of the fan. Suppose a fan of only 3ft, diameter bad been applied, the same w.g. could easily have been got upon tho surface, but the difference in the underground w.g. would have been still more exaggerated. And this is where so many mistakes in calculating the useful effect occur; if the 149,400ft. had been multiplied into the w.g. of the surface, very likely more than 100 per cent, would have been got. Because it would have been, assuming that the fan was lifting 150,000ft., under a drag of l‘28in., while in fact it was only 070in.

I have repeatedly closed tho orifico of fans, anil shut off the upcast. Tho w.g, increases, but never approaches the full theoretical effect. Thus with a 30ft. Guibal I closed tho inlot with Sin. battens, and bored a hole through. At a blade-tip speed of 94ft. per second I got 2'45in.; I should have had 3 DOin. Another time 1 battened down the top of the upcaBt shaft, and at 78ift. per second I got 1.72in.; I should have had 2'75in. But, we know, and this proves it, that even the Guibal fan only gives 05 per cent, of manomctrical effect. Thus

= 202,200 cubic feet;

and then the indicated horse-power would have been very different, the power required being as the cube of the volume.

Durham, December 8th.

tidal action.

Sir,—Probably it is only such “ an ordinary individual,” as Air. Snowdon dubs himself, who would speak flippantly of men eminent in science. If Air. Snowdon will refer to the “Philosophical Transactions ” between 1833 and 1850, he will see that it was only after serious and prolonged study Dr. Whewell found himself unable to “ adhere to the ideas of his youth,” and was obliged to acknowledge the equilibrium theory is inadequate. To him we are indebted for two or three very complete and authoritative series of simultaneous observations on the shores of the British Isles and throughout the civilised world; and it was through the difficulties ha encounted in the discussion of those observations that the Master of Trinity was led to reject the equilibrium theory. Similarly, Professor Haughton, who happily survives, was led to a like conclusion, as may be seen in the “Transactions” of the Royal Irish Academy, and elsewhere.

In the second paragraph of his letter of Nov. 28th, to which Mr. Snowdon specially refers in his last, he wrote, “It must be impossible for primary waves of great moment to be generated in the northern hemisphere in the next paragraph, he says, “ the tides we know in the greater part of the northern hemisphere . . simply offshoots from these—southern—primary heaps superimposed upon, and consequently slightly modified by the tiny primary upheavals and depressions produced in the northern hemisphere.” From this and other passages it is clear Air. Snowdon considers the tides of the northern hemisphere are generated almost exclusively in the neighbourhood of Van Diemen’s I .and ; that those produced in the Antipodes of Van Diemen’s Land, that is in North-Western Europe, are so tiny as scarcely to deserve mention, and so are practically non-existent. If I err in this conclusion, I hope Mr. Snowdon will be more explicit, and especially that he will explain how it is the “two irregular heaps of water and the waves arising from them” are produced; and how the high water passing Van Dieman’s Land and nowhere else becomes a monster wave.

Is Air. Si.owdon quite sure that the mass of water between the latitude of the Cape of Good Hope and the frozen ocean is much larger t|]ap that of the North Atlantic between the equator and the frozen ocean, including in both cases depth and area? And what area does he assign to the space about Van Diemen’s Land, in which high water becomes a monster wave? Also, will he explain why the monster wave makes its first appearance off Van Diemen’s Land instead of in some other part of the Southern Ocean, where there is less land?

I wish, if possible, to learn upon what facts Mr. Snowdon’s opinions are based. They appear to me to be very misty and vague; and I hope he will make them more definite, as facts and not assumptions. As to the opinions of Sir William Thomson, this is not the first time I have ascribed this inference to him in your columns and elsewhere; if I am in error, it is very easy for Sir William Thomson to set forth his opinions in unambiguous language.

Unless Mr. Snowdon will adduce the facts on which his opinions are based, it seems to me useless to prolong this discussion. Hitherto I have failed to elicit more than assertions and assumptions.

Liverpool, December 9th.

THE THIRD LAW OF MOTION.

Sin,—A brief definition of this law is that “ actions and reactions are equal and opposite,” and in an article appearing in your last week’s impression, referring to Professor James Thomson’s address, delivered recently to the members of the Institution of Engineers and Shipbuilders in Scotland, you conclude by complaining that the bearing of Newton’s third law is neglected, if not ignored, in science teaching; and finally remark:—“Thus, for example, the pull at one end of the draw-bar of a railway train is precisely equal to the resistance to that pull at the other end, yet the train follows the locomotive. Perhaps Professor Thomson will tell some of his classes why. He cannot refer his hearers to text books for an explanation, because they will not find one there. For the great mass of writers on dynamics, Newton’s third law has had simply no existence.” That being the case, an attempt simply to explain why the train does move forward and follow the locomotive, notwithstanding that the pull of the engine, urging the train onward, is precisely counterbalanced by, and is “equal and opposite” to, the resistance which the engine has to overcome, may not be of place.

In commencing, let our attention be confined to a vertical plane passing through the middle of a link on the chain coupling the engine to the leading coach of the train, we shall have on the engine side of the plane a tractive force T in the direction of motion, and on the rear side of the plane a resistance li. Now by the third law, T and R are “ equal and opposite,” and yet we know that the train may move. Again, if, instead of fastening the engine coupling chain to the leading coach, we attach it to a hook securely connected to seme rigid body, and allow the engine to exert the same tractive force T, we now find that the engine cannot move, and yet the conditions as regards the pull and resistance acting on opposite sales of our imaginary plane passing through the coupling chain, would be precisely the same, in regard of “ action and reaction,” as when the coupling chain was connected to the moving train. Why, then, do we got the engine to move in one case and not in the other? Well, shortly stated, it is because motion is an essential factor in the “ reaction” or resistance of the moving train.

Let me explain this further by means of an example. Therefore, let us suppose a train of coaches have a combined weight W lb., and let / represent the total resistance to motion due to the friction of the wheels and axles of the train, which we may term the rolling friction, and assume to be constant at any speed. Further, let this train be attached to a locomotive in the usual way, which is capable of exerting at any speed within practical limits a constant tractive force T on a perfectly level road. Also let A represent the total aerial resistance to the motion of the train at a velocity of 1ft. per second, and v represent the power at which this resistance increases with any velocity v. Then when the train is running at a uniform speed of vt ft. per second under the tractive pull T, we shall always have T = / + A iy', and the symbol v is not only indicative of motion being involved in the “reaction,” but also expresses under the given conditions the rate of uniform motion corresponding to any tractive force T on a perfectly level road.

If, instead of a uniform motion, the train lias an nccclerntive motion, which at any instant would of course have a velocity less than, but always approaching to, the velocity iq, then the resistance is made up of an additional clement, namely, a momentumacquiring force M, which is constantly varying and corresponding at any instant to the rate of acceleration.

Assuming, as wo have all along, that the tractive force T is constant, we shall have, when the train is just moving and before any aerial resistance is set up, M = T — /, and its value finally decreases to zero when the train attains a uniform velocity of iq feet per second. Atari;* given instant during the period of acceleration the value of M would be T — / + A v.J', where va is the speed per second at the instant taken, and the whole “reaction” would be M +/ + Av/ , which, again, is “ equal and opposite” toT, the pull or “ action ” exerted by^the engine.    G. C.

Manchester, December 9th.

ELECTRIC LIGHT CABLES.

Sir,—In his last letter to you Mr. .Tames Johnstone writes that my statement that “pure sand can itself have no chemical or corrosive action on lead ” bespeaks simplicity of mind. Be that as it may, I repeat my statement, and leave Air. Johnstone to refute it if he can. He states correctly enough that coloured quartz derives its tints from impurities, but when he adds that such colouring impurities, while existing in the quartz or sand grains, can act chemically on the lead, he simply shows that he has no practical knowledge of the subject. He can never have analysed a sample of quartz, or endeavoured to determine, even qualitatively, the base which gives it its colour. Even in the laboratory, with all appliances at hand, it is not always an easy matter to separate the colouring base, as I know well from a series of sucli analyses carried out by me some years ago in the Chemical Laboratory of the Royal School of Mines, and in subsequent analyses of sands to be used as fluxes for metallurgical operations. As for their being separated from the quartz sand in which the cables are imbedded by any probable natural process, and so as to act on the lead, the idea is absurd. Mr. Johnstone had better consult an elementary handbook of mineral analysis before he writes to you again. He talks of the galvanic action set up between these bases and the lead. Will he kindly explain this, mentioning the electrolyte and giving equations for the reaction ?

As for the sand to be used in the trenches, if the engineer in charge cannot procure it in the neighbourhood of Greenock, he will doubtless obtain it from further otf. With that neither I nor my company have anything to do. We simply supply the cable to the contractor who has the job in hand, with such information and recommendations as our experience warrants.

Air. Johnstone says the rain-water is sure to find its way into the trenches. Exactly so. That is one of the reasons for using sand, because the water will percolate through it and pass away. Were peat to be used, as Air. Johnstone thinks should be done, it would act like a sponge and retain the water. The sand can be obtained more free from impurities than peat, and not retaining the water as peat does, it forms a far better and safer bedding for an electric light cable. I do not say peat is a bad material, but it is not so good as sand. Mr. Johnstone’s parallel between tarred iron and tarred lead is delightfully innocent. Let him ascertain the relative affinities of iron and lead for oxygen in the presence of water or moist air—the duration of the tar coating depends chiefly on that—before he again exposes the chinks in his armour. If he ever gains any practical experience of the laying of such cables as those of the Kinetic Engineering Company, he will cease to pronounce their practice “ a great mistake,” as he ha?

done in so gratuitously dogmatic a manner. Where the great mistake is he has probably now discovered, and, it is hoped, will avoid such in future.

I may add that our reason for recommending sand is simply because an extended experience has shown it to be the best material for the purpose. This experience is based on the laying of some hundreds of different cables of the Berthond-Borel system, amongst which may be mentioned such cables as those of the St. Gothard Tunnel, the Arlberg Tunnel, those used for lighting up the gunpowder factories of the French Government, the underground cables of the Paris and other telephonic exchanges, the Gulf of Genoa cables—in large part simply buried in the sand along the shore ; the cables for the lighting of Lausanne and other towns; that laid along the shore of Lake Neuchatel; those used by the Chemin de F^r ilu Nord; cables laid in mines, and others running through vineyards and liighly-manured farm soils.

3G and 37, Brooke-street, Holbom, E.C., J. G. LoRRAlN.

December 10th.

SiR,—In reference to the controversy that has appeared in your journal under “Electric Light Cables,” as a matter of fact the lead-cored cables are being laid in peat. Though I am indebted to Mr. Lorrain, who supplied me with the cables, for the suggestion of the use of sand, yet, as peat can be obtained in the neighbourhood, and as it forms an excellent bedding, impervious to flowing water, and therefore a good preservative to substances embedded in it, I have decided with the authorities to use it. Mr. James Johnstone falls into a slight inaccuracy, which he will allow me to correct. As contractor to the Board of Police of Greenock, I have supplied the whole of the electrical plant, including cables, which are now being erected and laid under my personal supervision.

White Hart Hotel, Greenock,    E. W. BeckingsalE.

December 10th.    _

Sir,—As consulting electrician to the Greenock Corporation, who are introducing the electric light cables protected with lead tubing, I have been much interested in Mr. James Johnstone’s timely warning regarding the corrosive action of certain qualities of sand on lead pipes. His opinions arc borne out by practical experience, and duo precautions will bo taken to avoid contact between the lead and the destructive soil he mentions.

Andrew Jamieson, Principal.

College of Science and Arts, Glasgow, Dec. 8tli.

ELECTRIC LIGHT HORSE-POWER.

Sir,—Referring to your leading article on “ Electrical Units,” published in The ENGINEER of October 10th—in which you state that at the present moment there is not in the whole world 10,000 indicated horse-power used in the production of electricity—I should like to state that in the United States alone there is a greater amount of steam power used for electric lighting than four times tho number of indicated horse-power stated by you. I can prove that but one of the leading electrical light companies of the States, viz., the United States Electric Lighting Company, using the Weston systems, has arc and incandescent lights and dynamo machines running which

For the city of Now York—three stations......

Independent plants, including Brooklyn Bridge ..

In different parts of tho country (

independent plants........( lights    5i000    ^

Local stations at Boston, Manchester, Providence,

Newport, Rochester, Newark, Philadelphia, Baltimore, Washington, Charleston, Toledo, Ohio, an i many other places..............

use—

2,000-H.P.

1,000    „

.0,000    ,,

10,000 „

Thomson, in a lecture delivered in Philadelphia, September I suction pipe .^ no gr^t length, so that

with the full knowledge of the foregoing facts, give his audience    L =-5--

Philadelphia to understand that electricity is merely amotion I    ^ effeotiM pr~/lmc ^git w h tll0 fal, „„ri,cl ™

⁰ Tto“T,2cSly in you,- column,, page M W    W-O-oSl'^4-”-4 CgSd.

of it, owing to its manifestation in nature being comparatively for the weight of air.    probably tlm ^ work done b the

rare. Now that its existence cannot be disputed, allow me to fact that I 1nclude the e:neigy of di13C a °    , k expended^was,

point out how ball lightning supports my previous proof that fan, and lrof.Herschell neglecte it. The    however,

electricity possesses a power of attraction for its own par- of course, greater-probablydouUt^

tides. Bit in the first place, let me note some of the it must be remembered that when air chants volume it does wow oy

characteristics of ball lightning. It is not always destructive expansion or receives work ni;omjireH«on laia, d tiJfJJL

in its course. It has been known to pass close by human beings sures at which the air unSon?expressing this work

without injuring them, and it has passed through rooms and another term must be added to the equations expressing wora

passages in houses without doing injury, as long as it maintained due to change of volume. In that ca

the ball or globular form. Its destructive power is manifested at    xy _a*08 0    V^~ V‘* +Pi log. ₆    !•

the moment it gives up the globular form. It disappears with a    v l '    “    2y    pi >

loud noise, and a great splutter of electric sparks. Now, I should w]ierg px and n,> are the liressures at inlet and outlet. rl he pres-

like to ask two electricians, whose duty it is to teach the theory of gures are reckone(i ;n feet ₍₎f afi- at those pressures. If the outlet

electricity to the rising generation in our Scottish universities—I .g /( feet above tbe iniet then h is to be added to the terms in the

mean Sir William Thomson, in Glasgow, and Professor iait, in bl.acket    W. C. UNWIN.

Edinburgh—'What is it that keeps the lightning in the form of a | December .r»th.

ball or globe?

Will these two electricians assert that it is “a motion of the .    STEAM ENGINE ECONOMY,

luminiferous ether which keeps ball lightning in the globular    4< ~    ₁    .    »

form? Surely not, for it is self-evident that the only power we Sill,—In further reply to your correspondent (.raduate, we know of which can keep lightning in the ball or globular form is regret to say that we cannot claim any such extraordinary, anil at that of the cohesion of the particles of electricity of which the present unattainable, economy as his figures would show, we ball or globe is composed. I maintain that ball lightning is simply claim to have produced a compound engine fully up to the

a demonstration that electricity has a cohesive power within average in economy, and somewhat above the average in simplicity.

and for its own particles.    James Johnstone. The coal account we gave to show the gain which had resuiteu

Office, 8, Dalhousie-terrace, Edinburgh,    from the substitution of a compound engine for a high-pressure

December 8th.    I engine, working from the same boiler and at the same pressure.

As for the consumption of fuel per horse per hour, it is impossible THE EFFICIENCY OF FANS.    | to get this in a saw-mill, the work being so very variable; but

,    ,    ,    „ ,,    ,    , cr    surely your correspondent must know that saw-mill refuse will uo

Sir,-I have no doubt of the general correctness of 1 rofessor mucJJ Jnore than rai8e gteftm in the morning; and further, he has Herschel’s view of the efficiency of fans, though I am quite unable mixed the coal bill of the 12^n. and 20in. cylinder engine with to follow him in his account of the dual nature of energy. Unlike the diagramH of tbc i2Mn. and 22in. cylinder, although, as we read him also 1 do not see any obscurity m the fan problem, and this is thjJ alticlk! iu your 1)ai,er, the distinction is quite clear. But we my excuse for attempting to put it very simply. Let big. 1 repre-    that we can absolutely guarantee the accuracy of the coal

sent a ventilating fan, drawing air through a passage or flue of account and jf “ Graduate” is at any time in this neighbourhood, uniform section from the atmosphere and discharging it through a we ghaU be glad to sllow him tho engine; and wo have no doubt similar flue into the atmosphere. Then the distribution of pres- bu(. that Messrs. Forster, Brotherton, and Co. will, with their

FiL, ,    |._____ usual courtesy, give him every information oil the subject, and

satisfy him as to the consumption of the fuel.

1176

= 10‘7ft. per second radially, besides whatever

unneces-

i:!

fa

TJ--->

V*

FAN

.V JJ.

\7i

Pc I Yulcan Engine Works, Stockton-on-Tees, December 9th.

11. TINKLER, Secretary.

For Worth, Mackenzie, and Co.

Making a total for one electric lighting company alone of ....................

28,000-H.P.

That this statement is rather below than above the actual number of horse-power used for the Weston systems may simply be proved by the fact that there have been built up to the present time more than 2000 Weston dynamo machines, requiring in the average each about 10-horso power. The United States Electric Lighting Company has formerly also built about 500 Maxim machines, absorbing about 6-horse power each, giving thus a total number of horse-power as stated above.

Taking the Edison, the Brush, the Thompson-IIouston, and half a dozen other electric light companies into consideration, I think 40,000-horse power, used for electric lighting purposes in the United States alone, would rather be a low estimate than otherwise.    Maurice A. Muller, C.B.

Newark, N.J., U.S., November 22nd.

WHAT IS ELECTRICITY?

gin,—You were the first to publish on 19th May, 1882, experiments of mine hearing on this subject. They were also published in other journals here anil in America, but no electrician has come forward to say that he had repeated my experiments and found that they were inaccurate; yet since then many published state-ment8 have been mride by eminent electricians concerning the nature of electricity which are entirely opposed to the facts which my experiments established. It is therefore necessary to draw public attention to the subject. The apparatus required for the repeating of my experiments is of so simple a character, anil commonly possessed by electricians, that the want of apparatus cannot be the reason why my experiments have not been repeated by others. Science should be an effort to find truth. If science is not truth it is without value. Then how comes it that for two years and a-half scientists have been publishing statements regarding the nature of electricity which are false when viewed in the light of the facts concerning the nature of electricity as demonstrated by my experiments? With your permission I will bneiiy recapitulate the results obtained by them.

(1)    Franklin, by his invention of the Leyden jar with movable coatings, showed that the action of electricity in a Leyden jar depended entirely on the glass of it. do make sure that iianklin was right on this point, I made a series of new experiments, as described in your pages, which completely confirmed Franklin s experiments.

(2)    Having a Leyden jar insulated on paraffine-wax supports, and a copper wire, one end of which has a good earth connection, and the other end brought near to, but not touching, the outer coating of the jar : when electricity was passed into this Leyden jar, a portion of it went through the glass, and then passed from the outer coating of the jar to the point of the wire ; the electricity leaping across the small intervening space of air.

(3)    This passage of the electricity through the glass, and from the outer coating to the earth-connected wire, was very abundant at the time the internal charging of the jar began. But as the internal charging progressed, the passage of the electricity through the glass, and from the outer coating to the wire, diminished in

WORKING HYPOTHESES.

Sir,—It appears to me—though how far this view may depend .    ,,    . . .    .1 upon my personal conceit and shortsightedness I am not competent

sure will be that shown by the water columns. At the mlet anil tQ judge_that a good deal of new light might be thrown upon a outlet of the system there is atmospheric pressure p.,. At the at many subjects by the introduction of true hypotheses. This inlet the pressure pa - P\ is expended in producing velocity. woujd be to the advantage of the world at large, and I think that at Between the inlet and the fan the pressure - p₃is expended game time special tangible advantage should be reaped by the in friction—skin friction, friction of bends, &c. Between the | incUvidualu who may supply such hypotheses. Can any reader fan and the outlet the pressure p₃ — p*. is expended in friction. jn(bcatc tbe means by which this desirable consummation is most The pressure head against which the fan works is therefore    likcly to be realised ?

p>\ - P> + P:i — V» ⁼ Ps ~ P-2i    . I am aware that occasionally premiums are offered for original

as is obvious from the diagram. Let the pressures be reckoned in eg s and inventions, but invariably the first I hear of them is the feet of air; that is, take the pressure heights about 800 times the announcement of the award. My experience in this respect is, I water column heights. Then the whole useful work done by the aa8ume> a common one, as these competitions seldom seem to call fan in pumping Q cubic feet of air per second is simply    forth anything specially noteworthy.    R. SNOWDON.

W = 0 08 Q (p₃ - Pj) foot-pounds per second,    Widnes Foundry, Widnes, December 9th.

and the efficiency of the fan is simply W divided by the work expended. In the loss of pressure p:t - p-j is included the loss

pn _ Pu required to give the velocity in the system, and which is I    BRINE SPRINGS IN COAL MEASURES,

finally lost in eddying motion outside the outlet. It is therefore Sir,—At Moira Colliery more than thirty years ago the water rightly included in the work done by the fan.    drawn was so thoroughly impregnated with salt that the pipes

Case 2.—Now, suppose that at any point a constriction is made wenj tbickly coated with it, and one or more tank trucks used to in the flue, as shown in Fig. 2. Here the pressure at X may fall | be sent dady to the ivaniloe paths at Ashby-de-la-Zouch. I think

this fact worth recording along with the results named on page 420 in your last number, and the more so as this pit, close beside tho railway between Leicester and Burton-upon-Trent, seems on tho map to be very nearly the central point of England. 1 may add that when mixed with fresh water I found a bath far more buoyant than any before or since.

December 8th.

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Sir,—In your issue of 5th inst. we note Blake’s boiler illustrated This can hardly, however, be considered a novelty, as we have had exactly the same thing before the public since 1882; see engraving which we enclose you herewith.    E. R. AND F. TURNER.

St. Peter’s Ironworks, Ipswich, Dec. Gth.

1U(4) When the jar was fully charged internally, no electricity passed through the glass to the outer coating of the jar to t le earth-connected wire. These facts proved, first, that the electricity concentrates itself within the pores of the glass; second y, seeing that the electricity at first passed easily through the pores o the glass in passing to the point of the earth-connected wire, ie cause of the electricity not passing out through the glass to the wire

when the jar was fully charged must arise from a concentrating power native to the electricity itself, and I maintained in your columns that this concentrating power must lie Ihe attraction of cohesion ot the electricity, and lienee electricity must he a kind of matter, althoug 1 it is not subject to the law of gravitation.    _    . ,

From the care I took in performing the experiments winch gave

facts which cannot ire

the foregoing results, I know that they    .    „

overturned, and hence electricity cannot be merely a torce or 1‘ energy.'* It is reported 111 t||e public prints that Sir \,\ lliiam

are

and the velocity increase almost as much as we please. There is a limit which need not be discussed now. Consequently, the flow of kinetic energy at X may be very much greater than the whole I INTERNATIONAL Inventions Exhibition.—The applications for work expended in driving the fan, and that as it appears to me space have now all been examined by sub-committees of the Council, •y simply, and without needing for explanation any consideration and a selection lias been made of the most promising. The number of dual forms of energy. The velocity at that point is absolutely ₀f applications has been so great that it lias been decided to limit determined by the two conditions—that it is the velocity due to very strictly the admissions in those classes which may be con-tliat part of - p* which is not expended in friction against the sidered to have been fully represented in the Exhibitions of the flue up to that point; and that it bears to the general velocity in present and past year. The Council will, therefore, be obliged to the rest of the flue the inverse ratio of the sections, or rather, refuse many valuable exhibits in such classes as those relating to allowing for variation of density, the ratio given by the equation | food, clothing, and building construction. It will even be a difficult

tter to accommodate those which have been selected, and it is feared that the list will have to be still further reduced. As soon as possible information will be sent to those who have applied for space; but the enormous number of applications, far in excess of what was expected, have made it impossible to do this up to the present. The guarantee fund now amounts to £48,280, a sum considerably in excess of that subscribed for the Health Exhibition, or for the Fisheries, the amount for the former being £*26,518, and that for the latter £26,656.—Journal of the Society of Arts.

Civil and Mechanical Engineers’ Society.—The opening meeting of this useful and rising Society was held at the Society’s rooms, No. 7, AYestminster-chambers, on the 3rd inst., when the newly elected president, Mr. Thomas Cole, A.M.I.C.E., delivered his inaugural address, taking for his subject the progress of sanitation and of sanitary legislation during the last fifty years, a period including the rise and growth of what may almost be termed a revolution in the matter of things sanitary, and culminating in the Public Health Act, in which is incorporated the fifteen main Acts and ten subsidiary Acts which form our sanitary legislation. Air. Cole then pointed to several of the permissive clauses of the Public Health Act which should he compulsory,

necessity of town surveyors being placed in the position of independence enjoyed by medical officers of health, and in conclusion pointed out the duties of private individuals and of public authorities to further diminish the decreased death-rate that has fallowed from the sanitation of fifty years,

YtT

P* n* vx = p civ

where Hx, Cl are the areas of the sections. The constriction will not sensibly affect the resistance in the ventilating system, if it is a gradual one, and hence the flow of air, the difference of -p., and the work expended will be sensibly the same

pressure p₃

as in Case 1.    ,    . ,    .    ,

Case 3.—Now suppose that at the points where p₃ and p3 measured the velocities are different from the necessary velocity of discharge at the outlet of the ventilating system. Let *₂ and r3 be the velocities, and v the velocity at the outlet. Then the

quantities of energy -S’"** and    Per lb- of air are

available for overcoming part of the frictional resistances in the fan or elsewhere, or for reproducing pressure. Consequently the pressure height overcome by the fan in this case is

are

and the work done by the fan, including the work expended in giving the necessary energy of discharge, is

v* ~ A \

W = 0'08 Q {p₃~P-i +

where the terms in ihe bracket are in feet of air. To apply this to the ease of the Capell fan discussed in your article on page 3< 4.

So far as l m wdeptond, the fan revolved air through a zuiq

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ENGINE FOR HEAVY

MESSRS. J. & H. M'LAREN AND CO., LEEDS, ENGINEERS. (For description see page 440.)

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THE ELECTRIC LIGHTING ACT.

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F0REIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

NEW YORK.—The Willmer and Rogers News Company, 31, Beekman-street.

PUBLISHER’S NOTICE.

*** With this week's number is issued as a Supplement, an Ink-Photo of a String Sheaf-Binding Reaping Machine with Wind-rowing Sheaf Cradle. Every copy as issued by the Publisher contains this Supplement, and subscribers are requested to notify the fact should they not receive it.

Bank Holiday falling this year on Friday, the 2Gth inst., The Engineer will be published on Wednesday, the 21th inst. Advertisements intended for insertion in that Number should reach the Office not later than 6 p. m. on Tuesday, the 23rd.

TO CORRESPONDENTS.

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

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

W. R. (Cathays). — The loss of power exists, but there is no loss of steam, because there is less steam used by the space taken up by the piston-rod.

Subscriber.—The Institution of Surveyors, 12, Great George-street, Westminster. The hints you require can be obtained from Simons’ book “ On Surveying," and from those about you in the office.

G. B.— We really must decline to pronounce any opinion on the relative merits of fans and blowers by different makers. The blower you name is very largely used, and that is, we assume, evidence that it is satisfactory.

II. J. W.—It would be wrong to say that there are insuperable reasons against ■making gas engines double-acting, but the difficulties connected with the satisfactory admission, compression, and exhaust of the charge and products of combustion are such that an economical gas engine has not yet been made double-acting. The Lenoir gas engine was double-acting, and only needs some good scheming to make it a good engine.

Union .—It is impossible, without actual experiment, to say how much soda should be used m your boilers. Our advice is that you should pump into each with the feed-water about'half a pound of caustic soda per day far a week. If you then find that the scale is becoming loose, or that it has not increased in thickness, you may reduce the quantity; if, on the contrary, it is still accumulating, put in more soda. The boilers ought to be regularly blown down. The caustic soda can be had from any manufacturing chemist.

PELT-MAKING MACHINES.

(To the Editor of The Engineer.)

Sir,—Can any reader givo me the name of any makers of pelt-making

machinery?    M. B.

Sheffield, Decembor 4th. _

8UBSCRIPTION8.

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Litters 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.

MEETINGS NEXT WEEK.

The Institution of Civil Engineers.—Tuesday, Dec. 16th, at 8 p.m.: Ordinary meeting. Papers to be further discussed, “The Working of Tramways by Steam,’’ by the Hon. R. C. Parsons, B.A., B.C.E., M. Inst. C.E. “The Sydney Steam Tramways,” by Mr. W. Shellshear, Assoc. M. Inst. C.E. Friday, Dec. 19th, at 7.30 p.m.: Students’ meeting. Paper to be read and discussed, “ The Difference in Design of British and Foreign Locomotive Engines,” by Mr. F. H. Hebblethwaite, Stud. Inst. C.E. Mr. Woods, Member of Council, in the chair.

Royal Meteorological Society.—Wednesday, Dec. 17th, at 7 p.m., the following papers wiU be read :—“ On the Reduction of Temperature Means from Short Series of Observations to the Equivalents of Longer Periods,” by Dr. Julius Hann, Hon. Mem. R. Met. Soc. “ The Diversity of Scales for Registering the Force of Wind," by Mr. Charles Harding, F.R. Met. Soc. “ Report on the Phenological Observations for 1884,” by the Rev. T. A. Preston, M.A., F.R. Met. Soc.

Society of Arts.—Monday, Dec. 15th, at 8 p.m.: Cantor Lectures. “The Use of Coal Gas,” by Mr. Harold B. Dixon, M.A. Lecture III. Coal gas as a source of heat. Tuesday, Dec. 16th, at 4 p.m.: Lecture, “The Painless Extinction of Life in the Lower Animals,” by Mr.'B. W. Richardson, M.A., M.D., F.R.S. Wednesday, Dec. 17th, at 8 p.m.: Fifth ordinary meeting. “ The Present and Prospective Sources of the Timber Supplies of Great Britain,” by Mr. P. L. Simmonds. Sir Charles Tupper, K.C.M.G., C.B , High Commissioner of Canada, will preside.

DEATH.

On the 27th Oct., at Prince Alfred Hospital, Sydney,

Frederick Mayes, A.M.I.C.E., late Resident Engineer Te: way Extension (eldest son of William Millbanke Mayes, C.E., Ceylon), aged 36 years.

THE ENGINEER.

DECEMBER 12, 1884.

In April, 1883, just before the Fisheries Exhibition opened, Mr. Crompton, Mr. Gooch, and a few other gentlemen formed a society, which has since grown and prospered exceedingly. The name selected is grotesque, but the title, “The Dynamicables” expresses, nevertheless, the characteristics of its operations. It is, in a sense, a scientific club composed of electrical engineers. It has now about 170 members, among whom are included the very cream of the electrical world. The eminent English electricians who are not Dynamicables are now few, and are daily becoming fewer. The Dynamicable Society has no permanent president, and no fixed place of abode. Once a month its members dine together, and after dinner some subject, previously announced, is brought forward by a member and discussed. At each meeting the chairman names the chairman for the next meeting. No regular papers are read; no reports of the discussions are kept. A free interchange of thought and information takes place, and it is held that this freedom would be interfered with if the practice of the Dynamicables assimilated itself to that of other scientific societies. As we have said, the success of the society is complete.

The subject brought forward for discussion at the two meetings held in September and October was the influence of the Electric Lighting Act on the progress of electric lighting, and at the December meeting it was resolved that a committee should be appointed to consider the whole question. The committee included, among others, Lord Bury as chairman, Mr. Crompton, Mr. Moulton, Mr. Spagnoletti, Mr. Siemens, Professor Forbes, Mr. Latimer Clark, and Professor Adams, and had, of course, all the information possessed by the members of the Dynamicables society at its disposal. The committee worked hard, sitting as much as four hours a day. The result of its deliberation is embodied in a report laid before the Society at the monthly dinner which took place on the 5th instant at the First Avenue Hotel, Holborn, about sixty members being present. We do not feel at liberty to reproduce the report in full; but there is no objection to be urged against placing our readers in possession of its main features. The report begins by stating that the Committee judged it necessary to consider not only the Electric Lighting Act, 1882, but the standard form of Provisional Order adopted by the Board of Trade in 1883 in pursuance of that Act, and the form of the licence granted by the Board of Trade for electric lighting at Colchester, which seems to be the only licence granted. The committee agreed to the following resolutions:— “That the Electric Lighting Act, 1882, may be made workable by the omission or alteration of two or three clauses hereafter detailed. (2) That the form of Provisional Order adopted by the Board of Trade, which constitutes an administrative commentary upon or explanation of the Act, is, in the present condition of electric lighting, unduly severe, and requires amendment in two principal and a few minor points hereafter detailed. (3) That the form of licence adopted by the Board of Trade proceeds on what we conceive to be an erroneous interpretation of Clause 3 of the Act, and should be remodelled as hereafter detailed.” We have already, in our impression for November 28th, considered at some length the adverse influence of the 27th Clause of the Electric Lighting Act. 'It is not necessary that we should repeat here what we then wrote. The report before us goes at length into the consideration of the application of this 27tli Clause. The principal argument against it which has not already been considered in our pages is that local authorities can borrow money at 4 per cent., and therefore if an electric lighting company is making a profit of over 3 per cent, the authorities will find it profitable to insist on a compulsory sale. The 3 per cent, may be paid on, say, 1'100,000 actually expended, while the compulsory value of the property may not exceed £40,000 or £50,000. In the latter case a profit of 0 per cent, would be got by the local authority on money costing the authority but 4 per cent. On this and other grounds which we have already, as we have said, placed fully before our readers, the committee “ are of opinion that if public electric lighting is to exist in England, the term of twenty-one years must be extended, and they cannot but think that public opinion will support an attempt to effect this if the case is brought plainly forward. It cannot be supposed that Parliament desires to impose terms which make electric lighting impossible, and thereby render impregnable the monopoly of the gas companies.” The committee is therefore of opinion “ that the powers granted to electric lighting undertakers should be perpetuity, as are those granted to the gas companies,

1 that section 27 should therefore be wholly repealed. If, however, the principle that local authorities should have the power to acquire these undertakings without special parliamentary sanction is to be adopted, the term granted should be considerably increased, and the price to be paid by the local authority should be the fair value of the undertaking considered as a going concern. There would be no practical danger of the undertakers abusing their position so as to obtain exorbitant profits, and thus exaggerate the price to be paid for the undertaking. The formidable competition of gas, and the importance to the undertakers of increasing the scale of supply of electricity, would compel them to lower the prices as far as practicable.”

The committee next direct attention to Clause 16, which deprives the undertakers of all control over the use to which electricity is put by the consumer. Now it so happens that there is at this moment no meter in existence by which electricity can be satisfactorily measured; simply because electricity is not a thing that can be measured. the word “quantity” employed by electricians being based on a convenient working hypothesis, and on nothing actually met with in practice. Thus a hand cannot be made to turn round a dial, as in the case of a gas.meter; but a certain quantity of electricity, at a certain potential or pressure, may be made to deflect a hand on a dial, and if it is known how long that hand is kept at a certain point, then it is possible to ascertain how much electricity nas been delivered; but this implies the use of a clock, and some form of recorder. Thus, for example, a curve may be traced on a sheet of paper ruled oft’ hour by hour by a clock, from which curve the quantity of elec-

tricity may be calculated. But even this will be erroneous, if the potential or pressure alters much. The conditions are very much the same as though steam had to be supplied by quantity, the only means of measuring it being the pressure maintained in a given place in a pipe of given diameter for a stated time. It will be readily understood that if every gas meter had to have a clock combined with it, serious difficulties would be incurred in the supply of gas by measurement.

We do not say that a meter for electricity cannot be made, but there are no higher authorities on the subject than the members of the Dynamicables society, and they are unanimous that no satisfactory meter exists at present.

“ There is,” says the report, “ no meter the efficiency of which is sufficiently assured to render it possible to stake the commercial results of an undertaking upon it. It is necessary, therefore, that the undertakers should be permitted, if they so think fit, to charge by the light supplied, and if this is done there must be the correlative protection—which is not given by this Act—that no lamp is to be used by the consumer other than such as is provided or approved of by the undertakers. In enacting this the Legislature would be following the precedent of the Gas Companies’ Acts, and for similar reasons. It is well known that when first introduced gas was for many years supplied without meter; and in the Gasworks Clauses Act—passed as late as 1847—there is a provision that in case gas is supplied otherwise than by meter, no consumer shall use any burner other than such as has been approved of or provided by the undertakers.” We quite agree with the committee that it is quite unnecessary in dealing with this question to go beyond the broad fact that there is at present no meter, and therefore no possibility of carrying out the provisions of the Act. The case is as though an Act was passed to compel all grocer’s to sell tea and sugar by the lineal yard instead of by weight.

Concerning Provisional Orders, the committee are of opinion that electric light undertakers should, in the matter of mains, be put on the same footing as the gas companies; that ife to say, they ought to be permitted to lay down their mains as they think fit in any part of the district they propose to light. The arguments in favour of leaving electric lighting undertakers free to choose for themselves in this matter are far stronger, owing to the infant state of the industry, than any that can be advanced in the case of gas companies. Assuming that the undertakers have laid mains, the next point is as to the persons who are to be entitled to a compulsory supply at rates not exceeding those fixed by the Provisional Order. “ This is a point,” says the committee, “of the gravest importance ; it is essential that the form of Provisional Order should be amended. The only class of consumer, the cost of whose supply can at present be ascertained, and which can be shown to be comparable with that of gas, is the class which consumes electricity sufficiently continuously to employ the supply contracted for during about 1000 hours per year. The demands of more intermittent consumption are extremely difficult to provide for, and the cost of providing for the same cannot at present be calculated with any degree of certainty.” Finally, the committee are of opinion “ that the form of licence adopted by the Board of Trade should be so far remodelled that the holders of licences should be permitted, with the consent of the local authority, to use streets for the purpose of such ' private or limited supply as they may undertake to give without being compelled to give any other or public supply.”

We have now placed our readers in possession of the main features of a report, the value and importance of which cannot be over-estimated. It will probably be said that the report asks too much. The simple answer is, that it may be regarded as the unanimous expression of opinion of those best qualified to pronounce an opinion.

If the Electric Lighting Act is not modified as suggested, there can be no public electric lighting in England, and the gas companies will have it all their own Way. The Electric Lighting Act, 1882,will then constitute a remarkable exception to nearly all other Acts of Parliament, in that instead of assisting a nascent industry, it will stifle it.

GUNS FOR THE NAVY.

During the discussion on Sir E. J. Reed’s paper at the United Service Institution, the need of guns for our armaments was repeatedly referred to. We learn from Lord Northbrook and Sir Thos. Brassey that a separate vote of money for this purpose for our new ships amounts to £1,600,000. As we have in our war ships now in commission nothing but old type guns, it is very desirable that the supply of guns of new type should not be limited to new ships only. Most of our readers are aware that new guns differ from our old guns mainly in three respects: (1) They are breech-loaders; (2) they are constructed wholly of steel; (3) they are so proportioned as to discharge a projectile with a great deal more energy or stored-up work in it than the old guns, which is effected by their length and dimensions of powder chamber admitting of a much larger charge of slow burning powder being burnt, the pressure being better kept up through the bore. The shot thus discharged has greater power bothforthe perforation and for the smashing up of armour, but the latter not by any means in the same proportion as the former; for the diameter of the projectile being smaller than formerly, as compared with its weight, it experiences diminished resistance in its passage through soft armour, whereas against really hard armour where a hole is only made by breaking up the plates, the effect is simply proportional to the stored-up work, a fact that must be borne in mind when considering the powers of guns registered, as they generally are, solely with a view to their perforation.

With regard to the supply, we fear that for the heaviest pieces for which it is difficult to get steel we may wait some little time. On the other hand, the chief gun in the constitution of our secondary armaments is the 6in. gun —Mark IV.—firing a charge of 50 1b. of powder. Guns of this calibre can be rapidly turned out, though perhaps it would be rash to speculate at what rate exactly. The largest guns required are of 110 tons weight, for tlj*¹

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Benbow. These are ordered from Elswiclc. In The Engineer, June 27th last, page 488, writing on Colonel Maitland’s paper, we gave a figure of this gun in section. At present r.fc is the most powerful gun designed. Other vessels of aouiewhat the Benbow type will carry the 63-toil gun made in the Royal Gun Factories. This has greater calculated muzzle energy than any gun made out of England at pi'esent, except Krupp’s 119-ton gun, viz., 36,415 foot-tons, with a perforation of 28'6in. of iron ; the Krupp gun having 46,061 foot-tons energy and 29'2in. perforation. The Elswick 110-ton gun has 50,924 foot-tons calculated energy and 30‘5in. perfoi’ation. The Gun Factory gun and lvrupp’s piece are also shown in section in The Engineer of J"une 27th last. These guns are, of course, enormously powerful. The French 71-ton gun lias 31,272 foot-tons energy and 24'5in. perforation. These guns are likely to appear only as single champions, firing experimentally, for some little time yet. The nation that first has any considerable supply of them will be the nation that has the best steel makers, for on this all depends. Practically, however, the supply of Gin. guns is equally important. Our turret-ships specially come short in secondary armaments of guns, and some foreign designs almost appear to have been framed so as to take advantage of our paucity of pieces by exposing their men en barbette and the like, trusting to the fact that no one would point ail 80-ton gun at a single man, or two or three together in a gun detachment. It is necessaxy to arrange in what way these Gin. guns can be introduced into our mastless tui'ret type, and in the meantime the gun factories, and private firms too, ought to be kept pretty busy. To return to the heavy guns. Our readers can best judge of their practical power, perhaps, by the fact that while 19in. is the thick-of plate adopted generally for very heavy armour, the perfoi'ations of these guns which we liave given above so greatly exceeds it, that there is now no ship afloat that can resist such pieces. L’Amiral Duperrd, quoted by Sir E. Reed, lias less than 22in. of steel maximum armour. A fair blow from any of the above heavy guns—that is, the Krupp, Elswick, Gun Factory, or French gun—would smash up such armour easily. L’Amiral Bandin and Inflexible would come little or nothing better off, and no vessels caiTy thicker armour. We mention this because it isgenerally felt that guns have somehow lagged. In number's there may be some truth in this, but it is due to the rapid development of power which made our designers pause before pushing on large supplies. Now we trust that the matter has taken a sufficiently settled form to enable production to be pushed on.

We may add that our authorities having at length been made acquainted with the secrets of cocoa powder, samples have been delivered made at Waltham Abbey, which have given excellent results. We trust that steps may be taken to enable the work of making guns to be at bust pushed forward with due regard to the present position of the Navy.

HEALTHY HOUSES.

The renewed outbreak of cholera within the last few days in Italy shows how near to the surface is the latent tire of epidemic disease. In spite of cordons, quarantine, and disinfecting precautions, the cholera made its way northwestward, and even on the verge of winter, usually unfavourable to its existence, it had slain over 1200 people in Paris. It is not probable that at so advanced a season of the year it will destroy now as it has done in Naples, and according to the latest reports, there is little more to fear at pi'esent; but it must be borne in mind that though the disease may be dormant in westei xi cities during the winter and spring, a return of hot summer weather may, and probably will, enable the terrible scoui'ge to breakout formidable scale if timely measures are not taken to stamp it out, and as far as possible pi'event its recurrence. Once again we are told that medical science is puzzled and unable to bring the opei’ations of Asiatic cholera under any fixed laws. One point, however, seems tolerably certain, and that is, that dirt in every shape is a prolific cause of it. Overcrowding in poor districts where moil lodging houses abound, with all their moral and insanitary horrors; places wherein two, three, and often four families occupy jointly a single room, form of themselves hotbeds of cholera, acting so in the twofold capacity of fostering the germ or other seeds of disease, and at the same time lowering the physique of the unfortunates who liave no other homes. Allied with this source of trouble is that due to badly drained houses, such as are to be found in even the wealthiest districts of London and other large towns.

The fact that such diseases as typhoid fever and cholera preventible by a due observance of sanitary conditions is well established; but it is also well known that, however carefully conditions of health may be observed in district, this will not effectually avail to exclude infection or disease originated in some neighbouring district where sncli conditions are neglected. A. clean, well-drained, and well-ventilated house, however, even if in the neighbourhood of disease, gives its occupants a certain degree of immunity, inasmuch as their physique and the genei’al tone of their health are likely to be good. Reformers and journalists might well be excused if at times they despaired of ever doing any good. At periodical intervals numbers of lives are lost from causes almost, if not altogether, preventible. When a catastrophe happens, a feeling of horror pervades society ; for a few days or weeks a cry prevails that “ something should be done to prevent these things;” but then the thing is forgotten. As regards the terrible disease threatening us, we cannot say we got no notice. The public and those in charge of all that concerns the public health have, happily, some months of cold weather before them, during which all possible measures should be taken to set our houses in order in the most practical sense of the term. To deal withovercrowding will be an arduous and difficult task; but even if it may be impossible to bring overcrowded districts into perfect accordance with sanitary laws, still much may lie done. House-to-house inspection may be performed efficiently, and such regulations as are practicable firmly insisted upon. All owners of houses should be called upon to examine their drains, and see that they are put in perfect order. As matters stand at present, we fear that a great deal is mere assumption—that the owners and occupiers of very many houses live in a fool’s paradise.

It lias been pointed out that it seems a little surprising that, although so much is known of what constitutes the difference between a healthy and an unhealthy house, life insurance companies have as yet taken no action in connection with this circumstance. In the matter of fire, insurance rates depend considerably upon the nature of the building, and upon the kind of trade or business carried on therein; and it is urged that there appears no reason why insurance companies should not recognise the difference of death rates as affected by efficient house drainage, and observance of sanitary conditions generally. To practically illustrate the meaning of this proposition, suppose the tenant of a given house proposed to insure his life. The company might undertake the policy at a reduced scale, conditionally upon the tenant having a thorough and searching examination made of the drains of liis house, and putting them in order to the satisfaction of the insurance company’s sanitary officer. So long as landlords can let houses as fast, or even faster, than they can be built, it is idle to suppose that they will bestow minute attention to the drains. We do not for one moment mean to cast any slur upon landlords or builders; but they will pursue the routine groove, and this routine groove is not in all cases the best. Neither is it always efficiently followed by woikinen, and perhaps there is no department of industry in which careful supervision is moi'e needed than the consti'uction of house drains; neither is any point more intimately related to the health of the occupiers. Epidemics and disease are not the direct results of special Divine interference; they are simply resxxlts due to the operation of natural laws, just as much so as is the germination of seed sown in suitable soil. Now if a man desires to insure his life, he is sent a form to fill up, giving particulars of his usual health and habits, and lie must supply the name of some person well acquainted witli him for some term of years, who receives also a form to iill up, stating various items bearing more or less directly upon the chances of the proposer’s living a fairly long time. The proposer is also examined by a medical man, upon whose report will depend the acceptance of the life by the company. All these forms being complied with, the life is accepted, but the now insured man may go and reside in a house more or less unhealthy, and he may either have his life’s duration sensibly shortened by chronic ill-health due to slow poisoning by bad air, or he may be speedily struck down and killed by typhoid fever, a disease known to be almost wholly preventible by the sanitary engineei’. No doxxbt great difficulties stand in the way of carrying this suggestion into pi’actice, but enough may be said in its favour to entitle it to consideration. We see no entii'ely insurmountable reason why the system of life insurance might not earn its name in a real sense of the term, and be made to co-operate, somewhat in the manner we have above indicated, with the sanitary engineer in securing efficiently drained houses.

If measures are taken’ against the advent of cholera among us next spring, if they are taken coolly and systematically and not in hot and panic-stricken haste, they will be more effectually carried enduring in their nature than if resorted to with the disease in our midst. We have no desire to play the part of alarmists, but even at the risk of being deemed such, we feel it to be our duty, as, indeed, it is that of all journalists when the nation has so terrible a foe at almost its threshold, to urge upon all who have to do with our dwellings to put them in as healthy and sanitary state as is possible. Instances could be advanced enough and to spai’e, illustrating how far epidemic diseases depend in their action upon certain conditions of personal, mental, or physical health; upon the air breathed, as well as upon food and water. We believe that sanitary inspectors have fairly efficient powei-s, under the Health Acts, to compel builders, landlords, and owners of house property to put houses in a proper condition, and if it be found that their present powein are not sufficient, they ought to be supplemented. If a disaster, involving a great loss of human life, taking place where there is no apparent means of preventing it, be deplorable, how much more deplorable is it when great loss of life ensues upoix a neglect of all measures which, if taken in time, woxxld have averted such a state of things 1 The present posture of affairs in reference to public health places great and serious responsibilities upon all who have, either financially or officially, to do with dwelling-houses. It is to be hoped they will not lose sight of the fact.

DRIVING DYNAMO-ELECTRIC MACHINES.

The paper of which we published an abstract on page 380 repeats an idea which was even more prevalent amongst electricians a year or two ago than it is now; namely, that electricity must be brought into play to control the admission of steam to a steam engine, if sufficient exactness to secure uniformity of speed is to be obtained. The governor of an engine, we are told in the paper referred to, “ should be sufficiently sensitive and trustworthy in action to keep the engine within 5 per cent, of its normal speed, with a load varying 90 per cent., and a boiler pi’essure varying 10 lb. per square inch. No mechanical governor will do this, and consequently great vigilance lias to be exercised on the part of the attendant.” We kave no intention of suggesting that a good and simple electric governor is not at all a desirable thing, but we believe we express the opinion of a good many practical electrical engineers when we say that even if the above statement as to the requirements of a good governor were not only beyond the power of any mechanical governoi-, and equally beyond the power of any electrical governor, such requirements are wholly unnecessary in practice, and a well-considered installation would never make such a demand upon the governing capacity of any engine. Whether this is so or not, it is quite cei’tain that the inference is that not one of the many inst<d|at,jyns of different sizes now ’.U successful work, is driven by an engine which lias the required governing power. There are, however, plenty of engines running that under ordinary conditions of variation of load and boiler pressure are running within less than 5 per cent, of the normal speed. They are not, however, running with loads constantly varying from 100 to 10 and 10 to 100; and inasmuch as no anticipatory governor has yet been devised, it is quite certain that no engine can work within 5 per cent, under such ranges of load. Some severe tests on the power of a good governor and automatic cut-off were put upon one or two of the large engines used at the recent Health Exhibition, when the large straps there used, and transmitting over 300 indicated horse-power, suddenly broke, thus reducing a load of about 10,000,000 foot-pounds per minute to nothing. The engines did not, however, perceptibly increase their speed; but there is no doubt that if the load had been as suddenly put on as taken off, a great change would have been observable. The range of 90 per cent, is not very much less than the whole load, and if nine-tenths of a load is to be taken off and put on again as suddenly, it is quite certain that no governor, electric or otherwise, if actuated by the speed of the engine or a current which is affected by that speed, can cut off and re-admit steam without some loss of time ; and a departure of more than 5 per cent, from the normal speed must result, though that departure may have but a brief period of duration. With a slow speed engine making, say, 100 revolutions per minute, a considerable portion of at least two strokes must be made with a Bteam cut-off and admission determined by the instant load and speed. That is to say, that in the case of a load dropping, say, 90 per cent, just as steam is cut off, that stroke will be performed by that cylinder full of steam; and the velocity must increase, for no governor will act to let the steam out again in such a ease. In the half stroke or so thus made the velocity will, as admitted, increase, but the increase will in no case be sufficient to cut off steam nine-tenths earlier than in the previous stroke. The range through which a load may vary with a given range of departure from normal speed of rotation will be a function inversely proportionate to that normal speed, if the range of action of governor or cut-oil'gear be as great per revolution in the fast engine as in the slow. If the greater part of two strokes, for instance, is required by the engine to accommodate itself to such a large change of load, the high-speed engine running at 500 revolutions per minute will have the advantage, inasmuch as one revolution, instead of being 1 per cent., will only be 0'2 of 1 per cent. The actual difference in the power of the slow and the fast engines to accommodate themselves to such great changes is not, however, anything like this, for the slow engines used for the purpose are fitted usually with a good cut-off gear which will act in as little time as the governing gear on the fast engine, and consequently the fast engine will depart more per cent, from normal speed than the slow engine, while the inertia of the heavy engine and fly-wheel comes into play and gives it the advantage.

This, however, does not alter the fact that, either so large a range of regulating power is wholly unnecessary, or else that all existing sets of electric lighting plant must be very badly driven. Everyone knows that the latter is not the cilse, and electrical engineers amongst the rest. A variation in the load of 90 per cent, does not occur frequently, and it would be very injudicious to complicate an engine with governing gear that would vary its speed, and make it run like the engine of a steam steering gear. During the first two or three years of the recent great growth of electric lighting, electricians almost invariably made steiwlyrunning impossible by one error. Theyunder-estimated the power required. N o engine can run atauniform speed with a varying load unless its maximum power is considerably above the maximum load. The first necessity to steady running is power, and this electricians have now learned or are learning. They have at last listened to the engine builders, or perhaps it may he said that a new race of engineer electricians have the new work in hand or are called in to act in concert with the electrician. If instead of talking of 90 per cent, range of load, we talk only of the range of load resulting from cutting out or putting in a percentage of the lamps in circuit, or of the change of load that takes place gradually at arranged times, then we may say that a mechanical governor will meet the requirements. Portable engines with a common governor, but well above their work, have been called in to work installations, and have done it well; and every large engine builder of reputation has engines running in mills that will show a uniformity in working that cannot be deemed insufficient for any electrical purposes, provided the power is sufficient. The writer of the paper already referred to speaks of an electrical governor working “in perfect synchronism with the load or work to be done, and leave the valve in its last position until a change is made either in the load or in the steam pressure.” This is simply an impossibility. Perfect synchronism cannot characterise the movements of a driver and a driven if the driven is to be indirectly affected by a change in the speed of the driver. The driven must always follow the driver, and as an electrical governor can only act with difference of current or of potential, it must be indirectly connected by valves and pistons, or otherwise, with the steam cut-off, and hence it is impossible to yet prove that an electrical governor can control an engine better than a good governor and cut-off gear. The author of the paper describes an electric governor which he puts forward as a means of doing that which he says no mechanical governor and no self-regulating or compound dynamo can do. But it may safely be said that none of the practical electrical engineers would think of using the electrical apparatus he lias described with the least idea of either governing an engine or of saving lamps ; its action would be less certain and no quicker than a mechanical governor, and an apparatus depending on small friction gear of the kind used, for its action would certainly save no lamps, which would not be safe with a compound dynamo driven by any engine.

Electrical governors might be usefully employed to govern the dynamo-electric machine, but, it, is certaip that

early extension for the twenty-five miles only. To apply for a loan to cover the distance to Badulla would be to pledge the colony to an expenditure of ,£700,000, and so risk °the refusal of sanction by the Secretary of State. For the twenty-five miles £400,000 would suffice, and the „:_ount to he asked for would be less startling to the Home Authorities. It is said—we know not with what degree of correctness—that inordinately large profits have been made by railway contractors in Ceylon, and that with the experience now gained by local engineers, the estimate of £,’400,000 to Haputale may well be reduced to £350,000. If that fact can be established, it will further materially aid the arguments we have adduced against break of gauge and an unnecessarily ambitious project.

gear

WAGES IN SHIPBUILDING YARDS.

The question is again raised of the wages that are to rule in the shipbuilding yards, by the claims of the employers for a reduction of per cent, in wages at the shipbuilding yards of the Tyne, Wear, Tees, and West Hartlepool. It is possible that there may be a doubt as to the extent to which the reduction may be finally decided upon, but there can scarcely be any as to the result of the claim. There are now, it is tolerably certain, barely a third of the launching berths in the northeastern yards occupied, and even then the work is so far in advance of the orders that short time prevails in many yards. There are thousands of workmen out of work, and it is only by taking orders at lower prices that the employers have been able to obtain of late new vessels to build to replace those that are being launched. With the dulness in the shipyards, and with general recovery in the freight market, there cannot be a doubt, then, that the shipbuilding operatives will have to accept some reduction, and the sooner they negotiate as to the extent of that reduction the better. In the case of the operatives in Scotland, a precedent has been set by the treating with builders who would begin vessels, and with the intensified distress in the Wear and Tyne, it is to be hoped that the operatives will accept what is inevitable to some extent, and that they will by a timely concession do something to enable the owners to obtain more work. Even at the best there will not be enough for all for some time, but with concessions there may be some slight augmentation in the number of the workmen employed in shipbuilding, and in the contributory industries.

LITERATURE.

Handbook on Artillery Material. By ,Captain F. C. Morgan, R.A. Clowes and Sons, Charing Cross. 1884.

This book is specially commended to the attention of the auxiliary forces. It deals briefly with ordnance, ammunition, carriages, and laboratory stores, and operations with heavy guns, also on siege artillery. It is brought well up to date. Captain Morgan, ;is a Government instructor to officers of the auxiliary forces, knows what is required for them, or at all events what forms the matter rtf their courses of instruction, and is therefore well qualified to make the selection necessary to bring the subjects dealt with into the small compass necessary. The hook is illustrated, and its character may he readily seen by anyone who examines it. Among new stores dealt with not found yet in official works are the 7-pounder gun of 400 lb., the recent breech-loading and muzzle-loading gun factory designs; “ prism* powder;” the last patterns of projectiles; the Vavasseur driving ring for breech-loading guns; ventsealing friction tubes and primer; overbank lattice work carriage for 40-pounder, and other special fittings for vents. The first copies have no index, on the idea, we suppose, of the plan of the hook enabling the places to he readily found. This we regard as a mistake. Writers of hooks are apt to forget that to master even the most obvious plan requires some acquaintance with the book. An index is indispensable for those who casually consult a work of reference. We believe, however, that an index is to he added.

Haturwisscnschaftlich-technisches Woerterbueh. Die Ausdruecke dei’ Physik, Meteorologic, Mechanik, Charlie, JIucttenkunde, Chemischcn Technologic, Elektrotcchnik. Yon Dr. F. J. Wbkshoven. Heft I., Theil 1. Englisch-Deutsch. Berlin: Leonhard Sirnion. 1885.

This is the first part of the first volume of a small technical dictionary, Gin. by 4in. It comprises words from Abaiser to Flouring in ninety of its small pages, the German being given in the old English type. Dictionaries are not attractive reading, but a glance through this little part recommends it as likely to be useful.

The Stability of Ships. By Sir Edward J. Reed. Published by C. Griffin and Co.

Naturwisxcnschaftlich - Technischcs Woerterfnich. Heft I., Thiel 1. Von. Dr. F. J. Wershoven. 1 Theil, Englisch-Deutsch. Berlin: Leonhard Simion. 1885. Paper.

Tcchnologixchcx Woertcrbuch in Englischer und Deutscher, Sprache. Von Gustav Egar. In Zwoi Theilen. Zweiter Theil, Deutsch-Englisch. Technische durcligesehen und vermehrt. Von Otto Brandes. Braunschweig: Vieweg und Sohn. London: Triibner and Co. 1884.

Brickwork: A Practical Treatise embodying the General and Higher Principles of Bricklaying, Cutting, and Setting. By F. Walker. London: Crosby Lockwood and Co. Weale’s Series. 1885.

The Complete Textbook of Farm Engineering, comprising Practical Treaties. By John Scott. London: Crosby Lockwood and Co. Weale’s Series. 1885.

Englixche Tunnelbauten bei TJntcrgrundbahnen, sowie untcr Flucssen und Meeresarmen. Ein Reiscbcricht. Von Dr. P. Forc-heimer. Aachen: J. A. Mayer. 1884. Paper.

Tiierf, are, all things considered, but few men in the world of science who will he more widely missed and regretted than Dr. Augustus Voelcker, whose death was announced on Saturday, for there are few men of science whose names are so freely known c an l used in this work-a-day world as his has been for many a years, far and wide, among the farmers of England. Born and trained in the land of chemists, Germany, where lie worked under the guidance of men like Berzelius and Miilder, he came t-9 thin    rather t»! Scotland—ill ]849 Ui fimmie

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BOOKS RECEIVED.

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AUGUSTUS VOELCKER, F.RS.

nothing yet shown will do what a good automatic cut-off wdl not do.

RAILWAYS IN CEYLON.

It will be matter for regret among those who are interested in Ceylon that further delay is probable with am regard to the extension of railways in that island, and it will equally surprise them to learn that this delay is due to the raising once more of a question that we thought had long been set at rest—that of the gauge on which further extensions are to be carried out. From the report of the Governor’s—Sir Arthur Gordon—address at the opening of the Legislative Council, published by the Ceylon Observer, we find him to be—singularly for him—halting between two opinions. At the first inception of railways in Ceylon it was determined to assimilate their gauge to that of India—5ft. (jin.—and on that gauge all lines constructed in the colony have up to the present time been carried out. Now, with reference to future development of the railway system, Sir Arthur Gordon seems to incline to the opinion that the time has arrived when the expense of such a gauge becomes prohibitory, and that it is desirable henceforth to adopt one much narrower.

The experience of all those engineers who have had anything to do with railways in Ceylon, and whose reports have for years past been made to its Government on the subject, support the well-known view that, as regards constructive cost, there is but a small gain, on lines where the features of the country require many works of art to surmount them between the broad and narrow gauge, while the difference in working expenditure between them no is so largely in favour of the former that the saving in first cost by the narrow gauge is soon more than compensated for. We may ask, therefore, if Sir Arthur Gordon is well advised in contemplating the introduction of that great evil, a break of gauge ? The experience of a few years effectually disposed of the theory thata narrow gauge invariably afforded a means of overcoming difficulties insuperable with a broader one, all other conditions being equal. Thus, in 1807, Sir Charles ITutton-Gregory, the consulting engineer for colonial railways, wrote as follows:—“The conditions under which an exceptionally narrow gauge is desirable are, 1 think, exceptional. The most favourable condition for its use is where the country is very broken and precipitated, in which case a narrower gauge, which admits of the introduction of sharper curves, enables a line to he laid out along the sides of hills near the surface of the ground, and twisting in and out of the lateral valleys or gorges.” Nine years later, improvements in the construction of rolling stock had effected an entire change, for the same authority wrote in 1876:—“Mr. Strong’s opinion, that if the more costly line to Dimbula he carried out, it will involve the adoption of the narrow gauge of 3ft. Gin., must, I think, be founded on the view that the use of five chain curves will be inconsistent with the use of a gauge of 5ft. Gin. With all respect for his opinion on any practical question, I remain of the opinion that such curves, although very undesirable on any gauge, are not inconsistent with the use of a 5ft. Gin. gauge, and comparative estimates founded on measurement can alone show correctly what saving the difference of gauge would effect.”

The result of Sir C. ITutton-Gregory’s recommendation was that Mr. Macnair made an estimate, which showed only a saving of £1000 per mile with the narrow gauge as opposed to the broader one. It is evident, therefore, that as long as the lines of railway in Ceylon are confined to the mountain zone—wherein a break of gauge with the existing lines would be frnughtwith well-known sei’iousevils —thenarrowgaugewould afford nocompensatingadvantage in first cost, while the working expenseswould be more than relatively increased. We do not venture on any opinion as to whether the broad gauge and the style of construction hitherto adopted is suitable to the network of railways which Sir Arthur Gordon, in his address, states he hopes will some day or other cover the whole island. Such a consummation is doubtless, as yet, far off, and circumstances may in the course of time be so changed as to render any arguments based on the existing condition of things wholly fallacious. It is well, doubtless, that the governor of a colony should look forward to the necessities of the future; but in doing so there is always the chance—and a probable one—that he may be grasping at the shadow and losing the substance. Now the substance in this case is undoubtedly the present need of the colony. Ceylon has just passed through a crisis of unparalleled severity, and to recover its effects it is necessary that every possible form of aid should he afforded to the mainstay of the island—its planting industry. The most effectual aid that can be given is to secure for those districts where it is carried on the advantage of cheap and certain transport. Towards reaching the most important of these districts, Uva, considerable advance has been made, and next year will, we believe, see the completion of the line to within twenty-five miles of that district. It can scarcely be credited that it is in contemplation, when within so short a distance of one of the chief producing districts of the island, to introduce the evil we have above referred to of a break of gauge; especially when, according to Mr. Macnair’s estimate already mentioned, the total saving to be anticipated by it cannot exceed £’25,000. We further gather from the report of the Commission on Traffic, which took evidence and furnished estimates upon which the extension now under construction was undertaken, that it is just these twenty-five miles that are necessary to tap the traffic which alone can ensure a profitable return upon the mileage just about to be finished.

It is not within our province to enter upon the question of the finances of the island and what it can or cannot at present afford; but we learn from the Governor’s speech, before cited, that it is in his mind, should he advocate further extensions, to recommend carrying on the line beyond the twenty-five mile section to Haputale for total distance of forty-nine miles to Badulla. Now the balance of testimony is strongly in support of the view that the greatest pleasure of relief is tp he obtained by

assistant to the late Professor Johnston. Though still a young he had done considerable work in connection with physiological chemistry, and had he not been thrown into the path of agricultural chemistry by his connection with Johnston, it is probable that he would have continued a labourer in that branch of his subject, doubtless to the gain of physiological science, but equally certainly to the loss of English agricultural science. Agricultural chemistry in 1849 a very young science as regards its development, although Sir Humphry Davy had worked hard to direct public attention to it in England, and Liebig was doing his utmost to interest the agricultural world in the chemical principles which essentially underlie almost every operation of practical agriculture. After three years, having already become a practically naturalised Englishman, he was appointed to the chair of chemistry at the Agricultural College of Cirencester. Here he was able to conduct the field experiments which formed the subject of many instructive contribution to our agricultural and scientific literature, while his professional duties were discharged in a rigidly conscientious and thorough fashion which still inspired his old students with admiration. His ready grasp of agricultural fact, and his keen observation of farm work, led him to use his science with greater advantage to practical agriculture than is the case with Liebig. The latter was undoubtedly a greater chemist, but he often allowed theoretical considerations to form the basis of advice w’ithout sufficient practical confirmation of his views, and, moreover, the study of agriculture was but one of the many branches of chemistry, pure and applied, to which lie had devoted himself. Dr. Voelcker, on the other hand, was a specialist. He gave himself up with all the energy of a power for many years to his one subject, and he could not do that without distinguishing himself.

The quality which was pre-eminent in Dr. Voelcker's character was that of precaution, and he rarely expressed an opinion that was not based on the results of observation. If he ventured to depart from this, which was his custom, his advice was administered in association with a caution to the effect that he was delivering an opinion rather than predicting a fact, reputation as a lecturer spread far and wide from Cirencester College, and as the frequent guest of the leading farming clubs throughout the country, he delivered lectures on soils, manures, feeding stuffs, dairying, and other agricultural topics, which can only be thoroughly understood by the aidof at least some chemical knowledge. The general use of artificial manure and oil-cakes, which has grown up during his time, and is now indispensable to English farming, was widely due to his experiments and his diffusion of knowledge of their value; while to him was indirectly due the repression of the wholesale fraud and adulteration by which the unfortunate farmer was plundered in the earlier days of the chemical manure trade. As consulting chemist to the ltoyal Agricultural Society of England—to which important post he was chosen some ten years after his appointment at Cirencester—he was most widely known. Although he shortly afterwards resigned his Cirencester professorship and came to London, his field experiments were not abandoned, but were conducted from time to time under his direction in various parts of the country, and the half-yearly parts of the “Journal” bear witness to his activity. For the last few years he had been conducting systematic investigations at the experimental farm at Woburn, which the Duke of Bedford generously placed at the disposal of the Royal Agricultural Society, with a view to further investigating certain agricultural questions raised by the admirably conducted experiments carried on on the estate of Sir John Lawes at liothamsted. The blue riblsm of scientific distinction—the Fellowship of the Royal Society—was conferred on him many years since; and his opinion carried weight not alone in agricultural matters, but in the many complex investigations, parliamentary and otherwise, from time to time arising in connection with water supply and sewage disposal. Agricultural chemistry is a science of new and rapid growth, ami it will probably never again fall to one man to see in it that progress which Dr. Voelckcr saw, and which he in no small degree helped to effect. Yet agriculture, despite all the efforts of science, is but in a pitiable condition, and one is tempted to ask, What, after all, has science done for it 1 The reply probably is, that but for the help of chemistry in devising and supplying artificial aids to farmers, both in field and feeding stall, they would be far worse off than they are even now. Dr. Voelcker’s half-yearly papers—the latest of which, just published, was on the “ Chemistry of Ensilage ”—will be missed in thousands of farmhouses in which his name lias been almost a household word; and at the monthly meetings of the London Farmers’ Club, of the Royal Agricultural Society, of the Chemical Society, and of many other bodies, his death will create a void not easily filled. He died—comparatively early, he was but sixty-two—on the eve of what may be regarded as the most eventful week of the agricultural year.

Haverhill, Suffolk.—We learn that a scheme, prepared by Messrs. Smith and Austin, C.E., for disposing of the sewage of the town of Haverhill, and removing the difficulties at present obtaining with certain riparian owners, has been adopted by the Local Board.

Smokeless Houses and Manufactories.—Mr. Fletcher, of Warrington, writing to the Journal of the Society of Arts, says: —“ Sir Frederick Abel, in his opening address, appears to look the practical realisation of the economical and smokeless use of fuel as yet in the dim future. He is, doubtless, as well acquainted as any living authority with the possibilities of gaseous fuel, but does not appear to be very sanguine of its general adoption by those to whom we owe our present smoke-polluted atmosphere, never joined in the present agitation for smoke abatement, for the simple reason that I have no faith in the present method of advocating it. I think I may claim, without egotism, to know something of the subject in some of its bearings; and in calling attention to the practical results obtained in my premises, I do not claim to have done anything wonderful, or to have made any brilliant discovery. As a matter of fact, I do not consider that any ⁴ brilliant discovery ’ is necessary for the realisation of a very great part of the programme of the advocates of smoke abatement, the means adopted being both rough, simpie, and cheap. In my own house we have remaining one coal fire, which is occasionally used, but which will shortly be, like all the rest, done away with. We have fourteen rooms, with hothouse and conservatory, and have used four tons of coal in two years. We shall probably not use one ton in the next twenty years, and we adopt the system we use because it pays and is convenient. At the works, where we employ between 120 and 130 hands, using an ordinary steam boiler, hand-fired, with engine, two blacksmiths’ fires, and sixteen tinmen’s stoves, smoke is never seen, except for a few minutes when fires are being lighted; and to those who are sufficiently interested, lam prepared to demonstrate beyond question that smokelessness and economy, both in labour and fuel, may go together without any great expense or preparation in any way. The Society has done me the honour to award me the Siemens’ gold medal for the best application of gas to heating and cooking in dwellings; if they will offer another prize for smokeless works and dwellings, the cost to coin-pare favourably with those of the smoke-producing order, I will at once put in my claitry fop jt, based on il|e yesylta «>{ the hvd twelve ineutbs oy more,

CENTRIFUGAL PUMPING MACHINERY FOR THE TILBURY DOCKS.

MESSRS. SIMPSON AND CO., PIMLICO, ENGINEERS.

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Among the various interesting exhibits in the space devoted j rated in four boilers of rather peculiar construction. They are to water supply at the International Health Exhibition, the somewhat of the Lancashire type, but the two flues are united large centrifugal pump shown by Messrs. Simpson and Co., about half way along the boiler, so as to form a large combustion Pimlico, for which they have been awarded a gold medal, was chamber, and beyond this small tubes are carried to the back one of the most prominent, while its enormous size rendered it end. The boilers will be placed in a closed stokehole supplied almost equally interesting to the casual visitor as to 1 he engineer, with a forced draught, the air pressure being maintained by four This pump is one of four made for the graving docks now being fans driven by independent engines. We believe this is the first constructed for the East and West India Docks Company at Til- ¹ occasion on land in which the system has been adopted, and we bury, in connection with its dock extension, and the four pumps shall look forward with much interest to the trials which will when working together will empty the four dry docks in three ¹¹⁰ doubt be made with it.

hours. As will be seen from the engraving the pump is driven Besides the large pumps, with their boilers and accessories, by a pair of vertical engines, the cranks being at right angles. Messrs. Simpson and Co. are supplying the machinery for drain-The engines are fitted with Joy’s patent valve gear, and have all >n8 the culverts, Ac., as well as the penstocks and gearing in the moving parts properly balanced. The cylinders are eacli connection with the graving docks. Some idea of the number 22in. diameter by lfijin. stroke. The suction and delivery pipes °f culverts can be gained by the fact that no less than fifty pen-are of a size proportionate to the quantity of water flowing stocks are required. Messrs. Manning and Baynes, the engi-through them. They are short and taper in form, so as to neers to the Dock Company, have so arranged the connec-gradually increase and decrease the velocity of the water flow- tions that either pump will be able to empty any one of the ing from the pump, the relative sizes being shown in the f°ur docks, elevation above, which gives a cross section through the engine-house. Each pump is designed to lift no less than ten thousand tons of water per hour, a quantity the magnitude of which will be appreciated when wc state that two pumps of this size would deliver the whole of the water the various London water companies have power to take from the Thames, viz.,

110,000,000 gallons, in twenty-four hours. If the stream poured out flowed with an uniform velocity of 2ft. per second, each pump would require a channel fifty square feet area. The exhaust steam from the engines will be condensed in surface condensers placed in the discharge basin, so that the boilers will always be supplied with pure water, and the condensers arranged so that the condensed water will drain back into tanks under the engine-house floor, from whence it can be pumped.

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menting on its advantages as compared with the system in common use. A short discussion followed, in the course of which attention was drawn to the fact that while the English law permitted the of the metric system, no standards were provided by the authorities.

The machinery we have described has been designed and constructed by Messrs. Simpson and Co., under the supervision of the engineers to the Dock Company, and forms one of the most interesting plants of centrifugal pumping machinery we have ever seen.

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Repairing Embankments.—At a recent meeting of the American Society of Civil Engineers a paper was read by Mr. J. Albeit Monroe, on the “Re-enforcement of a River Embankment with Condemned Canal Boats.” The location was at Kerr’s Point, on the Hudson River, on the line of the New York, West Shore and Buffalo Railway, where the shore was a precipitous bluff about 120ft. above the water. A narrow shelf was excavated and the loose rock thrown into the river, where it was held by a somewhat stiff mud. In making the road-bed wide enough for a double track earth and gravel were used. After standing for some time, a fine crack appeared between the gravel and the rock filling, which gradually increased in width t o about 2in., when the gravel portion of the embankment slid off and disappeared. There was about fift. depth of water where the bank had been, which, with some increase, extended into the river about 75ft., where it shoaled, owing to the rise of the material displaced by the slide. A number of condemned canal boats were placed with the bows to the shore and as near to the bank as possible. They were placed about 20ft. apart between centres, giving spaces between their sides of about 8ft. The filling was made carefully into and between the boats at the same time. The sterns being lower than the bows, the material ran gradually to the sterns, and when about half full, the filling suddenly shifted from bow to stern during high ti l' . This Glasgow Engineers’ Association.—The fifth meeting of this forced the boats sternwards until they rested against the ridge Association was held in their rooms Bothwell-street, on the 27th caused by the previous displacement. They were at about the ult. The president occupied the chair. Mr. William MacGlashan, natural angle of wet sand and gravel slope. The filling was then Edinburgh, read a paper upon “The Principles of Measurement continued, and the roadway has been permanent. The author and the Theory of Errors.” Considering first the nature of considers it particularly important that the filling inside, under and measurement, he proceeded to discuss the various units in common around the boats, should be of substantially the same specific use, together with the application of these to scientific research ; he gravity. He instances a case where, under generally similar then touched upon the theory of errors, showing its use in finding a circumstances, stone filling was, against the advice of an engineer, close approximation to a true result from a number of differing placed in the bows of the boats, forcing them down. and resulting observations, Incidentally ho referred to the metric system, com* m their sliding out and being of no use,

NEW GRIP SYSTEM FOR ELECTRIC RAILROADS.

injector is liable to be stopped by the breaking of the jet, and for re-starting manipulation has to be resorted to every time this occurs. This renders contant supervision necessary, which has stood in the way of its general adoption for marine work

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In the earlier electric railroads the general plan was to use the rails as conductors, and while, theoretically, this was the best and cheapest way, in practice it was found to possess many disadvantages—perfect insulation was difficult, and good contact between the rails and wheels was not always to be obtained because of mud, ice, &c. In addition, there was danger that animals might come in contact with the rails, powerful the current used, the tractive force was limited to the weight of the car, and, of course, any attempt to carry extra weight to overcome a grade would result in additional expenditure of power on a level.

In the system of Mr. John C. Henderson, civil engineer of this city, in case of danger one movement of a lever instantly throws the whole tractive force in the opposite direction with the full power that is being used at the time, irrespective of the motor car. The car can be reversed and run back, as when overrunning a switch, and in case of a large conflagration in the city the road can be kept in operation by simply introducing two or three crossovers in the length of the line. The conduit can be constructed of iron, concrete, or timber, according to the locality, and having no movable cable running through it the extra space can be used by electric light and other wires. This system is very simple in construction, as will be seen from the engravings. A fixed bar or bars are supported according to requirements in a conduit beneath the track, in the same manner as in the cable system, and are insulated by chairs or shoes at the supports. The grip takes hold by rollers under the bar ; the grip shaft passes up through the bottom of the car, and upon its upper end screws a hand-wheel. By turning this wheel in a direction to raise the grip, all the tractive power required can be obtained. The grip also conveys the current to the motor, and back from and to the bars, as the case may be or the locality require, since in some instances it may be advantageous to use only one bar, the return being obtained through both rails and the iron conduit. By means of a lever the electric motor can be shifted so that a pulley upon the armature shaft having a V-shaped face will be in contact with similar pulleys driving the axle ; by this means the direction in which the car is moving can be changed without interfering with the current. The system is due to Mr. J. C. Henderson, 2, Liberty-street, New York City.—Scientific American.

to the size of trough and capacity required, which is unlimited, This conveyor being made entirely of iron, is fire-proof, and is

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well adapted to carry hot ores, coal, coke, stone, &c. Lechner Manufacturing Company, Columbus, 0., are manufacturers.

AUTOMATIC RE-STARTING INJECTOR.

We illustrate a new injector patented by Messrs. Davies, Hamer, and Metcalfe, and introduced by the Exhaust Injector Company, Manchester, which has a special feature— that it is arranged for automatic re-starting. The chief point in the construction of this injector is the now well-known “ split ” nozzle which was introduced in the exhaust injector, and the action of which is, briefly, as follows. When not working, the flap hangs open, thus leaving a large area for the egress of steam. When the steam is turned on, it rushes through this large area, and out of the injector by way of the overflow, carrying with it a portion of the air, thus creating a vacuum into which the water rises, thus effecting the lifting of

Cast Iron Cutlery.—This title may appear anomalous, but cast iron cutlery of certain forms is far more common than its purchasers generally imagine. And it is not necessarily of a poor quality, although made of nothing but cast iron. In the writer’s family is a pair of scissors of cast iron that has been used for threo years, and has been several times sharpened. The writer has shaved with a cast iron razor, which did excellent work for months. There are in Connecticut two quite extensive establishments which reckon cast iron cutlery as among the important products of their work. This allusion to cast iron shears and scissors does not refer to the combined cast iron and steel articles which are usually considered superior to the forged ones. These have a steel inner plate cemented on each blade by the fused iron when it is poured into the mould; but the cast iron shears and scissors are wholly and entirely of cast iron, and they are finished for the market precisely as they come from the moulds. The quality of the iron used is the same or similar to that used in casting for malleable iron, and for cutlery it is cast in chills. When broken, the crystallisation is very similar to that of hardened cast steel, and, except for lack of elasticity, it serves the same general purpose. But although this cast iron is not adapted to tools which work by blows, it is sometimes made into ice picks and axes, hatchets and steak choppers. The manufacturers of cast iron shears and scissors make no secret of the material, and sell their goods for just what they are. Of course they are sold cheaper than forged work of steel can be sold. Retailers, also, know that this cheap cutlery is not steel, and usually —unless dishonest—they will answer truthfully questions on the subject. But, really, a pair of cast iron shears or scissors for ordinary household work is just as good as one of forged cast steel. There is only one difficulty in the way of superseding cast steel forgings by cast iron castings in these implements, which is that the chill that makes the iron hard does not always extend to a depth that will allow of repeated grindings and resharpenings, the material crumbling before it can be brought to an edge. But when first ground and edged, the shears are as keen as those of tempered cast steel, and the blades retain their edges longer.—The Anc of Steel.

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SECTIONAL ENDLESS TROUGH CONVEYOR.

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The endless trough conveyor here shown is one of the many uses to which roller chain is applied with great success. Antifriction roller chain is so constructed that the chain is carried upon its rollers, which serve as trucks, instead of dragging, thus requiring but little power to drive it. Endless trough conveyor chains consist wholly of flat or “D” attachments—see cut below —which forms a solid floor for the trough to rest upon, and to which they are bolted, each trough having but one fastening, to

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allow them to pass over the sprocket wheels. The troughs are so arranged on the chain that they overlap, and in passing the sprocket wheels, at the point of discharge, do not separate, but are always connected, so that there is no possibility of their becoming entangled, nor to allow the contents to fall upon the wheels. This forms an endless open trough, which runs upon a plane provided for the purpose, and may incline. The conveyor, on its return, is carried back by of iron or wooden pulleys, used as idler wheels, upon which the inside or bottom of trough rests. Conveyors of this class can be made of either single or double links of chain, according

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the water. This water mingling with the steam, a stronger vacuum is formed, and this sucks the flap on to its seat, the nozzle then being practically solid, as in ordinary injectors. On the jet being broken in any way, the flap opens, and the process already described is repeated. By this means a certainty of action is secured, and whilst possessing all the advantages of the lifting injectors, no extra manipulation is required for lifting. The injector starts instantly steam and water are turned on, and if stopped in any way while steam and water are on, it immediately re-starts itself. As a test, steam has been allowed to blow through the injector for some time, and even then it immediately re-started on the water being put on. An injector of the above description -would seem to be specially applicable to marine work, a department in which, up to the present, injectors have made but little headway, owing to the fact that in a heavy sea when the vessel is rolling, the action of an ordinary

Liverpool Engineering Society.—The annual general meeting of this Society was held on the evening of Wednesday week, at tho Royal Institution, Colquitt-strect, Mr. R. R. Bevis, jun., president, in the chair. On the conclusion of the ordinary business and the election of officers for the ensuing year, the president delivered his retiring address. Some of the local events of engineering importance were first considered—particularly the Mersey Tunnel and tho Manchester Ship Canal. The fact was referred to that it was only in the early part of this year that a practical hope was given of the speedy realisation of the former project, and as the work is now approaching completion some of the possible changes and developments likely to follow were also remarked upon. With regard to the Manchester Canal, it was observed that even in its lately submitted form, and apart from all consideration of its ultimate commercial success, it, at all events, would have the merit of providing a large amount of work during its construction, developments of ocean steam navigation were next dwelt upon, and the introduction of fast steamers exclusively for passengers, when they became the most important and lucrative portion of tho traffic. The system of forced draught recently introduced into her Majesty’s service, and, in a few instances, into mercantile vessels, was described, and it was remarked that the results in her Majesty’s ships could so far hardly be considered satisfactory when the cost of applying the system was taken into account, though it would always afford a means of maintaining steam when the boilers became, from one cause or other, less efficient with natural draught, and would also cause thorough ventilation. Particulars of the increased combustion obtained were given. Some modifications which have been made in the ordinary compound engine since its practical introduction were next dealt with, as also the question of the weight of machinery with reference to its probable further reduction. The introduction of the triple expansion engine had already led to a slight increase of trade, especially on the east coast, where about twenty-five sets have been made during the past year. This engine, with its three cylinders in a line, each with its own crank, was, undoubtedly, from a mechanical point of view, the best engine of the day; on very good authority, and in a case where careful comparison with the ordinary compound engine could be made, a saving of over 15 per cent, in consumption of fuel was stated to have been effected by the use of triple expansion. If one-fourth of the mercantile marine were so fitted, the saving, based on the present rate of consumption, would be about 350,000 tons a year. The latter portion of the address was devoted to matters more particularly relating to the Society. The president congratulated the members on its continued success, and stated that during the past session eleven papers had been read and discussed at the ordinary meetings, and that no less than six excursions and visits had been made. Three of these, viz., those to Warrington, where the method employed to deal with sewage was examined; to Manchester to test the working of Mr. Holroyd Smith’s electric tramway; and to igan for the purpose of becoming practically acquainted with Mr. William Wilkinson’s new “worm-geared ’ tramway locomotive, were in a sense illustrative of papers read before the Society. The other excursions had been to Stoke-on-Trent to the works of Messrs. Wedgwood and Sons, and Messrs. Minton and Co.; to Vyrnwy to inspect the works in connection with the new water supply of the city; and to Festiniog to the undergound slate quarries of Mr. J. E. Greaves.

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THE ENGINEER.

Dec. 12, 1884.

ON THE THEORY OF ALTERNATING CURRENTS, PARTICULARLY IN REFERENCE TO TWO ALTERNATE - CURRENT MACHINES CONNECTED TO THE SAME CIRCUIT.*

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By J. Hopkinson, F.R.S.

(Concluded from page 435.)

IV. To determine the law of an alternate current through an electric arc.

It has been shown by Joubert that in an arc the difference of potential is of approximately constant numerical value, reversing its value continuously with the reversal of the current, probably at the instant of reversal of current. We shall assume, then, that there is in the arc a constant electro-motive force A, always opposed to the current, except when the current ceases, and that then its value is zero.

The equation of motion is

20 V 12

or nearly jf-part too much. This will suffice to show that the matter is not a mere theoretical refinement. Another erroneous method of estimating the power developed in an arc is, to replace by a resistance, and adjust this resistance till the current, as measured by an electro-dynamometer, is the same as with the arc, and assume that the work done in the resistance is the same as the work done in the arc.

Returning to the expression 2 A it y

and to inquire how X will depend on the resistances N y' + r y = n A M sin. n t

y = _5AJ!?L_( — n N cos. nt + r sin. n t) n³ N M-

X = A[ j

ri² N³ + r³

sin. n t

. t M³«³r_ ( »a"N* + r-

cos. n t

-W

ES _ ir² A²

•I

7 x¹ + R x = E sin.

²^TA

the negative sign being taken when x is + ®°, the positive when x is negative. Solving generally

we may inquire, given T A and the dimensions of the machine, how ought it to be wound or its coils connected, that most work may be done in the arc. If the number of convolutions be varied, E will vary as the convolutions, y as their square, therefore y E²; we

ttUA²

_ , A

X — T V."

+ R³

cos.

2 it t ,

~T~

are therefore to determine E so that ^    E.₂

is a

R. sin. —

7T t \

T )

+ Ce

thi" equation will continuously hold good for a half period from x — O to x — O again, but at each half period the arbitrary con-stai t C is changed with the sudden change of sign of A. It is determined by the consideration that, if for a certain value to of t,

T

x should vanish, it shall vanish again when t = to + This

applies to the case when E is sufficiently large, as is practically the case, but if tho current should cease for a finite time this condition will be variod, and instead of it we have the condition

O t

x = O when E sin. —= A. This latter case I do not propose to consider further-Ret

2 it y _

RT

tan.²,?/1 T

< as

A/{*⁺( tT

T

putting t = t₀ and t - t₀ +

2t

O — -

sin,    + Cc y

wo havo

-r— Bill.

V\"*KW)

ia ii;V ''T;

+ Cc

s>

maximum which occurs when E = it A. When the resistance of the circuit is taken into account, this result will be modified. It suffices to prove that it is desirable that the potential of the machine should be materially in excess of that required to maintain the arc.

V.* In all that precedes it is assumed, not only that y is constant, but that the copper conductor of the armature is the only conductor moving in the field. If there bo iron cores in the armature, we shall approximate to the effect by regarding such cores as a second conducting circuit, Slightly changing the notation, let L be coefficient of self-induction of the copper circuit, N coefficient of self-induction of the iron circuit and R1 its resistance, l¹ the magnetic induction of the field magnets upon tho iron circuit, and M the coefficient of mutual induction of the two circuits, y the current in the iron. Tho equations of motion arc obtained from the expression for tho energy, viz.

A -j L sc³ + 2 M x y + Ny³-2 I x-2 I' y j-t /.nr    dl 2irk___2itt

L * +M y'+R x= — = _T_

t , .. / , dV 2 7r 31    2 it t

M xt+ N y' + R' y=—-- = T

for in general tho iron cores and tho copper conductor are symmetrically arranged. Assume

.    2 it t ,    2 it t

x — a sin. =o cos. y = a' sin.

As in the case of the dynamo machine, the work done in the secondary circuit is greatest when r = n N. The expression for X serves to show that when the secondary is short-circuited a lower electro-motive force of the generating circuit is required than when it is on open circuit. In induction coils the electrostatic capacity of the coils themselves has important effects. An illustration of the effect of electrostatic induction is found in the old-fashioned Ruhmkorff coils. These were not wound symmetrically, but in such wise that one end of the secondary coil was on the whole towards the inside, the other towards the outside of the bobbin. In such ooils a spark to earth may be obtained from the outside end, but not from the inside. The reason is that the outer convolutions have smaller electrostatic capacity than the inner ones. The terminals may be made to give equal sparks by the simple expedient of laying a piece of tinfoil around the whole coil and connecting it to earth.

VII. Some time ago Dr. Muirhead told me that he had observed that the effect of an alternate-current machine could be increased by connecting it to a condenser. This is not difficult to explain; it is a case of resonance analogous to those which are so familiar in the theory of sound and in many other branches of physics.

Take the simplest case, though some others are almost as easy to treat. Imagine an alternate-current machine with its terminals connected to a condenser; it is required to find the amplitude of oscillation of potential between the two sides of the condenser. Let R y be the resistance and self-induction of the machine, E sin. 2 ir t

~T~

the difference of potential sought, and x the current in the machine, then

its electro-motive force, C the capacity of the condenser, V

and are

cos.

CMS.

, ,,    2 it t

+ l cos. T

and

whenco

.A

sin. ² *

and substituting the equations of motion, wo have the following four equations to determine tho constants a b a' b':—

2 it L , , 2 ir hi

a m— + a ~Y~

a L + a' M + 6 T— = A

+ It 6 =

2 it A

T~

y x' + R x —

y x' + lli' =

2 it

*}

or

'o

2 ir

+ Cc

equations to determine t„ and C. Eliminating C,

2 tt (t₀-l,) _ ‘ T

and

TR

R² +

mi

-- . sin

- tanli.

b L + b' M a a M + a'N+i'?R' = B b M + 6'N-a'TR =0

2 it

2 it

Having obtained f„, C is given by equation

~ y'» ( ¹ + c 2y tJ

R =GC

This gives the complete solution of the problem.

A case of special importance is that in which R is small; let us therefore consider the case R = G, tho solution then is

- -T E cos.! * _ At + C.

2 it

t=

In the same way as beforo

E cos. ² * h

C = A

Tho limiting case to which the solution applies is given by x' = O when t — t₀ + J,

E sin. = T

A,

These equations contain tho solution of the problem, but are too

generally; we will, however, prove the statements mado in the lecture before the Civil Engineers.

(1)    Compare short circuit and open circuit, that is R = O very nearly, and R = oc In the former case we find that work dono

in the iron is diminished, and if I) = A ^ we have tho paradoxical

result that there are no currents induced in the iron of the cores and no work is required to drive the machine. This, of course, can never actually occur, because R can never absolutely vanish. It suffices to show, however, that tho current in the copper circuit may diminish the whole power required to drive tho machine to an amount less than tho power required to drive tho machine on open circuit.

(2)    The other statement related to the effect of the currents in tho iron upon the currents produced in tho copper circuit. Assume that the effect is a small ono, for a first approximation. Neglect it, that is, treat the currents in tho iron and tho current in tho copper as independent of each other, and then sec how each would disturb tho other.

The first approximation then is '    AL

cumbersome to be worth while solving

whence

E²

mm)-

L² +

T³ R3 4 it-

; a' =

N³+

or

A = E x 0*538.

Roughly, we may say that, in order that the current may not cease for a finite time, E must be at least double of A; A will, of course, depend upon the length of the arc. The work done in the will be proportional to tho arithmetical mean value of the current taken without regard to sign. This is, of course, quite a different thing from the mean current as measured by an electrodynamometer, Let us examine what error is caused by estimat-ting the work done in the arc as equal to the current measured by the dynamometer multiplied by the mean difference of potential.

The actual work done per second

+

A 2 it

BN T³ R'³

4 ir³

2w

T³ R'3 4 it '¹

.uc

T2R>

L² + 4 tt-

If we substitute these in the general equations as corrections, we have

N³ 4-

TR

- A--

N³ +

BN M T³ R'3 4 it '¹

T R'

-\kr

•J <0

TR *“ ct —-- —

2 it

¹⁵ 17 M

T³ R'³

N³ +

4rr³

it y

The mean square of the current, as measured by the electro-dynamometer, is

r-; to

T

(« ⁺ 2

*J A.

T_ ²/E!_2A³l+ A5T3

2 x³ d t = 2 it v ( 2    J 48 7³

and the work done by this current is apparently the square root of the above expression multiplied by A. It is easy to see that this is greater in all cases than the work done, but it is worth while to examine the extent of the error. If we treated the arc as an ordinary resistance, we should assume work per second

%V(XHf-A’²) ⁺ -

48

Taking a fairly practical case, assume A = “ E, we have actual

5

work per second

„ A² T 1

A³ m V15    .

V T 20 nCarly’

7    ’ w²

which shows that the disturbing effect of each circuit upon the other is to diminish the apparent clccro-inotivo force, but to accelerate its phase.

VI. A very similar problem is that of secondary generators or induction coils, whether used for tho conversion of high potentials to low, or the reverse. To treat it generally, taking the magnetisation of the iron cores, which are always used, as anon-linear function of the currents in the coils, would be a matter of much difficulty ; we therefore assume, as is usual, that the coefficients of induction arc constants, noting in passing that this is not strictly the fact, though it is very nearly the fact, when the cores are not saturated, and when the lines of magnetic induction pass through non-magnetic space.

Ret, then, R r be the resistances of the primary and secondary circuits, L coefficient of self-induction of the primary, N coefficient of self-induction of the secondary, M coefficient of induction of the two circuits, x and y the currents in the two circuits at time t, X the electro - motive force applied in the primary circuit by an alternate current dynamo machine or otherwise.

The equations of motion will be

L x' + M y' + R x = X \

M x' + N if + r y — O j

Various assumptions may be made as to X, but that most likely to be adopted in the practical work of secondary generators is that X is kept so adjusted that

mutual

* Paper read before tho Society of Telegraph-Engineers and Electricians on November 13th, 1884.

x — A cos. n t where n =

2 it

* Fide also “ Encyclopedia liritunuku,” article “Lighting."

C V' = x

2 it t

E sin. T -V 2

E cos.

+ R C

2 Tt

2 it

1 - C7

T-CKV)T

2

sin.

MHV)T

cos.

+ R² C²

. j .    2 it t

m ~ 8111. rp

t    2 IT

- RC T

+ R² C²

2 ir E 0

2 it t cos. -nr~

amplitude of V is therefore

V{i-ot(V)T

(¥)’

+ It² C²

(V)’

Now, supposo E = 100 volts, tho machine would light up an incandescent lamp of about 61) volts; let T = ^ second, 0 — 100 2 it y

microfarads, and =8 ohms, and R = ^ ohm, all figures

which could be practically realised, wo have amplitudes of V = 80 E roughly, or the apparent electro-motive force would bo increased eighty-fold.

Wo now return to tho principal subject of the present communication. Some attempts have been made to verify tho proposition that two alternate-current machines can be advantageously connected parallel, but, I believe, till recently, without success. I had no convenient opportunity for testing the point myself till last summer, when I had two machines of De Meritens, intended for the lighthouse of Tino,* in my hands. I havo made no determinations of the constants of these machines, but between three and four years ago I thoroughly tested a pair of similar machines now in use at a lighthouse in New South Wales.* Each machine has five rings of sixteen sections, and forty permanent magnets. The resistance of the whole machine as connected for lighthouse work—a single arc—was 0‘0313, its electro motive force —E—when ninning 830 revolutions per minute, 1)5 volts and

( T ⁼ ® ^ °hms* It was further remarked that the loss

of power was least with a maximum load, as is shown in the following table

Powerapplicd as measured in belt 3T, 4’8, 5'6, (>-5, 5'4

Electric power developed...... 07, 3*4, 4'3, 57, 3*4

Mean current in amperes...... 77, 38*6, 517, 73'6,151

This result illustrates well the conclusion arrived at in Problem V. above.

Last summer the two machines for Tino were driven from the same countershaft by link bands, at a speed of 850 to 1)00 revolutions per minute; the pulleys on the countershaft were sensibly equal in diameter, but those on the machines differed by rather more than a millimetre, one being 300, the other 209 mm. in diameter, about; thus the two machines had not, when unconnected, exactly the same speed. The pulleys have since been equalised. The bands were of course put on as slack as practicable, but no special appliance for adjusting the tightness of the bands was used. The experiment succeeded perfectly at the very first attempt. The two machines, being at rest, were coupled in series with a pilot incandescent lamp across the terminals, the two bands were then simultaneously thrown on; for some seconds the machines almost pulled up the engine. As the speed began to increase, the lamp lit up intermittently, but in a few seconds more the machines dropped into step together, and the pilot lamp lit up to full brightness and became perfectly steady and remained so. An arc lamp was then introduced, and a perfectly steady current of over 200 amperes drawn off without disturbing the harmony. The arc lamp being removed, a Siemens electro-dynamometer was introduced between the maohines, and it was found that the current passing was only 18 amperes, whereas, if the machines had been in phase to send the current in the same direction, it would havo been more than ten times as great. On throwing off the two bands simultaneously, the machines continued to run by their own momentum, with retarded velocity. It was observed that the current, instead of diminishing from diminished electro-motivo force, steadily increased to about 50 amperes, owing to the diminished electrical control between the machines, and then dropped off to zero as the machines stopped. Professor Adams will, I hope, give an account of experiments he has tried with me, and on other occasions, at the South Foreland. With De Meritens’ machines, I regard coupling two or more machines parallel as practically the best way of obtaining exceptionally great currents when required in a lighthouse for penetrating a thick atmosphere.

The Hammond Electric Engineering College.—On Wednesday evening a large number of guests visited the electrical engineering college established by the Hammond Company for training electric lighting engineers, in Red Lion-square, W.C. The visitors were much interested in what they

* The engines, dynamos, lamps, optical apparatus, and lanterns of both these lighthouses have been supplied by Messrs. Chance Bros, and Co.

saw.

exceeding of the first manner provided by the Summary Jurisdiction Acts. In any proceedings under this section, the burden of proving that the channel, drain, or other communication by which the polluting matter passes or flows into any stream, was made or opened before the fifteenth day of August one thousand eight hundred and seventy-six, shall rest with the person causing the polluting matter to pass or flow into any stream.

(9) In this Act, if not inconsistent with the context, the following terms have the meanings hereinafter respectively assigned to them—that is to say—“ Stream” includes all rivers, whether tidal or otherwise, brooks, navigable canals, lakes, and watercourses, except such parts of a tidal river as the Local Government Board may by order, published in the London Gazette, after local inquiry,

of a river. It shall

one

in one hundred thou-y weight of any metal

one

Messrs. Jabcz Jamos and Co., London, S.E. Tho Grango Iron Comi»iny, Durham. .. William and John Yates, Blackburn

Hughes and Lancaster, Choster .....

Hall and Horton, Stratford-on-Avon Olivor and Co., Chesterfield—accepted

Piercy and Co., Birmingham.......

Hartley and Co., Stoke-on-Trent.....

an

of measurement was the Baby-

(From our own Correspondent.)

THE PREVENTION OF THE POLLUTION OF RIVERS BILL.

The following is from a “Rivers Pollution Bill,” prepared and brought in by Mr. Hastings, Earl Percy, and Colonel Walrond, 13th November, 1884.

1) This Act may be cited for all purposes as the Rivers Pollution Prevention Act, 1885.

(2)    Every person who—(a) Puts or causes to be put or to fall, or permits to be put or to fall, or to be carried into any stream, so as, either singly or in combination with other similar acts of the or any other person, to interfere with its due flow, or alter its bed, or pollute its waters, any solid matter from any manufactory, manufacturing process, mine, quarry or place, where any trade, business, or occupation is carried on, or any rubbish, cinders, refuse, or waste, or any solid matter, putrid, poisonous, offensive, or injurious to animal life; (b) Puts, or causes to fall or flow, or permits to be put, or to fall or flow, or to be carried into any stream, any liquid or solid sewage matter; (c) Puts, or causes to fall or flow, or permits to be put or to fall or flow, or to be carried into any stream, any liquid containing matter poisonous, noxious, polluting, or injurious to animal life from any manufactory, manufacturing process, mine, or place where any trade, business, or occupation is carried on; shall be guilty of an offence against this Act. In proving any offence against this Act, evidence may bo given of repeated acts, which, taken together, may cause such offence, although each act, if taken by itself, may not be sufficient for that purpose. It shall be sufficient to constitute an offence against this Act to prove that the person charged with the offence has done some act or acts prohibited by this Act, although the pollution complained of may not have been entirely caused by him. Provided always, that it shall be no defence to any offence against this Act to prove that after any offence against the Act has been committed, the water of the stream is less polluted than is defined by the standards of purity hereinafter mentioned.

(3)    The county-court having jurisdiction in the place where any offence against this Act is committed may by summary order, require any person to abstain from the commission of such offence, and may insert in any order such conditions as to time, or mode, or means of prevention of the pollution, or other action in the matter, and give such directions as to carrying the said order into effect, as it may think just. The court may direct any skilled persons to report as to the best mode or means to be adopted for preventing any pollution, and may make the adoption of such mode or means by the person who has committed such offence part of its order: Provided always, that the court shall not sanction the adoption of any mode or means of action for prevention of pollution that does not reduce the polluting matter to a less extent than is defined by the standards of purity hereinafter mentioned.

(4)    If either party, in any proceedings before the county court under this Act, feel aggrieved by the decision of the court in point of law, he may appeal from that decision to the High Court of Justice and to the Court of Appeal.

(5)    It shall bo the duty of and incumbent upon the sanitary authority of the district within which any offence against the Act is alleged to be committed, on the complaint cither of any conservancy authority having jurisdiction over the stream in which such offence is alleged to be committed, to institute proceedings to restrain the commission of such offence. Proceedings may also bo instituted in respect of any offence against this Act by any person aggrieved by tho commission of sucli offence.

(61 If, in the opinion of the Local Government Board, after a local inquiry by a duly qualified inspector appointed for the purposes of this Act, it is desirable that the order of any court directing a person found guilty of an offence against the Act to use proper and sufficient modes or means for the prevention of a pollution to any stream within a limited time should be modified by allowing an extension of time, such person may, with the consent of the Local Government Board, apply to thecourtforan order allowing such extension of time, or the adoption of some other mode or means, and the court may, after hearing the evidence adduced in support of and against such application for such extension of time, or for the adoption of some other modes or means, modify any existing order accordingly.

(7)    The powers given by this Act shall not be deemed to prejudice or affoct any other rights or powers now existing or vested in aiiy person or persons by Act of Parliament, law, or custom.

(8)    Any person who causes any polluting matter to fall or flow into any stream by any channel, drain, or other communication that has been made or opened since the fifteenth day of August one thousand eight hundred and seventy-six, shall incur a penalty not exceeding fifty pounds, and a further penalty not ten pounds a day for each day, dating from the date ( conviction, such penalty to be recovered in determine on sanitary grounds not to be part also include so much of the sea as the Local Government Board may by like order, and on the like ground, declare to be part of a stream. “Standards of purity” shall mean:—(a) Any liquid which has not been subjected to perfect rest in subsidence ponds of sufficient size for a period of at least six hours, or which, having been so subjected to subsidence, contains in suspension more than part by weight of dry organic matter in one hundred thousand parts by weight of the liquid, or which, not having been so subjected to subsidence, contains, in suspension, more than three parts by weight of dry mineral matter, or one part by weight of dry organic matter in one hundred thousand parts by weight of the liquid, (b) Any liquid containing in solution more than two parts by weight of organic carbon, or *3 part by weight of organic nitrogen, in one hundred thousand parts by weight, (c) Any liquid which shall exhibit by daylight a distinct colour when a stratum of it, lin. deep, is placed in a white porcelain or earthenware vessel. (d) Any liquid which contains, in solution, i sand parts by weight, more than two parts b except calcium, magnesium, potassium, and sodium, (e) Any liquid which, in one hundred thousand parts by weight, contains, whether in solution or suspension, in chemical combination or otherwise, more than *05 part by weight of metallic arsenic. (/) Any liquid which, after acidification with sulphuric acid, contains, in one hundred thousand parts by weight, more than one part by weight of free chlorine. (<?) Any liquid which contains, in one hundred thousand parts by weight, more than one part by weight of sulphur, in the condition either of sulphuretted hydrogen or of a soluble sulphuret. (h) Any liquid possessing an acidity greater than that which is produced by adding two parts by weight of real muriatic acid to one thousand parts by weight of distilled water, (t) Any liquid possessing an alkalinity greater than that produced by adding part by weight of dry caustic soda to one thousand parts by weight of distilled water, (k) Any liquid exhibiting a film of i>etroleum or hydrocarbon oil upon its surface, or containing, in suspension, in one hundred thousand parts, more than *05 part of such oil.

(10)    For the application of this Act to Scotland further provisions are made.

(11)    For the application of the Act to Ireland other provisions are mentioned.

THE PATENT-OFFICE SURPLUS.

“ There are some statements in the report of the Commissioner of Patents for the last fiscal year that demand the careful attention of Congress and of all who take an interest in the development of inventive genius. The receipts of the Patent-office in that year were 1,145,433 dols., and the expenditures were 901,413 dols., leaving a surplus of 244,020 dols. The Patent-office is not supported by general taxation. Its maintenance is not a burden which the people bear. The receipts are paid in by inventors, and the money contributed by them in the form of fees, &c., is more than sufficient for the expenses of the office. There has been a surplus every year—only eight years excepted—since 1837. The report of the Commissioner for the calendar year ending Dec. 31st, 1883, showed that in that year the surplus had been 471,005dols., or 41 per cent, of the receipts. That report also showed that the average annual surplus for the five years ending Dec. 31st, 1883, had been 285,992 dols.

“ It was not intended that the Patent-office should be a source of revenue for use in other directions. It was to be made self-sustaining by the fees required from inventors. But it appears that the inventors of the United States, very many of whom are not overloaded with money, pay not only the expenses of the office, but from 25 to 40 per cent, in addition to those expenses, piling up a surplus that has attracted the attention of liberal-minded legislators, some of whom have proposed that it should form part of a fund to be used in educating the illiterate in the South, without showing any good reason why patentees should be taxed for that purpose.

“ Now, if the Patent-office were so well equipped that applicants could not reasonably complain of delays, the inventors might fairly ask for a reduction of fees. But it is well known that its forces are not sufficient for the work that ought to be done every year. For example, the report published a few days ago says that there were, on June 30th, 1884, awaiting action in the office, no less than 9186 applications, or 5087 more than were awaiting action on the corresponding date in 1883. The arguments in the telephone interference case closed in November, 1881, but the decision was not reached until July, 1883, and was not confirmed, on appeal, until two or three months ago. Surely, if inventors pay so much more than is required for expenses, they have a right to ask that their applications shall be promptly passed upon. That the force employed is too small, and that the salaries paid are so low that many examiners resign as soon as they have become qualified, by their experience, to serve as patent attorneys, has been shown again and again by Commissioners.

“ Because there is a large surplus it does not follow that there should be a general reduction of fees, but it does follow that inventors should be given the worth of their money, and not bo forced to submit to delays that sometimes very seriously affect the value of their inventions. It may be that more than one Government bureau can be found in which the number of clerks might be reduced without doing any harm, but in the Patent-office the number of employes should be increased, and it is folly for Congress to disregard the requests of the Commissioner and the arguments suggested by the annual surplus and by the figures which show an accumulation of untouched applications.”—N. Y. Times.

TENDERS.

DA11LASTON SEWERAGE WORKS.

Contract No. 2.—For steam engines, air compressors, Shone’s ejectors, and other machinery. Mr. E. Pritchard, engineer.

£ s. d.

.. 8500 0 0 .. 295*0 0 0 .. 2590 0 0 .. 2584 0 0 .. 2551 13 0 .. 2510 0 0 .. 2275 0 0 .. 2186 0 0

Royal Institution.—The following are the lecture arrangements before Easter, 1885 :—Six lectures (adapted to a juvenile auditory) by Professor Tyndall on the sources of electricity, on December 27, 30,1884 ; January 1, 3, 6, 8, 1885 ; five lectures by Professor H. N. Moseley on colonial animals, their structure and life histories, on Tuesdays, January 13 to February 10; four lectures by Dr. Arthur Gamgee on digestion, on Tuesdays, March 3 to 24 ; eleven lectures by Professor Dewar on the new chemistry, on Thursdays, January 15 to March 26 ; three lectures by Dr. Waldstein on Greek sculpture from Theidias to the Roman era, on Saturdays, January 17 to 31; three lectures by Mr. G. Jolmsto Stoney on the scale on which Nature works, and the character of some of her operations, on Saturdays, February 7 to 21; and five lectures by Mr. Carl Armbruster on the life, theory, and works of Richard Wagner (with illustrations, vocal and instrumental), on Saturdays, February 28 to March 28. The Friday evening meetings will begin on January 16, when Professor Tyndall will give a discourse on living contagia.

Assyrian Science.—Last Wednesday afternoon Mr. W. St. Chad Boscawen delivered one of a series of weekly lectures at the British Museum on “ Assyria ;” the attendance was large. In the course of his address the speaker drew attention to the amount of scientific knowledge possessed by the dwellers in the city of Nimrod, mentioned in the opening chapters of the Book of Genesis, d he stated that the present knowledge of the manners and customs of the people who dwelt in those cities during a period ranging from 2000 to 4000 years B.c. is considerable, even to the details of the lives of certain private persons down to their very family squabbles. As to their scientific knowledge, they had made some progress in mensuration, and they laid down plans of buildings “to scale;” their standard Ionian cubit, which they subdivided into a number of equal sections. They had a tabic of square and cube roots, they calculated by the scale of 60, and they divided the circle into 360 parts. In the earlier periods their sculpture, in which they were advanced, was more true to nature than in the later periods, when it became conventional. He should like to know what the British workman would think of the material they carved, for it was porphyry so hard that it would turn the edges of the best chisels; in all probability they used the diamond drill, as the Egyptians certainly did, and spent unlimited time over their work out of fealty to their king or reverence for their God. They worked bronze with the hammer, and they cast statues with the same alloy; one of their earliest hymns speaks of a good man shining like brass cast out of a crucible. In music, they had the harp, pipes, and cymbal. They knew the colours assumed by light; Mars was described to them as a red orb, and Mercury as a blue one; in one of their hymns a scribe speaks of the sky being as blue as the sea. They had words for the compound as well as the primary colours, including names for reddish-brown, purple and grey. Blue and purple were connected in their minds with the idea of darkness, and the same appears to have been the case with the ancient Greeks; he was not quite sure that such was the case with the latter people. The Euphrates Valley, in fact, was the cradle of civilisation ; upon its banks were city kingdoms, each city having its own king, one of whose duties it was to sit at the gate of the city to give judgment. Old commentators had found various sites for the four cities of Nimrod, varying in position from Ireland to the banks of the Ganges; but modern explorations had solved the mystery. The true site of Babylon was the only one which had been preserved by tradition; the literal interpretation of the word “ Babylon” was “The Gate of God.”

AMERICAN NOTES.

New York, November 28th.

Capitalists complain of the difficulty of finding sufficient avenues for the employment of the immense amount of idle money, and the banks are unable to effect loans in large blocks, even at nominal rates of interest. Enterprise has been checked from a variety of causes, and the Clearing-house banks are considering the wisdom of reducing rates of interest to 2 per cent. The present prospects are not encouraging. Manufacture in almost every branch is checked by decreasing demand, declining prices, and the unwillingness of middle-men to handle goods except at manufacturer’s risk. Reductions of wages are being made throughout the country, and, for the most part, with very little opposition. Manufacturers are keeping stocks well in hand ; jobbers are carrying as little as possible; retailers are purchasing only for immediate requirements. The cotton and woollen goods manufacturing establishments of New England are still threatened by lower prices, and there are no prospects of improvement until v.fter the holidays, when travelling agents will start out. The hardware trades are working about 70 per cent, of their capacity, and even this limited production is marketed with difficulty. Arrivals of iron and steel material from Liverpool are light, but the importation of metals keeps up to its regular average. To-day’s prices are: For old rails, 17 dols. to 17*50 dols.; Bessemer, 18 50 dols. to 19 dols. Tin-plate is moving freely⁷. Exports of copper are light, but there are negotiations in hand for a very large block. Dividends of some of the copper-mining companies have been passed. The production of lead and zinc has been much restricted by low prices, but it is only temporary. Steel rails in large blocks can be had, at Pennsylvania mills, at 27 dols., and sales for the past six days were between 18,000 and 20,000 tons. The demand for wire rod has fallen off, but importers expect an improvement in this line after January 1st. A good deal of capital is being attracted into the timber, coal, and iron-ore territory. The development of natural gas in Western Pennsylvania continues to attract attention, and the striking of new wells is increasing the interest of prospectors. About one-half the mills of Pittsburgh are now run with natural gas, with varying success, and the methods of applying it are being improved. A new pipe-line has been projected, about forty miles in length, to connect the Butler County natural gas territory and the Eastern Ohio mills at Youngstown, and in that region. Another line is projected, which will require about 10,000 tons of pipe, for which contracts have been placed. One manufacturer of Pittsburgh has struck two wells, which will effect a saving of 25,000 dols. per annum in his mills.

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

(From our own Correspondent.)

The contracts of the mill and forge proprietors do not, in tho majority of cases, extend over this year, but good hopes aro entertained that in January and February shinping orders will increase, more particularly on behalf of India and Australia. Tho export orders now being cleared off are on account of the colonies and South America. Enquiries are to hand, through merchants, on account of certain of the European markets, Southern Russia and Spain being somewhat prominent. Export as well as home orders are, however, less brisk at date than in November.

On ’Change to-day in Birmingham, and yesterday in Wolverhampton, masters reported that the ironworkers were anxious to make every hour that was possible during the next fortnight, so as to get a good Christmas pay, but the orders on the books would not generally allow of full employment. At mills and forges, however, where there is still pretty much work in hand, the managers have permission to, as far as possible, meet the men’s wishes.

Sheets of all classes continue to lead the output, and second and third-class quality bars come next in order. Hoops and strips keep very tame, and in tire and shoe iron there is not much briskness. Nail rods are in moderate call, but wire rods have again fallen dull. Makers of girder iron reported to-day tho receipt of better inquiries on Government account.

Unmarked iron was cheaper than it has been for several years past, but ironworkers' wages being now fixed for at least two months longer at the old rate, it is taken for granted that prices will not go lower. In comparison with tho realised prices of iron, wages are higher at dato than they have ruled for some time. Common bars were to be had at slightly under £5 12s. 6d. per ton, while ordinary bars were £6, and second quality, £6 10s.

Gas and nail strip sold on ’Change at £5 17s. lid. easy. Hoops were to be bought from a few makers at £6 at works, though for better qualities £6 5s. to £0 10s. was demanded.

The firms who stand out for the £7 10s. quotation for marked bars have become very few. The New British Iron Company, how ever, prides itself as forming one of this number, and the quotations for bars are as follows:—Best Corngreaves, £6 10s.; Lion, £7 10s.; best Lion, £9; best best scrap Lion, £10; best best best Lion, £11; best charcoal, £11 10s.; best Comgreaves plating, £7; Lion plating, £8; best Lion plating, £9 10s.; best Lion turning, £11; best Lion rivet, £9; best best Lion rivet, £10; best Lion chain, £9; best best Lion chain, £10; best Corngreaves horseshoe, £6 10s.; and Lion horseshoe, £7 10s.

The quotations for slit rods of the same firm are: Best Corngreaves rods, £6 5s.: C.G.C., £7; Lion, £7 10s.; best Lion, £9; best charcoal, £11 10s.; steel, £8; best Corngreaves slit horseshoe, £6 10s.; Lion slit horseshoe, £7 10s,; and best Lion, £9. Hoops and strips from 15 to 19 b.g.: Best Corngreaves, £7; Lion, £8 • best Lion, £9 10s.; best charcoal, £12; and steel, £8 10s.

For best stamping and working-up sheets inquiries continue to reach the works on an active scale, and prices are firmer in this branch than in any other of the finished iron departments, upon the basis of £11 to £13 per ton, according to quality. Ordinarv sheets for galvanising are £7 for singles, £7 10s. for doubles, anil £8 10s. for lattens. Occasionally 2s. fid. per ton more is obtained.

The probabilities point to a better demand next quarter for native pig iron of a second and third-class sort, and makers are preparing to meet it. I hear of five furnaces which arc likely to be re-started early in the new year on pigs of this grade. An increase in the thirty-seven furnaces now under blast in the district will certainly be very welcome, and as stocks in makers’ hands are light, it is not assumed that there will be any difficulty in selling the increased make. Prices of second-class pigs are nearly 2s. 6d. lower than in September, and rates of forge iron are also lower. All-mine cold blast iron is 80s. nominal, hot blast is 55s. to 60s., part mine pigs 42s. to 45s., and cinder pigs 35s. to 37s. (Id.

The coal trade is unusually dull for this time of the year, and prices neither of domestic nor manufacturing sorts are likely to see any advance this winter unless very severe weather should set in.

In accordance with the agreement last week of both sides of the Iron Trade Wages Board, Alderman Avery, the president, has made his award, decreeing that puddlers’ wages should be 7s. 3d. per ton, and millmen’s wages in proportion. The masters’ stipulation, that the award shall be without prejudice, is clearly stated and four weeks’ notice can be given by either side when either desire any alteration.

The arbitrators under the South Staffordshire Mines Drainage Acts have now issued their draft award for a mines drainage rate in the Old Hill district in the ensuing year. The exemptions and graduations promised in some of the cases by the arbitrators at the recent hearing of appeals are duly allowed.

One of the members of the South Staffordshire coal trade_Mr

Richard Mason, of Dudley, died suddenly on Wednesday, at the age of 64. The deceased was a member of the Board of Mines Drainage Commissioners, and a year or two ago he put down valuable pumping plant in the Tipton district at his own cost.

456

THE ENGINEER.

Dec. 12, 1884.

Constructive engineers announce the receipt of promising enquiries for contracts to be distributed next year for railway bridges and shedding for various home and foreign markets. At present certain of the bridge-building and iron roofing firms have a good amount of work in hand, the execution of contracts for the colonies, Japan, and other markets being pushed forward.

Some hardware manufacturers have still a fair sprinkling of unexecuted orders on their books. The requirements of Australia and New Zealand continue to furnish considerable employment, and some firms have for two or three months past been making seven and a-half days a week on colonial account. But the dulness at the Cape is unrelieved. The trade depression in the United States and Canada reflects itself in the class of orders arriving from those markets; yet the North-west still looks promising.

Anvil and vice manufacturers are not busy. Indeed, some of them have very little work to do. The orders from the United States and Canada are restricted, and the Australian and New Zealand demand is not up to the average. Some orders are being executed for Northern Europe, but they are not large. The depression in the engineering trades at home militates against a brisk demand on English account.

The Birmingham Trades and Labour Council have appointed a committee to make inquiries as to the wording of the trust deed of Mason’s College, and to report to a future meeting. They have decided upon this course owing to assertions having been made that the intention of the founder, Sir Josiah Mason, was not being carried out, and that “ if the working classes did not keep their eyes open, the timo would come when the institution would be beyond their reach.”

The proposal of the Aston Local Board to purchase so much of the gas undertaking from the Corporation of Birmingham as is contained in their district has not, upon a poll being taken, met with the approval of the ratepayers.

The new circular issued by the Home Secretary relative to the storing of gunpowder and other explosives is not benignantly regarded by North Staffordshire colliery owners. At a meeting of the Mining Institute held at Stoke-on-Trent this week, it was asserted by the president that the cost of guarding a solitary store containing about one hundredweight of powder would be as much as £100 a year. This statement was supported by the other members. A resolution was passed expressing the opinion that if the regulations were enforced the increased expenses should be taken out of the public rates.

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

only in exceptional cases where they are being kept on full time. At many of the collieries there is a large quantity of coal lying under load, and this has frequently to be forced upon the market for prompt sale at considerably under quoted rates. The result is that the actual selling prices in the market are very irregular, and generally there is a tendency towards weakness, although the nominal list rates are not quoted any lower. Engine classes of fuel, with the exception of best slack, also continue plentiful in the market. At the pit mouth the average prices are about as under : —Best coal, 9s. to 9s. 6d.; seconds, 7s. to 7s. 6d.; common, 5s. 6d. to 6s.; burgy, 4s. 6d. to 5s.; best slack, 4s. to 4s. 3d., with common sorts to be got at from 2s. 9d. to 3s. per ton.

Here and there collieries are being kept fairly busy with orders for shipment, but there is no general activity in the shipping trade. For good qualities of steam coal delivered at the high-level, Liverpool, or the Garston Docks, 7s. 6d. per ton is being got, but there is common coal offering at a lower figure than this.

The arrangements for establishing a sliding scale for regulating miners’wages in the West Lancashire district appear to be making satisfactory progress, and it is hoped that before the close of the year some definite agreement with regard to the matter will have been come to.

Barrow.—Business in connection with the Lancashire hematite pig iron trade, I have to report, is rather quieting down preparatory to the Christmas holidays. The markets are but thinly attended, and the new business offered is inconsiderable and inex-tensive, and is not adequately replacing the orders worked off. Certainly, as compared with six months ago, works are more actively employed, but although this is the case, business is in an unsatisfactory condition. There is one favourable point to notice in connection with trade, and that is, that prices are more in makers’ favour. Consumers have, as I have stated, been holding back and purchasing for immediate requirements, their stocks falling low, orders of slightly greater magnitude were placed, giving a spurt to trade and perhaps having the effect of advancing prices; whether this improvement will be maintained it is difficult to say. I notice at this week’s markets that makers are taking a firm stand, and will not accept contracts for forward delivery at lower rates than those now ruling, indeed they are asking at least 6d. advance per ton. Mixed Bessemer samples are quoted at from 45s. to 46s. per ton; and No. 3 samples 43s. to 44s. per ton net at works. The output is not increased. Little new business of extent is being booked by steel makers, and there are at present few signs of any revival occurring. Prices for ordinary sections of rails are unchanged. Hoops and wire are in active demand, but engineers, boiler makers, anu other departments are quiet. Shipbuilders are busier, and expect to be more so in the spring. Coal and coke steady. Iron ore dull at low rates. Shipping inactive.

wages should remain as at present, viz., puddlers, 7s. 3d. per ton, there is no probability of any dispute this Christmas. The South Staffordshire Iron Trade Wages Board is an institution which might very fitly be extended to other industries, and more particularly to coal; 7s. 3d. is 3d. beyond the 6d. hitherto regarded the amount received in excess of the northern districts.

I hear that the Manchester, Sheffield, and Lincolnshire Railway Company intends to expend some £20,000 in altering and improving the Victoria Station at Sheffield.

THE NORTH OF ENGLAND.

as

Manchester.—Signs of the approaching close of the year are making themselves apparent, and there is the usual tendency to taper off in tho weight of business doing, with an unusually early countermanding of deliveries on the part of consumers in anticipation of the stoppage of works. The dull period, so far as trade is concerned, immediately preceding the holidays, may now be considered to have fairly set in, and until the New Year is well turned only a very slow hand-to-mouth business can be looked forward to, with tho possibility of a little giving way in prices when needy holders of iron are anxious to effect sales for prompt delivery.

There was an exceedingly quiet market at Manchester on day, the only noticeable feature being a moderate amount of buying in hematites, which, owing to tolerably large purchases recently for the Sheffield district, exhibited a slight upward cncy in price. For good ordinary foundry brands delivered into tho Manchester district, about 53s. fid. to 54s. per ton, less 2h per cent., was got on sales made on Tuesday, and for some special brands as much as 55s., less 2J per cent.

For pig iron thore was little or no inquiry, except for delivery well over next year, for which, however, buyers are not disposed to pay more than present low rates. For prompt sales prices in somo cases were, if anything, rather easier, but on the general quoted rates there was no very material change. For Lancashire pig iron delivered equal to Manchester quotations remain at 41s. to 41s. fid., less 2J, and at these figures local makers are firm. In district brands, however, there are some very low prices ruling.

Buyers are apparently endeavouring to bring forge Lincolnshire down to about 40s., less 2^ delivered here, and there aro sellers at as low as 40s. 6d.; with foundry to be got at 41s. fid., although

some of the makers still hold for Is. per ton above these figures, jdates for the Imperieusc, Warspite, and Collingwood, which The business doing in outside brands has been extremely small, building at Portsmouth, Chatham, and Pembroke respectively, are with the quoted prices for Scotch and Middlesbrough delivered all but completed; those for the Howe, building at Pembroke, the here generally unchanged, but in some cases iron that was bought Camperdown, at Portsmouth, and the Benbow, Thames Iron at the recent advance is offering at a shade less for prompt Company, are in a forward state; while the plating for other three delivery.    ships—the Hero and Rodney, both building at Chatham, and the

In the manufactured iron trade business continues very slow, Anson, at Pembroke—is in hand, the latter being the ships most and many of the makers have difficulty in keeping their works recently laid on. With the new vessels to be commenced by the going. lor good qualities of Lancashire and North Staffordshire Admiralty to strengthen our fleet, the prospects of the armour-plate bars delivered here £5 12s. (id. is still quoted by the leading makers appear exceptionally bright for 1885.

makers, but where offers were made £5 10s. is being taken pretty The telephone continues to make progress in this district. I freely for local, and £5 11s. 3d. for North Staffordshire makes; understand the New Year will see the opening of the first suburban with local made hoops averaging £6, and sheets about £7 per ton call office at Stocksbridge, connecting on the way Wadsley Bridge, delivered here.    Oughtibridge, and Deepcar. Afterwards, Wortley, Thurgoland,

The condition of the engineering trades remains much the same. Oxspring, and Penistone, will be connected. These offices will be Locomotive builders are still well supplied with work, and railway available to subscribers to communicate to each other and to carriage building continues fairly active, but in railway wagons Sheffield free of charge, and to the public at a charge of 3d. per there is not much doing. Tool makers are kept moderately em- message. These districts, which are from four to sixteen miles off, ployed, but new orders come forward only slowly, and are com- will greatly benefit by the extension of telephone facilities in call-peted for at low prices. The report for last month issued by ing for aid in cases of fire, illness, accidents, &c. Messrs. Tasker, the secretary of the Steam Engine Makers’ Society expresses Sons, and Co., the well-known electricians of Angel-street, are the regret that the returns show no improvement as to employ- managers.

inent. A ery few branches speak hopefully of the future, and The Sheffield Gas Company has now over 900 gas stoves on hire although the number of unemployed shows only a very slight in various parts of the town. This is the result of a gas-stove increase as compared with the previous month, it was con- exhibition which was held last year, when the advantages of gas siderably more than at the commencement of the year. The for cooking purposes were illustrated on an extensive scale, chief depression continues in the centres dependent upon The official returns of exports for November still show a down-inarine engine work, and seemed to be even worse than last ward tendency. In November, 1882, we exported to all markets a reported, whilst stationary and millwright works still report only value in hardware and cutlery of £340,200; in November, 1883, a moderate weight of work to hand. The average of members in £317,013; and last month only £247,930. The decreasing markets receipt of out-of-work support throughout the country is about are Russia, Holland, France, Spain and Canaries, the United 31 per cent,, but in the Lancashire districts, with the exception of States, Foreign West Indies, Brazil, Argentine Republic, British IV igan and tho shipbuilding centres on the Mersey, and at Barrow, North America, British Possessions in South Africa, British East employment would appear to be better than in other parts of the Indies, Australasia. The only increasing market is Germany, country generally, and the number of unemployed does not exceed which has taken £2000 more than in the corresponding month of about 24 per cent. The chief weight of unemployed is in the 1883. British East Indies has fallen from £33,654 to £20,921; London district and along the north-east coast.    British North America from £12,708 to £6786 ; United States,

The engine works at Guide Bridge, formerly carried on by from £29,830 to £20,601; France, from £17,196 to £12,563.

Messrs. Martin and Smcthurst, but which for a number of years Steel rails are even worse, the value last month being only have been partially closed, have recently been re-started by Messrs. £193,512, as compared with £321,427 for November, 1883. Sweden Scott and Hodgson, and I understand that a fair amount of work and Norway have fallen from £4070 to £232; Italy, from £10,450 to is already in hand. Mr. Hodgson, I may add, was previously chief £517; United States, from £36,312 to £6043; Mexico, from £12,366 engineer to the Mutual Boiler Insurance Company.    to £1!—it would be interesting to know what this one rail was

A new safety valve, patented by Messrs. Foster and Budenberg, has for, and who sent it—Brazil, from £32,841 to £8471; British North just been brought out by Messrs. Schaeffer and Rudenberg, of Man- America, from £32,357 to £11,240; British Possesssions in South Chester. The two principal points in this are the application of an Africa, from £21,302 to £0; British East Indies, from £63,543 to upper safety valve, placed upon a lower safety valve, which hasaflange £37,103. This is a deplorable result, and against it, on the other or flat surface; and the upper part of the lower valve constructed side, can only be placed: Egypt, £1028—none in November, 1883; in such a manner that the steam, which blows off without obstruc- Chili, £3067—none in November, 1883; Peru advanced from £328 tion below or on the lower side of the upper valve, passes so near to £2763, and Australasia from £52,736 to £56,366. the upper surface of the lower valve that it sweeps off a consider- In steel, unwrought, the value of exports in November last able portion of the outside atmosphere. The upper valve is in the reached £86,446, as compared with £106,606 for November, 1883, shape of an inverted cup, and is seated upon a movable seat, which while the imports of steel for the same period advanced from constitutes the lower valve, and which rests upon an ordinary fixed £4551 to £11,450, i.c., we have supplied £20,000 less, and valve seat. This valve, from its upper extremities, carries a short received £7000 more from foreign sources. A good deal of this is tube, surmounted by a flange, and the internal portion or tube is Swedish Bessemer, which, it is stated, is freely sold by some arranged to be as approximately parallel with the passage of the manufacturers as cast steel. The foreign manufacturers appear to blow-off steam that, as already stated, the atmospheric pressure is be increasing their trade by “ leaps and bounds;” even bigger awaJ f¹'⁰™ the upper surface.    “ leaps and bounds ” than our decreases, which is saying a great

The coal trado of this district is in a generally very depressed deal, condition for the time of the year. A large proportion of the pits South Staffordshire rules Yorkshire and Lancashire in the iron are not working more than three to four days a week, and it is trade, and as the arbitrator—Alderman Avery—has decided that

THE SHEFFIELD DISTRICT.

Tucs-

made

tend-

(From our own Correspondent.)

November appears to have been a dull month in the steam coal trade of South Yorkshire. The official returns show the tonnage to have been 108,896, or a falling off of nearly 7000 tons as compared with November of 1883. The leading South Yorkshire firms show a decline, three of them to the extent of 5654 tons. Tho tonnage forwarded from January to November of the present year was 1,210,736, against 1,247,732 tons in the corresponding period of 1883. A serious decline is shown in the exports for last month, only 45,728 tons being exported, of which France took 13,410 tons. In November, 1883, 62,109 tons were exported. Denaby Main sent last month 12,336, less by 3520 tons than last year; Elsecar, 5656, against 5856 tons last year; Manvers Main, 5272, against 4856 ; Thrybergh Hall, 4048, against 4544.; Wharn-cliffe Silkstone, 3888, against 5056; Houghton Main, 1896, against 3952; Kilnhurst, 1800, against 1528; Lundhill, 1520, against 1664; Roundwood, 2956, against 1576; Wath Main, 1800, against 1760; Monk Bretton, 1096, against 1288; Monckton Main, 1048, against 768; Corton Wood, 1712, against 2048.

In expectation of important orders for armour-plates being received by the two Sheffield companies, Messrs. John Brown and Co. and Messrs. Charles Cammell and Co., the shares in these establishments have gone up sharply since my last. Though the Italian order has not yet been heard of for Sheffield, there is no lack of work, both for our own and other Governments. The

are

(From, our own Correspondent.)

Very little business has been done in Cleveland pig iron during the past week, and it is scarcely likely that there will be any increase until after the holidays. The ironmasters’ returns for November, showing, as they do, a falling off in exports and an increase in stocks, have had little, if any, effect on prices. At the held at Middlesbrough endeavoured to force down prices, but their holdings are small, and producers are pretty well supplied with orders for the present. Consequently, the rates which ruled last week were fairly maintained. Makers are not accepting less than 36s. 3d. per ton for No. 3 g.m.b. for prompt delivery, and for forward they ask 3d. to fid. per ton more. They are not anxious to commit themselves far into the future, however, as they hope to do better when the shipping season re-commences. Forge iron is still 34s. fid. per ton, but the demand is less than it was.

Messrs. Connal and Co.’s stock of Cleveland pig iron at Middlesbrough amounted to 52,659 tons on Monday last, being less than a week previously by 155 tons. At Glasgow the stock is 579,704 tons, or 91 tons more than when last reported.

Shipments from the Tees are proceeding somewhat more briskly this month than in the early part of November, being 19,841 tons up to Monday night, as compared with 18,125 tons for the corresponding portion of November.

There is no alteration in the finished iron trade. Inquiries are fairly numerous, and prices are the same as have ruled time past. Now that the wages of ironworkers are determined for some time to come, and consumers see that there is no chance of lower prices, they will no doubt give out their orders more freely. So far as volume of production is concerned, there ought now to be a decided improvement.

According to the returns issued by the Ironmasters’ Association for November, the make of pig iron of all kinds amounted to 198,679 tons, being 2408 tons less than in October. The stock accumulated in the whole district was 301,553 tons, being an increase of 13,572 tons. Shipments were 11,682 tons less than during the preceding month.

Notice has been received by the secretary of the Boilermakers’ and Iron Shipbuilders’ Union that the employer shipbuilders of Stockton and Hartlepool claim a reduction of wages of 7| per cent, on previous rates, to come into operation on and after January 1st next. Messrs. Turnbull and Sons, of Whitby, will await the result of this notice, and will make a similar reduction if it should be accepted elsewhere. Messrs. Dixon and Co., of Middlesbrough, being outside the Employers’ Association, will act independently. A similar notice has been given to their men by the Sunderland shipbuilders.

On the other hand, there are certain signs of returning activity in the shipyards, and these would undoubtedly be substantially increased if wages were lowered. Messrs. Dixon, of Middlesbrough, have received an order for a new ship to bo built of Cleveland steel. They also hope to for by the British Admiralty.

At Sunderland the number of steamers laid up idle appears to be rapidly diminishing. In March last there were twenty-fivo inoperative, in April twenty-eight, and in July thirty-one; but the demand has so far improved that now only fifteen remain. At West Hartlepool three months since there were thirty laid up, now there are none. At Whitby a similar gradual absorption of idle tonnage has taken place.

To rebuild the bridge uniting the counties of York and Durham, at Stockton-on-Tees, seemed, when the enterprise was first projected, to be a very simple and straightforward business. Mr. Harrison Haytcr and Mr. Neat were employed to make the design and superintend its execution. A three-span iron bridge, costing about £40,000, was finally approved, the contracts were let, and considerable progress was achieved. Foundations had to be made at four places, viz., at the south bank, at the north bank, and at two intermediate places in the bed of the river. At tho south bank no difficulty was experienced. At the two intermediate places, where iron cylinders were sunk to carry the piers, the work proceeded satisfactorily ; but at the north bank a serious difficulty arose, and has not yet been overcome. The sections of the river bed in the vicinity of the new bridge, and having regard to which it was designed, were derived from the engineering department of the Tees Conservancy Commission, who are one of the public bodies contributing to the cost. Since they were furnished and acted upon they appear to have become incorrect, and that by reason of certain operations executed by order of tho Commission itself. Situated on the south bank of the river, some 300 yards below the bridge, is a large flour mill belonging to Mr. R. H. Appleton, with a wharf attached, at which grain vessels are wont to discharge. In order to increase the depth of water at this wharf the steam-dredgers of the Commission have lately been actively at work. But it has gradually become apparent that fast as they removed deposit from the bed of the river opposite to the corn mill, so fast did the cavity thus created silt up again with material from the vicinity of the bridge above. To use Torricelli’s classical words, “ Nature abhorred a vacuum,” and levelled down from above. Consequently the soil which was shown by the plans to exist at a certain level at the north bank has now disappeared, and the design approved for the foundation at that part is no longer applicable. Much soil has also disappeared from the river bed in the neighbourhood of the intermediate pier foundations, which will necessitate sinking the cylinders intended for them much deeper than was originally anticipated. To get over the difficulty at the north end, it is now proposed to substitute a group of cylinders for the system of piling previously intended, and in all probability this course will in the end be adopted.

But the cost of the new structure will thereby be increased 75 per cent. Instead of £40,000 something like £70,000 will be needed, and the delicate question, Who is to pay the difference? has naturally arisen. The contributions of the two counties, as determined at their respective quarter sessions, has already been irrevocably fixed. So has that of the Tees Conservancy Commission; and as matters now stand, the towns of Stockton and South Stockton will have to bear the additional burden between them. But against this they naturally rebel. The Tees Conservancy Commission is responsible, they say, for the difficulty, and if it does not pay for its own misdeeds, it should at all events contribute proportionately with the two innocent towns concerned.

There seems much reason in this view; nevertheless, a majority of the town councillors of Middlesbrough seem to entertain a different one. They have the right of electing two commissioners annually, and have just exercised that right. One of their representatives hitherto was Mr. Isaac Wilson, M.P.,

Mr. Wm. Fallows. The latter being interviewed, adopted the popular attitude of repudiating liability, and was re-elected. The former would not commit himself; consequently, although a member of the Commission from its commencement thirty years ago, and although he had acted as chairman for two-thirds of that time, and knew more about its history and operations than any man living, he was deliberately turned out, and his place supplied by one of his chief opponents. The Middlesbrough payers of dues, who, as such, elect two members to the Commission, strongly resented this action of the Town Council, and taking advantage of the opportune resignation of one of their representatives, they

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(From our own Correspondent.)

There lias been less activity in the Glasgow iron market this week, due partly to the unfavourable Board of Trade returns, but more particularly to the very contracted demand for pig iron, and the smallness of the shipments. The latter have not been so low for a very long time. For the past week they amounted to only 4722 tons, as compared with (J;>40 tons in the preceding week, and 8274 tons in the corresponding week of last year. The week’s imports of Cleveland pig iron into Scotland were 10,154 tons, so that we are receiving at present from England more than double the quantity of iron that is being sent out of the country. The values of both warrants and maker’s

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THE PATENT JOURNAL.

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immediately elected Mr. Wilson without a contest. A week, however, was lost, and according to the Act, a chairman had to be chosen before Mr. Wilson could take his seat. Sir J. W. Pease elected to the office, and, in all probability, Mr. Wilson will be made his deputy. All this shows how much feeling may arise, and what unjust sentences may be passed and acted on, and that without waiting for a fair hearing, when strong partisans, whose pockets are affected, are at once accusers, jury, judges, and executioners.

But while the Tees Conservancy Commission may fairly be expected to contribute something towards the excess of expenditure now required, they cannot equitably be asked to pay the whole; for dredging operations may, and will certainly, be required in future, at various points above and below bridge. One of the objects sought to be secured by the new, in preference to the old structure, is a diminished obstruction to the tide and to ships passing to the higher reaches of the river. Surely, then, new wharfs will be made, and existing ones rendered available for larger vessels. This points to future dredging operations, and these ought not to affect the stability of the bridge. A new bridge which would be endangered by dredging opposite the neighbouring wharfs, would certainly not be satisfactory. It is therefore better, for all parties concerned, that the danger from scouring should have been discovered now, before the foundations are complete, than afterwards, when the superstructure is added. Now it only results in a certain increase of expenditure, which ought to have been templated at the first; then, it might in the destruction of the entire fabric.

NOTES FROM SCOTLAND.

iron, especially the latter, have been declining. \\ ith so little inquiry for pigs, it to bo expected that the weekly decrease of stocks would cease, and this is wliat has now occurred. It is highly probable that considerable additions are now being made to the stocks in makers’ private, yards. Two or three weeks hence the makers’ annual returns will show precisely how this matter stands. There are now ninety-three furnaces in blast, as compared with 103 at the corresponding date in 1883.

Business was done in the warrant market Friday down to 42s. 7£d. cash. On Monday forenoon transactions occurred at 42s. 6d. to 42s. 4Jd. cftsli, and 42s. (id., 42s. 9d., and again 42s. Gd.

month. Tuesday’s business was at 42s. 5d. to 42s. 7Ad. cash, and 42s. 7d. to 42s. !id. month. On "Wednesday transactions took place ut42s. 7d. to42s. 2d. cash, and to-day—Thursday— the market was very quiet at 42s. 3d. to 42s. 4d., closing dull at 42s. 2d. cash.

Not a little surprise was caused a few days ago by the intimation that Messrs. William Baird and Co. had reduced their Gartsherrie and other brands by 2s. Gd. a ton. The explanation given is that the trade being at present so depressed, it was found that the rates could not be maintained, and that to effect sales a substantial reduction would have to be made. The other ironmasters have followed the example thus set, and the quotations are therefore reduced this week all round. Free on board at Glasgow, Gartsherrie, No. 1, is quoted at 52s. 9d.; No. 3,47s. 9d.; Colt-ness, 57s. and 52s. Gd.; Langloan, 57s. Gd. and 52s. Gd.; Summerlee, 53s. Gd. and47s. 3d.; Calder, 53s. Gd. and 48s.; Carnbroe, 50s. and 47s.; Clyde, 47s. Gd. and 44s.; Monkland, 44s. and 41s. 3d ; Quarter, 43s. and 41s.; Govan, at Broomielaw, 43s. and 41s. 3d.; Shotts, at Leith, 54s. and 52s. Gd.; Carron, at Grangemouth, 49s. Gd. (specially selected, 54s.) and 48s. Gd.; Kinneil, at Bo’ness, 45s. and 44s.; Glengarnock, at Ardrossan, 50s. and 43s. 3d.; Eglinton, 44s. and 41s. 3d.; Dalmellington, 48s. Gd. and 44s. 6d.

There have been fair shipments of iron manufactures from the Clyde in the past week, indicating that the larger foundries and general engineering establishments are still turning out a large amount of work.

In the coal trade there is a fair business passing. The demand for household sorts is rather more active than it was last week. At the Glasgow general terminus a large quantity of coals were despatched, and 9091 tons were shipped at the Queen’s Dock, 67G5 tons at Ayr, 6561 at Troon, 10,713 at Grangemouth, 969 at Irvine, and 804 at Greenock. Sales of extra large quantities have been made at a slight reduction, but the coal-masters and merchants still nominally adhere to the rates that have been current for the last four or five weeks.

The miners are working steadily in all districts in view of the New Year holidays.

During the past eleven months of the year 829,300 lb. of gunpowder were shipped at Glasgow, as compared with 1,150,050 in the corresponding period of last year.

WALES & ADJOINING COUNTIES

(From our own Correspondent.)

Thu coal trade during the past week has been far from buoyant. In the districts bordering upon Newport the spectacle of empty trucks at sidings waiting orders has not been a pleasant one, and in the Rhondda and ironworks districts the tale of no work, day after day, has been most distressing. Part of this is due to the boisterous weather, which has had a prejudicial effect on the shipping interests; but apart from this the coal trade is not good, and new business is coming to hand more tardily than could be desired. One good feature is that prices are maintained, and are firm. I attribute part of present stagnation to financiers.

New contracts are on the eve of being placed, and it is a matter of great consideration whether these shall be placed on a falling or rising market. That our coalowners are sanguine as to future business can easily be seen by the new projections and sinkings.

I hear that the Cardiff Rhondda Company proposes to sink a couple of pits on Lord Tredegar’s land at Ynysybwl. The aim will be to work the minerals under Coedpenmain Common. New coal properties are now scarcities in the market, but one large one, extending from Pentyrch to Caerphilly, still remains on hand. The venture is a large one, and will require considerable capital. An instance of the precariousness of large coal properties is seen at Harris’s Deep Navigation. The outlay here has been great, and is still excessive, but the area is immense, and some day there must be an enormous return.

In the late gales a Cardiff coal steamer for St. Nazaire, one of Gueret’s fleet, went down with all hands and 1100 tons of coal.

Local efforts are being made to improve the Cardiff port in getting notices posted of the state of weather fifty or sixty miles out, and of posting details of vessels out in channel on a slate, the same as at Liverpool.

It has been decided to start the steel works at Cyfarthfa in January. Messrs. Crawshay have now an important colliery at Pontypridd, which was bought to supply the works with the needed quality of coal, and I am glad to state that this coal—No. 3—in excellent condition and thickness, was struck last week. A sample truck the day after was sent up to the works.

The improvements at Dowlais continue, and a new lathe is in progress of erection. The plant at Cyfarthfa and a few other steel works is of such excellence that it will not do for Dowlais to he behind in the race, especially now, when scientific appliances and highest engineering form the first matters of consideration in the make of steel, and simple labour is secondary.

The tin-plate workers arc holding meetings to get up funds to clear off their debts. The trade is not buoyant, and prices are by no means firm, or so good as the chief brands deserve. There is no improvement in any branch, iron, steel, or tinplate, and unless a change sets in there must be restrictions of make and mills put on stop.

Mr. W. P. Lewis has given a scholarship of £33 per annum open to working colliers, and to be competed for in April next before the examiners of the Cardiff College. This is bringing the educational movement to a business issue, and will, I hope, lead to vigorous competition.

The South Wales Miners’ Provident Fund lias done good work, and is steadily increasing its numbers and funds. At its last meeting held a few days ago the report was a gratifying one. A meeting of the secretary and some of the committee has taken place at Tredegar, in order to take initiatory steps towards getting a branch there. The Pochin affair has been a grave lesson to colliers. They see that the public are slow to respond, and that a self-help institution amongst themselves, aided by the coalowners, is the only reliable one.

The authorities at Tredegar do not accept the theory of shot firing as the cause of the Pochin explosion.

I see that the Middle Amman Colliery was not sold at the late public sale, but probably may be by private treaty. The figure is about £0000.

The construction of the Swallow, a large, heavily-armed composite gun vessel, of type, has been commenced on the building slip at Sheerness Dockyard.

Overhead Wires.—Sir Charles Dilke attended Tuesday’s meeting of the Chelsea Vestry, of which he is a member, and authorised a statement to be made with reference to overhead wires. The vestry of St. George’s (Hanover-square) bad addressed to the Local Government Board a memorial urging that Board to bring the erection and maintenance of overhead wires under due control by some adequate local authority, and expressed the hope that Chelsea would concur with them in the matter and adopt a similar course. Sir Charles gave the Hon. Conrad Dillon permission to mention “ that the Local Government Board were pledged to move for a Committee on the subject of overhead wires, and it was hoped that on the report of that Committee a Bill would be brought in by the Government early next session.

The Population of St. Petersburg.—According to the returns of the last census the population of St. Petersburg was, at the accession of the present Czar, 862,000, showing an increase of 25 per cent, in 15 years, as in 18GG there were 606,000 inhabitants. Out of this total, only 253,000 of the inhabitants were natives of St. Petersburg, while the proportion of males to females was 122 to 100. The fact that in some years the mortality among infants under two years of age is as much as 75 per cent, will account for there being so comparatively few young children among the population, of which 40 per cent, is between the ages of 16 and 30. Classified according to religion, 85 per cent, of the population belongs to the Greek Church; but there are 17,000 Israelites, despite the law which prohibits their residing in St. Petersburg, and 3000 Tartars belonging to the Mahomedan faith. The population, classed by professions, comprises 3714 officers and 30,000 soldiers ; 3000 artists and actors, 400 men of letters, 6000 medical 9000 professors and teachers (of whom 5000 are women), 320 magistrates, 850 lawyers, and 4300 persons employed in the police force. There are 12,000 persons employed in the Government offices, of which the Ministry of War alone has 1700, while there are nearly 5000 compositors and printers. There are 11,000 drivers of public carriages, 6500 van drivers, and 5900 innkeepers. There are 2000 priests and clergymen, 8000 hospital patients, and 2800 men and women in prison, and 60,000 families get their living out of trade. There are only 11,000 heads of families with independent means, and upon the other hand there are 14,000 beggars (of whom 11,000 are women and girls), 234,000 working men of all kinds, and 135,000 domestic servants.

Condensed. Jrom the Journal of the Commissioners of Patents.

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

Applications for Letters Patent.

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

2nd December, 1884.

15.820.    Steam Engines, H. W. Pendred, Kilkenny.

15.821.    Coke Ovens, J. McCulloch, Glasgow.

15.822.    Boats, &c., A. Taylor, Manchester.

15.823.    Governing Engines, 2ic., of Boats, A. Taylor, Manchester.

15.824.    Preventing Sea-sickness, W. Dodshon, London.

15.825.    Making Turn-buttons for Doors, J. Walker, Birmingham.

15,820. Wrenches and Spanners, F. and J. Brindle, Accrington.

15.827.    Steeping, &c., Hides, C. L. Royer, Halifax.

15.828.    Stoppers for Bottles, P. Fagan, Sheffield.

15.829.    Lamps, G. and G. Roby, Wigan.

15.830.    Sewing Machines, H. J. Allison.—(IV. 11. Somers, U.S.)

16.831.    Apparatus for Electric Lighting, R. H. C. Nevile, Grantham.

15.832.    Machinery for Grinding Rollers, J. S. Dronsfield, Manchester.

15.833.    Sf.lk-cockino Firino Apparatus, G. Quick, Chipping Campden.

15.834.    Preparing Wool for Combing, P. O’Hara, London.

16.835.    Stopperinq Bottles, T. McDonald, London. 15,830. Decorticating Jute, 4:c , S. Pitt.— (G. Gibson,

U.S.)

15,837. Driving Straps, W., J., and J. E. Sutcliffe, London.

15,83s. Cheques, J. Lewis and T. M. E. Atlee, Birmingham.

16.839.    Sewing Machines, G. Browning Glasgow.

16.840.    Public Advertising, J. Halley, Loudon.

15.841.    Dredger, C. E. Vernon, Plaistow.

16.842.    Making Sheet Iron and Steel, J. D. Grey', London.

16.843.    Scrap Books, J. C. Morrell, London.

15.844.    Canisters, J. C. Morrell, London.

15.845.    Treating Purple Ore, 11. Barclay and R. Simpson, Cumberland.

15,840. Locks, &c., H. Besson and E. N. Kent, London.

15.847.    Making Bobbins for Spinning, &e., C. If. Pugh, London.

15.848.    Flyers for Printing Machines, C. Pollard, Leeds.

15.849.    Lithographic, &c., Machinery, C. Pollard, Leeds.

15.850.    Instrument to be used in Eatino Asparagus,

G.    C. Baddeley, London.

15.851.    Revolving Mixing Machine, E. i. Harris, London.

15.852.    Drying Malt, &c., H. J. Haddan.—(IV. Law-rence, Lille.)

16.853.    Let-off Mechanism for Looms, II. J. Haddan. —(C. F. Jewett, U.S.)

16.854.    Fastenings for Rails and Sleepers, J. Kerr, London.

16.855.    Coupling for Railway Cars, &c., J. Kerr, London.

15.856.    Reaping Machines, T. Culpin, London.

16.857.    Sup facing Compound for use as Black-boards, <fcc., H. Gardner.—<J. Iloxler, Offenbach a/M, and U. Sch utter, Lohr.)

15.858.    Steam Generating Apparatus, II. Tipping, London.

15.859.    Indicating Apparatus for Railways, J. M. Napier, London.

16.860.    Punt, G. J. Tagg, London.

15.861.    Reduction of Iron or Zinc Ores, W. It. Lake. —(G. M. Westman, Stockholm.)

15.862.    Ships’ Anchors, W. R. Lake.—(J. T. Williams, U.S.)

15.863.    Portable Extension Ladders, B. J. B. Mills. —(L. Swenson, U.S.)

15.864.    Electric Arc Lamps, G. W. Budd, London.

3rd December, 1884.

15.865.    Circular Knitting Machines, F. Caldwell, London.

15.866.    Measurino Woven Fabrics while Rolling them, W. G. Sedgwick, Londou.

15.867.    Baking Tins for Bread, J. Brooks, Bury.

15.868.    Sheddino and Chanoe Shuttle Motions for Looms, W. H. Hacking, Manchester.

15.869.    Harness for Animals, J. Burgess, Manchester.

15.870.    Preparing, Sic., Cotton, J. W. Dawson and H. Simpson, Manchester.

15.871.    Water-closets, &c., W. H. Withington, Manchester.

15.872.    Self-indicating Weighing Machines, Ac., W. Hodgson, Manchester.

15.873.    Spinning Machinery, H. and W. Tetlow and J. Holroyd, Manchester.

15 874. Beer Extractor, T. W. G. Hewitt, Great Grimsby.

15.875.    Electric Bell Pushes, Ac., W. A. Leipner and C. Brotherhood, Bristol.

15.876.    Tricycles, T. Shakespear, Birmingham.

15.877.    Preparing Peat Fibre, W. P. Thompson.—(O

H.    Biraud, Went.)

15.878.    Gauge for Detecting Spurious Gold Coins, C. T. Brooks, Bootle.

15.879.    Raising and Lowering Lamp Galleries, F. R. Baker, Birmingham.

15.880.    Open Hearth Gas Furnaces, F. Radcliffe, Plumstead.

15.881.    Locking and Unlocking the Reeds of Looms. C. Catlow, Halifax.

15.882.    Blind Furniture, W. Sanderson and T. A. Moffitt, Birmingham.

15.883.    Rope Stoppers, W. P. Bullivant, London.

15.884.    Steel Gun Barrels and Ordnance, Major Rose, Birmingham.

15.885.    Machinery to Brush Cut Pile Fabrics, Ac. F. Barker, Manchester.

15.886.    Solitaires and Studs, S. Timings, Birmingham.

15.887.    Photographic Cameras, Ac., W. Middlemiss, Bradford.

15.888.    Fruit and Potato Paring Knives, Ac., J. G. Rollason, Birmingham.

15.889.    Regulating and Controlling Electric Clocks, W. P. Thompson.—(C. H. Pond, H. L. Bailey, J. Hamblet, A. S. Crane, and A. If’. Gray, U.S.)

15.890.    Grates or Ranges for Cooking^ G. Quarrie, Liverpool.

15.891.    Storing, Ac., Edible Molluscs, C. W. Harding, King’s Lynn.

15.892.    Rotary Expansive Steam Engine, T. T. Tucker, London.

15.893.    Fastening the Corks of Bottles, H. Hufekcnd Forest Hill.

15.894.    Double Mitre Sawing Machine, P. Quigley. Dublin.

15.895.    Steam Rotary Engines, W. Atkinson and R. Parsons, London.

15.896.    Construction and Propulsion of Ships, E. G. Rivers, London.

15.897.    Tilting Barrels, &c., D., J. C., and W. M. Morris, London.

15.898.    ELECRo-MAGNETand Solenoid Cores, H. F. Joel, London.

15.899.    Tug Stops, &c., F. Selby and C. Clarke, London.

15.900.    Washing, &c., Plates and Dishes, D. Wilson, London.

15.901.    Maciiinerv for the Manufacture of Horseshoes, C. K. Wedolin, London.

15.902.    Rolls for Pressing Bar Iron, C. R. Wedelin, London.

15.903.    Sprinqless Locks, C. D. Douglas, London.

15.904.    Fastener for Wearing Apparel, J. Payne, London.

15.905.    Tricycles, &c., A. von Wedell, London.

15,900. Shedding Motion of Looms, J. Hardwick,

London.

15.907.    Horse-rakes, W. N. Nicholson and W. Mather, London.

15.908.    Applying Magnetic Force to Closing Doors, &c., R. S. Moss, London.

15,909 Top Frame fur Hand, <fcc., Baos, W. H. Goldschmidt, London.

15.910.    Receptacles for Gold Coins, C. Lund, London.

15.911.    Boilers, 8. Robertson, London.

15.912.    Pumps, R. Mills, London.

15.913.    Horseshoes, C. R. Wedelin, London.

15.914.    Stoppers for Bottles, die., C. Cheswriglit, London.

15.915.    Preserving the Elasticity of Packinos, C. Cheswriglit, London.

15.910.    Closing Jars, <Sic., C. Cheswright.—(//. dies-wright, Floirac.)

15.917.    Tools for Manufacturing Bottles, T. Sutcliffe, London.

15.918.    Producing Vacua, C. II. Steam, London.

15.919.    Dials of Timepieces, C. W. Fincken, London.

15.920.    Treating Gases from Coke Ovens, <Sic., H. Simon.—(F. Carves, St. Etienne.)

15.911.    Furnaces for Producing Cyanides, die., J. II. Johnson.—(K. Alder, Vienna.)

15.922.    Knitting Machines, J. Foster, O. P. Laue, und E. T. Timaeus, London.

15.923.    Rendering Cloth, <tc., Waterproof, but not Air-tight, N. A. Alexanderson, Stockholm.

15.924.    Stoppering Aerated Water Bottles, F. J Hayslep and J. Morgan, London.

4th December, 1S84.

16.925.    Commutators for Electrical Currents, S. W. Cuttriss, Leeds.

16.926.    Combination Tobacco-pipe, J. Shaw and T. Hcaife, Bradford.

16.927.    Closing Doors, J. T. King.—(If'. C. Clark, United States.)

15.928.    Cooking and Kitchen Ranges, G. Howard,

I >oi by.

15.929.    Covering for Wheels of Perambulators, T. Beasley, Nurtliunpton.

16.930.    Emkline, K. Watson, West Buckland.

15.931.    Metallic Band-box for Ke-iieatino Scraps of Iron, Ac., K. dale, Liverpool.

15.932.    Pi.anino and Shaping Machines, W. Allday, London.

15.933.    Lubricators, J. II. Kidd, Manchester.

15.934.    Corsets and Stays, J. Edmondson, Manchester.

16.935.    Card Strippers, G. and E. Ashworth, Manchester.

15.936.    Steam Engines, J. Maxwell, Glasgow.

16.937.    Ball Bearings for Cycles, w.

Birmingham.

15.988.    Attaching Fastenings to Stay Busks, Sic., F. R. Baker, Birmingham.

15.989.    Wood Fire-lighters, F. Bradshaw, Manchester.

15.940.    Mustaches Case, J. Pearson, Penrith.

15.941.    Breaking, Ac., Wheat or other Grain, J. Milne, Glasgow.

15.942.    Stopping Bottles, Ac., H. Shaw, London.

15.943.    Boxes, P. S. Langley. London.

15.944.    Oatmeal, Ac., J. Milne, Glasgow.

15.945.    Spindles for Door Locks, Ac., J. J. Talin&n, Harbledown.

16,940. Electric Arc Lamps, F. C. Phillips, London.

15.947.    Thermometers, J. Murrie, Glasgow.

15.948.    Navigating Rivers, B. S. Weston, Dalston.

15.949.    Treating Steel, R. Hadtield, London.

16.950.    Propelling, Ac., Vessels and Ships, F. I. Nibbs, London.

15.951.    Correcting the Readinos of Marinf.rs’ Compasses, A. W. L. Reddie.—(La Sociiti Anonyme Alaison Breguel, Paris.)

15.952.    Preventing Accidents through Shot Firino in Mines, F. A. Abel, London.

15.953.    Hydraulic Lifts, J. S. Stevens and C. G. Major. London.

15.954.    Raising and Suspending Venetian Blinds, M. Ker, London.

15 955. Fire-grates, W. H. Willett and T. C. Wake-ling, London.

15,966. Strap Fastener, W. H. Hall, London.

15.957.    Yarns, W. C. Whitehead and L. J. Crossley, London.

15.958.    Driving Belts, E. P. Alexander. — (Gautier Frbes, Lyons.)

15,969. Increasing the Speed of Ships, Q. F. Askew, Lond

15.960.    Shaving Brushes, W. Harrison, London.

15.961.    Mordants for Marking Ink Pencils, J. Hickisson, London.

15.962.    Asbestos Gas Fire, A. C. Churchman, London.

15.963.    Refractory Compound, W. R. Lake. —(j. Mann, Berlin.)

15.964.    Cleansing the Felts of Paper-making Machines, G. H. Mallary, Londou.

15.965.    Carbons for Electric Lighting, R. J. Rae, London.

15.966.    Combined Level, Plumb, and Angle Tool, J. Shaw, London.

15.967.    Drawing-off Malt or other Liquors from Barrels, T. Kitchen, Londou.

15.968.    Watches, <tc., A. Ellor, London.

15.969.    Electric Lighting, K. W. Hedges, London.

15.970.    Stating the Specific Weight of Gases and Vapours, F. Lux, London.

15.971.    Valve, J. Sampson, London.

15.972.    Holding or Suspending Lamp Globes, &c., A. B. Blackburn, London.

15.973.    Rock Drills, W. Teague, jun., Cornwall.

15.974.    Gunboat and Dredger, W. Simons and A. Brown, London.

15.975.    Turning Over Leaves of Music, A. M. Clark. —(R. Ulrich, Paris.)

15.976.    Open Stoves, E. R. Hollands, London.

15.977.    Gun-cotton and Cartridge Cases, W. X. Middleton, London.

5th December, 1884.

15.978.    Coating Picture Mouldings, &c., R. Cotterell Glasgow.

15.979.    Shedding Motions, F. Leeming, Halifax.

15.980.    Sand-blast Process, J. Matthewson, London.

15.981.    Driving Cranks of Velocipedes, S. W. Smith, Brighton.

15.982.    Tool Holder, Rest, &c., A. Mcllquham, Broomgrove.

15.983.    Reversino Valves for Regenerative Furnaces, F. W. Dick and J. Riley, Glasgow.

15.984.    Fire-grates and Furnaces, J. Jenkins, Smethwick.

15.985.    Spring Mattress, W. T. Smith, Birmingham. 15,9r6. Open-hearth Steel Furnaces,

Glasgow.

15.987.    Magneto-electric Appliances for Curative, &c., Purposes, M. E. Scott, Norwich.

15.988.    Box for the Storage of Letters, G. Brumfit, Leeds.

15.989.    Ladies’ Workboxes, C. A. Maynard, London.

15.990.    Clothes Wringing Machines, J. S Prentice, Glasgow.

15.991.    Impressing Letters for Stereotyping, J. M. Campbell and J. Taylor, Dundee.

15.992.    Fastening Gloves, Ac., F. R. Baker, Birmingham.

15.993.    Fustian-cutting Frame, J. Worthington, Manchester.

15.994.    Safety Bicycles, W. nockley, Birmingham.

15.995.    Driving Bands for Transmitting Motive Power to Bicycles, Ac., T. Smallwood and T. H. Collingbourne, London.

15.996.    Adjusting Bearing Reins, A. M. Clark.—(J. Darling, United States.)

15.997.    Balancing and Securing Sliding Window Sashes, F. J. McAdam and H. Jones, London.

15.998.    Securing Spikes to Cricketers’ Shoes, R. G. Barlow and J. Pearson, London.

15.999.    Hydraulic Apparatus for Preventing tho Slamming of Doors, A. Graffy and L. Wadack, Halifax.

16,000. Artificial Stone, H. J. Allison.—(J. L. Rowland, United States.)

16,001. Water Indicator for Steam Boilers, J. White-house and T. Robinson, London.

16,002. Receptacle for Books, Ac., E. Behar, London. 16,003. Sheet-metal Fabric, I. Kinney, Ontario. 16,004. Metallic Oil Barrel, J. W. Cuthbertson, Ontario.

16,005. Reaper and Mower Knife Section Sharpener, P. Williams, Ontario.

16,006. Fireproof Ceilings, Ac., J. and H. Musgrove-Musgrove, Glasgow.

16,007. Telephony and Telegraphy, J. Stephen, Glasgow.

16,008. Spray and Syringe Diffusers, W. R. Bray, Kingswood, and A. and J. Stevens, London.

16,009. Renovation of Leclanche’s Battery, H.

Gillard and A. Marescot, London.

16,010. Lubricators, F. Trier and M. Pletts, London. 16,011. Burners of Oil Lamps, A. Rettitch, London. 16,012. Printing Designs on Glass, W. Puzey and A. Gorken, London.

16,018. Actuating Daiibino Brushes for Combing AIachines, O. B. Listorand 11. Batty, London. 16,014. Slabs for Forming Floors, J. C. Mewbura (O. N. Andrt, Paris.)

16,015. Brakes, Ac., for Road Vehicles, W. Rawlins, London.

16,016. Measuring Electric Currents, J. C. Mow-bum.— (P. C. Oerboz, Paris.)

16,017. Tricycles, J. Smith, London.

16,018. Boots nnd Shoesi, J. M. Tevindale, London. 16,019. Moulds for Castino Steel Ingots, Ac., A. J. Maskrey, London.

16,020. Packing Tea Into Boxes, A. Carson, London. 16,021. Stocking Braces and Clips, I. C. Bonomi and J. King, London.

16,022. Stoppers for Decanters, A. J. Ell, London. 16,023. Traps for Sinks, T. Durrani, Lond 16,024. Filters, T. L. llobinson.—(/. Grant, United States.)

16,025. Holder for Pencils, Ac., W. Spear.—(/. W. Spear, Fuerth.)

10,026. Sonnettes, A. Moul and C. Godfrey, London. 10,027. Turnino Over tho Leaves of Music, T. S. ilowio, London.

10,028. Protecting tho Feet of Horses, Ac., T. S. Ilowio, London.

16,029 Naval Range-finders, T. Nordonfelt.—(C. O. Middelboe, Copenhagen.)

16,030. Projectiles for Guns, A. Wilson and G. B. Wood, London.

10,031. Retort Lids, Ac., W. A. M‘I. Valon and W. G. Ilicks, Ramsgate.

10,032. Securing Covering upon Piping or Hose, A. Pegler, London.

10,033. Show-cards, Ac., II. II. Lake. — (D. M. Me Lellan, United States.)

10,034. Cranks, A..Wilson and II. II. Willock, London. 10,035. Projectiles for Guns, A. Wilson and G. B. Wood, London.

on.

6th December, 1884.

16,036. Painting Raised Characters, P. Smith, Manchester.

16,037. Brake, C. E. Hall, Halifax.

16,088. Trew’s Bindweli, Composition, J. W. Trew, Bristol.

16,089. Ornamental Fabric for Window Blinds, F. Sternberg, Manchester.

16,040. School Slates, Ac., W. Cliarlosworth, Manchester.

16,041. Cisterns, J. Gowans, Glasgow.

16,042. Stoves and Bellows, C. J. Henderson, Edinburgh.

16,043. Brewing Ale nnd Porter, E. T. Pomborton, Liverpool.

16,014. Tram-car, Ac., G. F. Milnes, Liverpool.

16,046. Safety Saddle Bars, W. H. Saint-Aubin, Bloxwich.

10,046. Cyanogen Compounds, J. Young, Liverpool.

10,047. Drying or Cleaning Wheat, Ac., J. Black-lodge, Liverpool.

16,048. Blast Smelting Furnaces, T. Gillespie, Liverpool.

16,049. Self hardening Steel, R. Hadfield, London.

16,050. Cutter for Harvesters, W. M7. Cranston.— (IF. A. Wood, United Stales.)

16,051. Railway Chairs, S. Marsden and E. Mullin, Manchester.

10.052. Loom Stop Rods, Ac , A. P. Dickinson, Halifax.

10,06.3. Harness, J. Burgess, Manchester.

16,054. Barometer, D. Winstanley, Marton.

10,055. Two speed Differential Hoist, S. Harrison, Ripon.

16,056. Inference Wires on Electric Bobihns for Bells, J. B. Denis, London.

16,057. Cupboard Door Turns, Ac., J. Rhodes, Bir-

mtngl

16 0.8. Flap and Swell Sprinos for Loose Reed Looms, T. Pate, London.

16 069. Perambulator Hood Joints, J. W. Saunders, l>. T. Davies, and J. A. Macdonald, Birmingham.

16,060. Enveloping Solid Medicinal Preparations with Soluble Substances, T. Thompson, Edinburgh.

10,061. Perambulators, L. L’Hollier, Birmingham.

16,062. Ice-making and Refrigerating Machines, W. S. Squire, London.

16,063. Securing Bushes to Axles and Wheels, Sic., J. Dakers, London.

16,064. Sprino Guns, Ac., A. F. Link.—(J?. Gucnde, Cavaillon.)

10,065. Spinnino Mules, W. Hurst, London.

16,060. Sash Fasteners, C. Clarke and A. E. Parsons, Birmingham.

16,067. Launching nnd Recovering Ships’ Boats, J. D. Mactaggart, London.

16,068. Door Springs, B. Turner, London.

16,069. Coal-gas and Hydro-carbon Oil Stoves, S. Drcwett and S. P. Howard, London.

16,070. Needle for Sewing Machine, Ac., R. Barlow, Ralston.

16,071. Steering Gear of Tricycles, Sir A. T. F. Clay, Surrey.

16,072. Driving Gear for Bicycles, Ac., A. S. Bowley, London.

10,073. Runs and Mats, J. France, London.

16,074. Gunpowder, Owen Bowen, London.

16,075. Chimney Tops, J. B. Potter, London.

16 076. Potato Planting Machines, G. W. Murray, London.

16,077. Trunk and Portmanteau Locks, J. Cluley, London.

16,078. Mechanism for Automatically Withdrawing Empty Cartridge Cases from Revolvers, H. A. Silver and W. Fletcher, London.

16,079. Beet Sugar, E. Edwards. — (G. Frische, Schonan.)

16,030. Producing Illustrations in Newspapers when Printed in Rotary Printing Machines, T. Purvis, London.

16,081. Pumps, J. K. E. Tribart.

16,082. Microphonic Transmitters, W. L. Wise.- (A. Dejongh, Brussels.)

mm.

16,083. Tapping, Ac., Casks, J. Burch and W. J. Hall, Stockport.

16,084. Quick Differential Pulleys, 8. Harrison, Ripon.

16,085. Application of Brake Power, G. B. Richards, London.

16,086. Plate Rolling Mills, C. Burrough, London.

16,087. Photographic Cameras, C. Sands and J. J. Hunter, London.

16,088. Pusible Material, J. Dodd and J. W. Law, London.

16,089. Thrashing Machines, G. White, G. White, jun., and F. H. Livens, London.

16,090. Waiters, Tea-trays, Ac., J. N. Mappin, London.

16,091. Joining Lengths of Lead, Ac., 8. Holman, London.

8th December, 1884.

16,092. Metal Heel Tips, Ac., for Boots and Shoes,

I.    Whitehouse, Birmingham.

16,093. Oven and Sad-iron Heater, R. Kitchen and

J.    W. Sankey, Birmingham.

16,094. Taking-up Motion in Looms, J. W. Hall and B. Cooper, Manchester.

16,095. Type writer, G. T. Harrap, London.

16,096. Speed Gear for Tricycles, <fec., J. B. Brooks.— (J. I. and C. 11. Feeder, U.S.)

16,097. Sash Fasteners, J. W. Saunders, D. T. Davies, and J. A. Macdonald, Birmingham.

16,098. Band and Rod Brackets, S. Timings, Birmingham.

16,099. Dials for Watches, Ac., A. F. Hewitt, Liverpool.

16.100.    Bicycles, J. Hall, Sheffield.

16.101.    Stamping and Polishino Split Peas, G. W. H. Fraser, Glasgow.

16.102.    Sickles, Ac., W. Staniforth and J. Hibbard, London.

16.103.    Feeding Fibre into Machines, M. Oldroyd, Halifax.

10.104.    Illuminating Velocipedes by Electricity, S. W. Cuttriss and T. Gaunt, Leeds.

16.105.    Carver Fork Guard, W. E. Bennett, Sheffield.

16.106.    Washing Clothes, Ac., M. Kerr, Poulton-le-Fylde.

16.107.    Rancino Hurdles, J. Mitchell, Auldgirtli.

16.108.    Furnaces, J. Shaw, London.

16.109.    Facilitating the Tapping of Casks, A. H. Mure, London.

16.110.    Clock-work Arrangement in Hydro-carbon Air Lamps, T. Slater, London.

16.111.    Unpickable Looks, J. Edwards, London.

16.112.    Accumulators, System Plante, H. Gillard and

A.    Marescot, London.

16,118. Speed Indicators, F. R. John, London.

16.114.    Brick Presses, E. Krotznor, London.

16.115.    Implements to Facilitate tho Putting on of Boots, A. G. Brookes.—(C. lllohm, Altona.)

16.116.    Electric Current Regulators for Incandescent Electric Lamps, G. A. Nussbaum, London.

16.117.    Turnip Drill Scarifiers, R. Brigham, London.

16.118.    Apparatus used in tho Manufacture of Pies,

B.    Stead and W. Dawson, London.

16.119.    Apparatus for Stopping Steam Enoinf.8, J. Tate, London.

16.120.    Apparatus for Actuating Elf.ctrio Bell Signals, Ac., J. Bowie, W. Turner, and M. Hill, London.

16.121.    Flanged Wheels for Tramcars, J. Smith, Lond

16.122.    Screw Propellers, G. F. Askow, London.

16.123.    Apparatus for BREAKING and Bendino Kailway Metals, G. Stredwick, London.

16.124.    Manufacture of Magnetic Necklaces, <tc., F. W. Hembry, London, and W. S. Hayward, Manchester.

16.125.    Utilising Pieces of Sponge, H. II. Lake.—(/?. Roulct and Co., Brussels.)

16.126.    Cutting Shives, J. Harper, London.

16.127.    Spectacle Frames, S. Z. do Ferranti

16.128.    Electrical Railways and Tramways, J. Hop-kin8on, London.

16.129.    Leaping IlEADfor Ladies’Saddles, N. Buxton, Lond

16.130.    Chronograph Watches, A. Goy-Blanc, London.

16.181.    Hot-air Engines, L. Bonier, London.

16.182.    Shields for Protection against Shot, &c., J. Vavasseur, London.

16,188. Controlling tho Running out and in of Ordnance, J. Vavassour, London.

16,134. Ventilating Sewers, G. E. Eaclms and P. A. Maignon, London.

16,185. Extracting Gold from Auriferous Ores, <fcc., H. Munktell, London.

16.136.    Automatic Couplings for Railway 10 no in eh, <fec., J. and A. Bath, London.

16.137.    Wire Stitching Machines, II. J. Haddan.— (C. L. Lasch, Hendnitz.)

16.188.    Bindino Books with Metallic Staples, II. J. Haddan.—(C. L. Lasch, Hendnitz.)

16.189.    Fastening Metallic Casks, C. K. Farquharson and R. It. Gubbins, London.

16.140.    Brushing Floors, A. J. Boult.— (G. V. Collin, Deuxville.)

16.141.    Branch Attachments for Pressure Mains, A. J. Boult.—(A. and B. Jiaffour, Besanpon.)

16.142.    Shaft or Tube Coupling, J. Miller and L. Grayson, London.

16.143.    Windlasses, A. J. Boult.—(A. Amiro, Pubnico.)

16.144.    Signalling Apparatus, A. J. Hoult.—(L. kellner, Austria.)

on.

(in.

, London.

SELECTED AMERICAN PATENTS.

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

3CCJ 924. Gas Engine, 1. Newton Hopkins, Brooklyn, A. Y.—Filed December 12th, 1883.

Claim.—A gas supply system for gas engines, consisting of an air pump 0, carburettor H, tubes n t,

f306,924-|

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gas

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supply pipe u, having branches x y, gas bag K, gas valve b, air valve c, and the igniting burner e, as described.

306,972. Mechanical Adjustment, Norman C. Stiles, Middletown, Conn.—Filed September 22nd, 1884. Claim.—The combination of a connecting-rod, the disc B, arranged in the head of the connecting-rod, with an excentric opening C, therein to receive the crank pin, the said disc made adjustable in the head

of the connecting-rod, the one provided with a pointer and the other with a scale graduated from one extreme throw of the excentric to the opposite extreme, said

2J

graduations diminishing from one extreme to the intermediate point, and increasing from that intermediate point to the other, extreme, according to the throw of the crank, substantially as described.

306,998. Aik-tight Electric Arc Lamp, William Baxter, jun., Jersey City, N.J.—Filed May 21st, 1383.

Claim.—(1) The combination, in an electric arc lamp, of a regulator and its inclosing casing, a practically air-tight receiver inclosing contiguous carbon points, a carbon rod extended from the regulator into the tight receiver, a trunk or connection having an open space P, between the regulator and receiver, and a packing or slip joint applied to the carbon rod, where it passes from the receiver or connection into the open space F, substantially as and for the purpose set forth. (2) Tho combination, with the globe or receiver 11, sustained by its upper flange only, of the seat L, provided with diaphragm and recess k beneath the same, and sustaining the carbon holder E within the tight receiver, and the adjusting screws p, extending through the walls

[306.9961

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i,

if

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of tho rocess k and operated to adjust tho carbon holder from tho outsido of tho same, as and for tho purpose set forth. (8) Tho combination, with the casing A, globe B, and trunk C, constructed air-tight, as described, and separated by an open space F, for tho purpose set forth, of tho carbons and carbon holders, and the regulator insulated from its inclosing casing, substantially in tho manner shown and described. (4) The combination, with tho casing A, globe U, trunk 0, constructed air-tight, as described, and separated by an open spaco K, for tho purpose set forth, of tho moans, substantially as described, L. sliding one end or part of the trunk inside the other to expose tho carbons.

and

307,009. Valve Gear, Joseph Bond, jun., Philadelphia, Pa.—Filed June '2nd, 1884.

Claim.—(1) Tho combination of a valve I), with a reversing device, consisting of the arm P, connected to the valve rod and excentric rod, and a pivot (, occupying a fixed position during the working of the valve, but adjustable in tho direction of movement of the valve rod and excontric rod, in ordor to reverse the valve, ns set forth. (2) The combination of a valve D, the pivotted arm P, connected thereto, the excentric

wl

to

si ;

If*

41

to

<>

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rod T, and the link v, connected to the arm, as described, whereby the first portion of the throw of the excentric in either direction is without effect on the arm, as set forth. (3) The combination of the valve, the pivotted arm P, connected thereto, and having a projection t>l, with convex sides 1, the excentrix rod T, and the link v, having an opening for the reception of the projection id, said opening having a bearing on the convex sides of the projection id, at the opposite points 3 3, as set forth.

307,057. Gas Engine, Samuel Lawson, New York, N. Y.—Filed January 81st, 1884.

Claim.—(1) In a gas engine, a cylinder supported upon a frame, a piston within the same, a crank shaft in pillow blocks in the lower part of tho frame, and a connecting-rod from the piston to the crank, in

com-

bination with gas and air supply pipes, a circular valve k, within a case at the side of the cylinder B, a circular valve «², and discharge pipe it, and mechanism, substantially as specified, for moving the respective valves, substantially as set forth. (2) The combination, with the cylinder B, valve K, gas supply valve o, and air and gas pipes, of the disc valve u², having an opening through it, a valve case and discharge pipe, a crank arm, and an excentric or cam for giving to the disc valve an oscillating motion, substantially as set forth. (3) In a gas engine the combination, with tho cylinder, piston, connecting-rod, crank, and main shaft, of two circular valves k and it², and their respective cases, an excentric and rod to open tho discharge valve u² during each revolution of the crank

[307,057)

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IL

hi

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JC3

fa

shaft, a crank revolved once for eacli two revolutions of the main shaft and rod, and arm for moving the valve k, a gas supply valve o, and a cam for opening tho same, substantially as sot forth. (41 In a gas engine, tho combination, with tho cylindor, piston, connecting-rod, crank, and main shaft, of two valve easos opening into tho cylinder, two circular valves kept to their seats by tho pressure within tho cylinder, mechanism, substantially as specified, for moving such valves, a gas supply valve, a cam for operating tho same, a governor, a jointed lever having a wedgo-shaped end intorvonin valve rod, and tho cam »■ substantially as sot forth.

g between tho governor, tho for regulating tho gas valve,

CONTENTS.

The Engineer, Docomber 12th, 1884.

The Smithfield Club Show. (Illustrated.)

The Victoria Electric Lighting Installation.

No. III. (illustrated.) ............

Facts not Generally Known Concerning Electrical Inventions. No. I...........

Working Tramways by Steam, Sydney Steam

Tramways .............

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

Notes and Memoranda ..    .....

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

3-I1.P. Portable Engine. (Illustrated.) .. ..444 Compound Portable Enoink. (Illustrated.) .. 445 Letters to the Editor—

Patent-office Sales Department

Cooper’s Hill College......

The False Water Gauge .. ..

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

Third Law of Motion ......

Electric Light Cables ..    .. ..

Electric Light House-power

Efficiency of Fans........

Steam Engine Economy......

Working Hypotheses ......

Brine Springs in Coal Measures

Blake's Boiler..........

McLaren’s Traction Engine ..    ..

Leading Articles—

Electric Liohing Act ......

Guns for the Navy........

Healthy Homes..........

Drivino Dynamo-electric Machines......460

Railways in Ceylon Wages in Shipuuildino Yards

Literature ..........

Books Received ........

Augustus Voelcker ......

Pumping Machinery at Tilbury Docks. (Ulus.) 452

PAGE

.. 439

441

442

442

443

443

443

446

. .. 440

446

446

446

. .. 446

447

447

447

447

447

447

418

449

449

I ill

451

451

451

451

451

New Grip System for Electric Railways. (Illustrated.)

Sectional Endless Trough Conveyor. (Ulus.) 453 Automatic Re-stahtino Injector. (Illustrated.) 453 Theory of Alternating Currents from two Connected Machines The Patent-office Surplus

Tenders ......... .

The Prevention of Rivers Pollution Bill .. 445

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

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 455

Votes from Lancashire ......

Votes from Sheffield ......

Votes from the North of England

Votes from Scotland........

Votes from Wales and Adjoining Counties .. 457 1’ue Patent Journal Abstracts of Patent American Specifications. 458 Paragraphs—

H.M.S. Amphion..............

New /calami Coal ............

Society of Engineers............

Polishing Wood with Charcoal ......

Civil and Mechanical Engineers' Society .. International Inventions Exhibition .. ..

Glasgow Engineers’ Association ......

liepairing Embankments..........

Cast Iron Cutlery..............

Liverpool Engineering Society ......

Assyrian Science..............

Royal Institution..............

453

454

455

•155

455

I ...

456

456

457

467

441

441

442

442

.. 447

447

452

452

453

453

■155

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 constitutionmay begradually 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 shaf t by keeping ourselves well fortified with pure blood and a properly nourished frame.”—Civil Service ;. Made simply with boiling water or milk. Sold only in packets, labelled—“ James Epps & Co., Homoeopathic Chemists, London.” —Also makers of Epps’s Chocolate Essence.—[AdVT.)

Gazette.