on

reason

in a

com-

TRIAL OF GRUSON:S ARMOUR AT SPEZIA.

A trial of Griison’s chilled iron armour on a larger scale than has yet been attempted was commenced at Spezia Tuesday, April 20th. Before describing it, a few words of introduction may be desirable.

The Italian Government, having decided to erect two cupolas, each mounting two 120-ton Krupp guns, for the defence of Spezia, Herr Giiison was invited to construct them on his system, on the condition that he should make a test shield capable of bearing three blows from the projectile of the Armstrong 100-ton breech-loading gun. A test shield has now been erected at Spezia, and it received its first blow on Tuesday, April 20th.

This experiment is as completely opposite in character to that made with the special Schumann Griison cupola at Bucharest as can well be conceived. The latter was the attack of armour by comparatively small siege guns, whose fire was continued day after day from a short distance, and accurately directed. In fact, it was the regular breaching of a siege battery calling for peculiar powers of endurance, described in the recent review of those experiments in The Engineer for April 9th. As there pointed out, soft armour is specially suited to resist a regular breaching attack, and both the structures tested were com-broken up. The experiment should be peculiarly interesting to the British Government, so it appears to us, regards offensive operations. Seeing that foreign coast armoured forts are made almost without exception of chilled iron, it follows that our ships can never engage land shields of any other kind. The attack of armoured coast forts is no doubt a serious operation, and is only justified by strong reasons; but surely such a possibility must be contemplated, or why should coast forts be built ? Certainly nothing but ships can attack them. GrUson’s armour has never been tested in England. In fact, no officer now in the British service has probably ever seen it fired at until this occasion, when our naval foreign attachee, Captain Kane, R.N., was present.

It might appear, perhaps, that enough has been said to show the importance of the trial at Spezia, but the special yet remains. English compound armour, in spite of its hard skin, does not call for the same qualities ' projectile that appear to be needed for the best attacks of chilled iron. Our chilled iron service shot, which are of their kind excellent, have exhibited such powers against steel-faced plates that there is considerable danger of overlooking the fact that such projectiles are probably almost useless against chilled iron. Certainly no foreign chilled iron shot has been found to be of much avail against it.

bute to them the power claimed for them so far as can be learned.

Herr Gruson’s shield is shown in Figs. 1, 2, 3, and 4, which exhibit it in section, front elevation, and plan. Other engravings from photographs will appear in another impression. The chilled portion, which forms the main portion and receives the blow, weighs about 87,950 kg., or 86'56 tons, and is of the shape shown in Fig. 3. In the plete turret there are to be eleven plates similar to this, and three broken by the two gun ports. The interior diameter of the cupola is to be about 10 metres. The shield is chilled white on its exterior face. The interior and other pieces of iron are mottled. The trial plate is fixed between two cheeks of iron, which are made large enough to obtain a good bearing on the masonry at each side, and thus to put the shield in as nearly the same condition as possible as that in which it would be placed in an actual turret. The recesses at the end of the plate are now made to fit, white metal not being necessary to key them together.

The firing took place in St. Maria Bay, in the Gulf of Spezia, where the shield was erected facing the sea. This shield being intended for a land fort, the experiment is conducted by General Giovanetti, and the Commission appointed for this branch of the work.

Fic. i

SECTION

FiC . 2

FRONT ELEVATIO N

ROCK

MASONRY IN SECTIONfeJ

PACKINC

ENTRANCETO HIATT LEADING DOWN BUHI.ID SHIELD

CHILLED-WHITEAT >v EXTERIO R FAC E ’s

MOTTLED IBON^/

FACE

CHIPPED

OFF.y

CRACK AT WIDEST ABOUT INCH

CRACK PERHAPS IN⁷ WIDE

POINT OF IMPACT OF 1SJ ROUND

HAIR _ CRACKS

~-/c_M

Wm

SCALE OF FEET

10

15

SO

30

FIC.3

FIC. 5

III:'

INCLINED PLANE REPRESENTING GLACIS

-€

C HILLED IRON

PLANE OF ’ >

fractureA^P

•±>'s

(MOTTLED IRON

R

.ill

li!

SO**’*

X\ N\

i!!l

I!¹'

111!

ENLARGED DETAIL OF POINT OF IMPACT.

PLAN

EXPERIMENTAL TEST OF GRUSON'S CHILLED CAST IRON CUPOLAS

posed of soft wrought iron, although one had a hard steel face. The trial was specially valuable to England, as being a test of the two kinds of armour adopted by us. It was, therefore, instructive with regard to our powers of defence.

The exact opposite of all this may be said of this Spezia Griison trial. Coast forts must expect to be attacked by the heaviest guns existing, but it may reasonably be hoped that very few blows will be actually delivered on their sides, for there is no likelihood of a ship being able to remain opposite a fort many hours, much less day after day. The ship’s fire will consequently neither have the accuracy of siege fire, which is due to a short range and a fixed position, nor will it be very long sustained. The power to resist a few heavy blows is therefore what is called for. This power Gruson’s armour of chilled iron admirably supplies. It forms the hardest shield possible. The metal transmitting the shock through its mass, it is impossible to injure anything covered by it, until the shield is broken and displaced. A blow greatly outmatching the resisting power of the shield may cause wholesale fracture, and leave a battery much more exposed to future fire than would be the case with soft armour, which, under such conditions, would let the projectile through it. In the case of Gruson’s armour the blow performs the maximum work on the shield and the minimum on the battery behind it, and in the case of soft armour the minimum of work on the shield and the maximum on the battery behind it. Consequently, it may be seen without further comparison that Gruson’s shield is well suited to resist a few heavy blows, and is therefore well adapted to coast defence. It may generally be assumed that so long as a Gruson’s shield stands up in front of a gun that gun is safe against the next blow, even should that blow greatly outmatch the shield. And the safety of the detachment is secured in a peculiar degree by the fact that there are no bolt-heads to fly off and no langridge until the shield is

The shot meets with an abrupt shock directly its point touches the shield. The best steel flies into pieces, but in the act of doing so its tenacity is sufficient to enable it to deliver a great shock on the shield. A chilled iron shot has little tenacity, and it is caught at a disadvantage when resisted without the chance of getting its point any sensible distance into the plate. Hence it breaks up without delivering a blow at all proportionate to its energy. A blow that comes after fracture of shot in the form of a mass of fragments is, of course, of no use against armour. Consequently it is not surprising that chilled iron armour, when tested in France by chilled shot only, should be adopted for inland defences, and that when afterwards it was attacked by steel projectiles in 1882, its use should be restricted to coast defence. Griison has since that date altered the profile of his shields, the better to meet the attack of steel projectiles; but that question it is not possible here to discuss. What has been said will serve to show that the test of the shield which with ordinary steel projectiles is formidable, becomes much more so just now because, since the time when the terms were accepted by Griison, great improvements have been effected in the manufacture of steel projectiles by Krupp, and consequently those now supplied by him for this purpose are peculiarly formidable.

The Armstrong 100-ton B L. gun is probably slightly more powerful than the Krupp 120-ton gun. This should be borne in mind because, while many are aware that the Armstrong 110-ton gun—?'.e., the Benbow gun—is by a good deal the most powerful gun in the world, probably few would expect that the 100-ton B.L. gun made as long ago as 1882 would be more powerful than Krupp’s 120-ton gun, a piece which is as yet almost a hypothetical weapon to most of us, though it may doubtless exist, and may have produced great results which have not been published. We shall hope to know more about these guns when delivered at Spezia. In the meantime we can only attri-

The gun itself is in the bands of the Navy. The manufacturing establishments interested in the trial were well represented, Herr Griison and Captain Andrew Noble, C.B., being both present. Officers of several foreign Powers and representatives from Krupp and Schneiders works have also come to Spezia.

The first round was aimed at a point marked 1 in Fig. 2. The gun, as in previous Spezia trials, was fired from a raft on the sea. It was therefore subject to a little movement, and the shot actually struck at the point of impact shown by the bruise with cracks radiating from it in Figs. 2 and 4, and by the arrow in Fig. 1. The projectile broke into small fragments, which were thrown upwards. The angle of incidence appears to be about 45 deg. The point did not hold, and a shallow scoop was formed with front cracks radiating as shown in Figs. 2 and 3 by the letters a, b, c, d. Crack a was perhaps £in. wide near the point of impact; crack d was considerably narrower; and b and c were hair cracks. Inside the shield is seen a fine crack running along opposite to the dotted line shown a « in Fig. 2—that is, across one foot of the shield shown in Fig. 4, which exhibits the portion of the plate which may be separated from the rest of the shield if the front cracks a and c and the rear cracks a a are one and the same. Whether this is the case or not, the shield has borne the blow very well considering the magnitude of it and the character of the projectile. The striking energy was 47,620 foot-tons; the weight of the projectile was 2205 lb.; the striking velocity was about 1765ft.; the charge, 375 kilogs., or 826'7 lb., Cologne prismatic cocoa powder. The range was about 133 metres (145 yards). On service such a blow as- this could scarcely be given, the range being here very short. The second round was fired on Saturday last, and to be aimed at a bull’s-eye about a metre distant from the first point of impact—vide 2 in Fig. 2 Full details of the result have not reached us from our special correspondent at Spezia, hut he informs us that

“ the results are wonderful.” The remaining rounds, our special correspondent wrote us, were to be fired last Tuesday and Wednesday.

more

are corn-

can never

as a

course

water

con-

arc

a.m.

von

F. W. Webb, Crewe; (13) v,u

Rails in Russia,” by Mr. Beck-Guerhard, ZcvciVutu “ On the Application of Very High Powers to the Study of scopical Structure of Steel,” by Dr. Sorby, F.R.S., Sheffield ; (15) “On Certain Descriptions of Indian Castings,” by Mr. C. P. Clarke, London.

THE EFFECT OF FROST ON DIFFERENT ROADWAYS.

There is scarcely any condition of weather which has a more injurious effect upon our thoroughfares than frost, especially should it chance to be—as it has been during the winter just passing away—of exceptionally long continuance. Every road-maker is aware of the risks he runs, under such circumstances, of finding that all his efforts towards perfecting the condition of his roads have been negatived by such an untoward event; and it seems desirable, at a time when so many arguments are being advanced by the advocates of the several systems which are in use among us, to consider which of them is the least liable to be affected by this dreaded enemy. It is as well to use the words “ least liable,” because all experience goes to show that there is not one of those systems but what is, under certain conditions, open to injurious action upon it by frost. No one could walk the streets of London, for instance, during the late severe weather without noticing that in some way or another one and all of the street pavings of which this city possesses so many diverse examples, had suffered in some degree from its effects. It will be as well to take the cases categorically, and to make reference first to those macadamised roadways which were the first effort of our progenitors towards improving our means of communication.

Intimately connected with this subject is, of course, that of perfect surface drainage. Frost can have but little effect upon any roadway, which, retaining its perfect form, and sound as regards its covering, at once throws off all moisture falling upon it. The basis of its operation is thus lost to the frost,'and it must prove altogether innocuous. But this is supposing a condition of things which is impossible of realisation. No macadamised roadway can, under the exigencies of traffic, be maintained invariably in the state which alone could insure immunity from the injury under consideration. Inequalities must exist in all such road surfaces, affording a lodgment for water in a greater or less degree, and it matters but little what that degree may be. For it is evident from the teaching of all experience that the shallower the water film the quickly is it acted upon and solidified, while the effect in causing injury to the road surface is fully equal to that which may be due to a greater mass of frozen water. In fact, in the case of macadamised roads it may almost be said that the thicker the ice that is formed the less chance there is of the metal being disturbed by traffic while disjointed, so to speak, from the effect of frost. It is therefore often found that roads of this class which paratively in a good state of repair suffer equally, if not even in a greater relative degree, than those which have developed more the results of wear and tear. It is on a form of road construction composed of a mass of units liable to disintegration that frost exercises its most potent effects. The swelling of the innumerable joints inseparable from Macadam’s system quickly forces out of position the metal, however thoroughly it may have been consolidated by steam rolling or by a constant stream of traffic. The binding material itself assumes a condition in which it readily pulverises to mere dust, and as the result we see the roadway under frost covered with loose metal, and each passing vehicle cutting deeper and deeper into the disturbed mass. Such an effect, it would seem, be guarded against on macadamised roads. Their construction is of a character which lends itself greatly to aid in the destructive effect of frost. Nor is it alone the centre of the roadway—that is, the portion which bears the traffic— that suffers. Injury is particularly liable to occur from the cause named at the edges of the road, unless the side drains where they line the metalling make an almost water-tight joint with it. Indeed, it is in such position that frost often exercises its most injurious action. At such points the metalling is, as a rule, greatly reduced in thickness, and although it is less exposed to the disrupting effect of traffic, it is more easily permeated by damp from imperfectly cleared side drains, and the thin coat of metal, when that dampness becomes solidified by frost, breaks up almost at once, the debris being thrown into the side drains, causing a further blocking of them and intensifying the means of injury. So serious are the results in such instances, that a gentleman well-practised in road construction held that it would prove economical to combine the system of asphalting with that of Macadam. He proposed to lay a width of at least a foot along both sides of his roads with metal bedded in asphalte or other waterproof material. But there arose the difficulty that always exists in a combination of systems; that in this case being the impossibility of binding the asphalted line with that of pure macadam work. Weakness at the line of junction would have been sure to show itself as the degree of expansion and contraction under varying sorts of weather differed, and the plan — effective enough, perhaps, had it stood per se—had to be given up. No amount of precaution that can be exercised with a due regard to economy can, it appears, suffice to guard against the contingency named, or generally to protect the surface of macadamised roads from the injurious effects of frosty weather.

The conditions under which asphalte is employed road covering render it much less liable than is macadam to such effects. An asphalte pavement, when perfect, or even comparatively perfect, may be said to be able to resist almost any amount of frost. Considerations of the effect of it in rendering the foothold insecure must of be left out of sight in the matter under present discussion. If the pavement be so far in form as to insure a free discharge of moisture into the gullies (there being no side drains to keep clear of water accumulation), asphalte wdl undoubtedly remain unaffected by weather which would seriously try macadam. But it suffers under one disadvantage to which the latter system is certainly not exposed. It possesses little or no degree of elasticity.

When, therefore, there is a force operating to disruption, and assuming this to have obtained a fulcrum for action, there is not with asphalte as there is with macadam a function enabling it for a while to resist that force. Supposing this to be sufficiently intensified, the effect is immediate and the injury widespread. The latter must go on extending so long as the frost continues or preventive measures are delayed, and the result is far more ruinous than in the case of metalled roads. Now it is certain that there do occur repeated instances where frost has obtained the fulcrum referred to. Asphalte paving much worn by traffic becomes dangerously thin upon its concrete bed, eventually cracks, and then admits water between it and its foundation. Frost then occurring causes the permeated moisture to swell, and upheaval of the exposed edges follows; further sub-permeation then takes place and the asphalte comes up in large masses. Nothing, it may be conceived, can guard against such contingency if the pavement is once allowed to become so thin as to be liable to crack under weight. Asphalte is particularly free from any such tendency at a moderate degree of temperature; but under a low range of the thermometer it becomes exceedingly brittle, and therefore particularly liable to such an accident. It has been suggested that the very hardness of the asphalte used in street paving is opposed to its economical employment. Injury to this material is almost unknown during the warm summer months, when it possesses a certain modicum of that elasticity which, as has been said, is wanting to it under the wider range of conditions. The question as it has been put is, whether it would not be possible by admixture to give it a degree of that quality which, while tending to preserve it during frosty weather, would not adversely affect its traffic-bearing properties. Is it, it is asked, wise to use an entirely unyielding material to carry road traffic % There is an analogy to a certain extent between an asphalte roadway and the solid concrete roof coverings used in Eastern countries. The more solid and unyielding the character of those coverings, the more certain are they to crack from the contraction and expansion, and consequent movement of the beams which support them. This difficulty appears to have been overcome by those dealing with such roofs by filling in the lines of cleavage where they have showed themselves by a mixture of tar and tallow. Those lines of cleavage once established, rarely diversify themselves, and the elastic character of the filling-in material employed enables them to widen or close up without further injury or without admitting water. It cannot, of course, be said that such a method is applicable to roadways; but it may be admitted that it at least proves the danger of using inelastic material under circumstances which must expose it to disrupting influences. Every roadway is liable to these, and if a mixture could be made which would preserve to asphalte when exposed to low temperature even the small degree of elasticity it possesses at a higher range, it is to be believed that much of the danger now due to the action of frost upon it when used for road surfaces would be done away with. Whether this is possible to be done without militating against the trafficbearing qualities of hard asphalte, present experience does not prove; but experiment in this direction would not be thrown away.

Wood paving combines in a great degree certain of the peculiarities of both the two systems previously considered. As is macadam, so is wood paving an aggregation of units liable to the same disturbing influences, though in lesser degree, while, like asphalte, it has no perfect unition with its foundation, and is therefore similarly liable to the effect of damp getting below it and being acted upon by frost; but it possesses in an eminent degree the quality of elasticity named as being wholly absent in asphalte paving, while the lesser number of joints as compared with macadam enable them to be treated with a material of a more •proofing character than is possible with the last-named form of work. But then, on the other hand, the main material employed is essentially porous, and in its untreated condition readily admits of the permeation of damp. Of late years, it may be observed, there has been a tendency to lay such roadways with wood blocks wholly unsubjected to any process of waterproofing. This may be economical in first cost, but it must prove fatal to that quality in the long run. Frequenters of Fleet-street would have probably observed the results to such a method which were apparent in the case of portions of its roadway laid not long since with uncreosoted wood. Under the influence of the frost, the whole roadway in places was upheaved bodily, with whatjafter-results in a financial sense can be easily imagined. In a climate such as ours it must without doubt be one of the primary considerations in laying down any road paving that it should be able to withstand in the fullest possible manner the effect of our constant rainfall. The practice above referred to is in direct negative of such a manifest precaution. To neglect this, is to co-operate with the frost in performing its destructive work; and no idea of saving in first cost should be allowed to induce neglect of guarding against after injury. But there is another point of view which has also lately received strong illustration, from which the effect of frost on wood paving may be sidered. The elasticity of this system has before been referred to, but it is, as at present treated, limited to the wood portion of it only. The joints, as now filled in, eminently inelastic, the asphalte employed being as deficient of course in that quality as has been pointed out in relation to paving wholly composed of it. It is certain that wood blocks, especially if uncreosoted, or untreated by some other method of waterproofing, must constantly vary, both in shape and size, during changes of weather. But the movement so caused cannot be followed by the rigid material employed for filling the joints. Hence it must follow that at certain periods there must be found interstices through which damp may percolate from the surface between the blocks and their bed. The arguments advanced in favour of elasticising—to coin a word—this material have, therefore, additional strength in this relation. Intimately associated with this particular phase of the subject is the question of accurate laying of wood blocks so as to insure perfect uniformity in the width of the joints. If this varies, the causes above named operate with increased strength; the blocks become loosened, shift position, and lose all the quality of bonding with those adjacent which so greatly adds to the solidity of a pavement. An instance in which the neglect of this common-sense precaution is strongly evident is noticeable in Pall Mall. Cheapness seems to have been the only thought with those responsible for the laying of the wooden l’oad-way in that thoroughfare. The blocks were literally almost thrown together, and the result after the late frost should prove a caution for the future against any repetition of such false economy in work of this description. It is not too much to say that the state of the Pall Mall pavement is a disgrace to a city like London. Its centre was not many months back,after but a very brief life, taken up and relaid ; but the portions of it on either side are really dangerous to traffic, as is almost daily proved by the accidents which occur upon it. That much of its present condition is due to the exceptional opportunity its bad laying offered to the action of recent frosts upon the damp accumulated below it cannot be gainsaid. A wood pavement to resist that action must consist primarily of blocks through which damp cannot penetrate. Secondly, its joints must be accurately laid and of as little width as may be possible consistently with allowing some expansion of the blocks without producing a disrupting effect; and thirdly, if it be possible to do so, these joints should be filled with material of a less rigid character than hard asphalte. Elasticity is a condition to the long life of a railroad track, as well as to that of the rolling stock. Equally desirable is it that the same quality should as far as possible be secured for ordinary roadways.

There remains but one system of construction to be dealt with—that of paving formed of stone pitchers. As regards the liability of it to injury by frost, it combines the weaknesses of both macadam and wood paving, without the advantages in other respects which are patent in both of those systems. However carefully laid, it can never be said to approach the condition of being perfectly water-tight. The grouting it receives, especially as this is commonly applied, certainly never insures that quality; and although the blocks themselves, and consequently the major portion of the road surface, do possess it, the joints may be said always more or less to leak, and the result under frost must follow the rules above quoted. This form of paving is exposed to yet another disability almost peculiar to itself. The grouting under the effects of frost becomes exceedingly friable. With the best workmanship employed and the best material, there must yet always be a certain degree of movement in the blocks under heavy or rapid traffic. When the filling-in material is in the state described this motion acts upon it most destructively, and thedefect nullifies the one advantage possessed by stone, that it does not contract or expand appreciably under varying temperatures or climatic conditions. Perhaps to that advantage may be added one other, that of weight, as opposing itself to the swelling action of frost; but it must be manifest that it is only when this last is of a very restricted power that such a qualification can be said to possess any advantage.

To sum up the result of what has been written, it may be concluded that all the various forms of paving roadways as at present practised offer themselves with individual peculiarities to the destructive effects of frost. As immunity from percolation between the material and its bed is the chief safeguard from these, the asphalte paving may certainly be placed first in its qualifications for resisting them, though it has been pointed out that this pavement is not free from a particular danger. The three other systems seem to rank pretty much on a parity; but while the case of macadam seems to be hopeless for improvement, it is certain that in that of wood, at all events, more careful laying and the use of some more elastic material for filling in the joints would go a long way towards enabling it to resist the action of our severe winter frosts.

IRON AND STEEL INSTITUTE.

The annual general meeting of the members of this Institute will be held at the Institution of Civil Engineers, 25, Great George-street, London, S.W., on Wednesday, Thursday, and Friday, May 12th, 13th, and 14tli, 1886, commencing each day at 10.30 The following is the provisional programme of arrangements :-

Wednesday, May 12th.—9.45 a.m., meeting of Council in the Council-room of the Institution of Civil Engineers; 10.30a.m., general meeting of members. Scrutineers will be appointed for the examination of the voting papers. The Council will present their report for 1885. The treasurer will submit the financial statement for 1885. The Bessemer gold medal for 1886 will be presented to Mr. Edward Williams. The President—Dr. Percy, F.R.S.—will deliver a short address. A selection of papers will be read and discussed.

Thursday, May 13th.—10.15 a.m., meeting of Council at 25, Great George-street; 10.30 a.m., general meeting of members. A selection of papers will be read and discussed.

Friday, May 11th.—10.30 a.m., general meeting of members. A selection of papers will be read and discussed.

List of Papers.* ,

Adjourned papers—(1) “On the Manufacture of Tin-plates,’ by Mr. Phillip W. Flower, Neath; (2) “On Certain Accessory Products of the Blast Furnace,” by Mr. Thos. Blair, Wingerworth; (3) “ On the South Chicago Blast Furnaces, and some points in American Blast Furnace Practice,” by Mr. Fred. W. Gordon, Philadelphia; (4) “On Krupp’s Pyrometer,” by Mr. A. Bergen, Darlington.

New papers.—(5) “ On Steel Wire of High Tenacity,” by the President; (6) “On a Rare Blast Furnace Cinder,” by the President ; (7) “ On Blow-holes in Open Hearth Steel,” by Mr. John Head, London; (8) “On Neutral Lining for Metallurgical and other Furnaces,” by M. Ferdinand Gautier, Paris; (9) “On the Composition of Cast Iron,” by Mr. Thomas Turner, Mason College, Birmingham; (10) “On Wrought Iron Conduit Pipes,” by Mr. Hamilton Smith, jun.; (11) “On Chrome Steel,” by M. Brustlein, Unieux, France ; (12) “ On the Endurance of Steel Rails,” by Mr.

v wt wai, r<------ /io\ “ On Experiments made with Steel

St. Petersburg; (14) ”    '    ‘ Micro-

The Council have still to arrange the order in which the papers shall be read.

THE NATIONAL AGRICULTURAL HALL, KENSINGTON.

H. E. COE, ARCHITECT; MAX AM ENDE AND A. T. WALMISLEY, ENGINEERS; MADE AND ERECTED BY ANDREW HANDYSIDE AND CO., DERBY AND LONDON.

(For description see page 339.)

SMxg

32

Xu.

fMj

Vl

LINE

--T|1

^ I

QT----

'J

fczi

to

ED

30

40

50

^—-4°

80

go

too    no

=t----Lz

120

130

140

iso_t60 nd

Lid

n /ALw

iiir

PLAN

LY

P

ra

\N

3/

CXj

OJ

=4---

I !

Mi

s-

)—

<-----

COLUMN AT Y

l|

?• o------

[4

~®=

X*’

Vo

A //

'( =

COLUMN

v'

/V

r- t i*r

ROW

»■ *

INNER

Nnand nivw

41

PART

OF

MAIN RIB

C4

HI

! ! l! !

!UO0E

<•---

oTo

/>

4:

------3 0"__.

!i

'■--------

!!

tt—---

-9--h[|—9-

° ii o

!i

_l L

r/

T7

[■

■AM

4i

4i

—I 4'/,—--4*-----. «L__±-bC

->

lz

b'

y~~4

I--¹

' 'x

PLAN AND SEDTIQN OF ABUTMENT PLATEATX

3s

10 |

CROIINO ||

r \\

'i

LINE

—r 4v?—*i«

---2 |/M_

->l

the

is

which will give

the required mean pressure. At this stage it is necessary to calculate the terminal pressure, so as to ascertain whether it falls below a workable limit. In some cases the terminal pressure in the original unaltered engine may be unnecessarily high, so as to admit of a reduction; in others, where it is already low, the initial pressure first chosen may have to be reduced, or a liner fitted in the low-pressure cylinder. Having thus fixed upon p, the mean pressure of admission in the new high-pressure cylinder, and v, the volume as cut off—including the clearance—in the same cylinder, we can proceed to trace the expansion curve from the equation. The pressure p in lbs. per square inch absolute for any abscissa v in cubic feet is found by the relation log. p = log. p, + n log. v, - n log. v, n being here taken as n — 1'2. The value of log. px + n log. vt having been once determined for each case is a constant, and the values of n log. v are given in the table in th^ Appendix A for values of v ranging from 1 to 50 cubic feet. The base line of the expansion curve is the total volume of the low-pressure cylinder, that is, including

V,

THE INSTITUTION OF NAYAL ARCHITECTS. Proceedings were resumed on the morning of Friday, the 16th inst., Lord Ravensworth in the chair. The first paper read was by M. M. Marchal, on

Experience in Propulsion with Three Screws. When the attempt is made to substitute three or four screws for a single one, or for twin screws, the question is not to find out if the efficiency is greater from the point of view of speed in proportion to power, but simply to examine if efficiency be not too much sacrificed. The object of increasing the number of propellers is to obtain certain fighting qualities, but not to realise an increased efficiency. It is not sufficient, moreover, to make sure that the use of several screws is possible, the best relative positions when three or four propellers are employed must also be studied, in order to do away, as far as possible, with the action of mutual interference. The experiments referred to in the paper were carried out with a special steam launch, the C u pe, the hull and engines of which were built at Lorient. The lines of the vessel were designed by Monsieur L. de Bussy, the Inspecteur General du G<$nie Maritime. They represent to a scale of one-tenth the under-water parts of an ironclad 105 metres long, and having a displacement of about 9600 tons English. The number of screws is three. When a vessel is fitted with a single rudder, as is usually the case, it is advantageous that the number of screws should be uneven, as that permits of the central screw being placed exactly before the rudder. The Carpe did not steer so well when the central screw was removed and the side screws increased in diameter, so as to maintain the propelling surface unchanged. The trials lasted from June, 1884, to November, 1885. According to the laws of mechanical comparison, the speed of model corresponding to that of the full sized ship involved a very considerable number of revolutions. For corresponding speeds of model, the number of revolutions is inversely proportional to the square root of the number expressing the ratio between the two vessels, the speeds themselves being directly proportional to this ratio. The speed intended for the ironclad was 17 knots, and the number of revolutions 120. This high number of revolutions, which rendered possible the use of light engines, was permissible, because the screws being three in number would have a smaller diameter than the screws suitable for a vessel with twin propellers. The resulting number of revolutions for the model reached 380 in order to attain the speed of 5'38 knots corresponding to the 17 knots of the ironclad. In reality the experiments were not limited to the speed of 5'38 knots. The whole of the steam which boiler could furnish was made use of in order to push the speed beyond 7 knots, so that the revolutions reached the number of 650 to 700. The use of three independent motors enabled that to be proved which had been foreseen in respect of the distance apart of the lateral shafts; that is to say, by mounting some of the screws in advance of the remainder, the ease of rotation was greatly increased, and consequently, in case of need, the use of the rudder in making evolutions could be easily dispensed with. The motor then consisted of three distinct engines, each of which had a single cylinder of the diameter of 124 millimetres and a stroke of 96 millimetres. The experiments were divided into series, according to the positions of the lateral screws. The first series comprised all those trials in which the extreme screws were in the same transverse plane as the central screw. In this series the following propellers were tried successively :—Three screws of 44 centimetres diameter, the ratio of pitch to diameter being 1'25. Three screws of the same diameter, the ratio of pitch to diameter being 1 ‘55. Two large screws mounted on the lateral shafts having like the first the number 1‘25 as ratio of pitch to diameter, but having a diameter of 54 centimetres, so that the sum of the areas of the circles described by the extremities of their blades equalled the three corresponding areas of the smaller screws. For the sake of simplicity we will say that the propulsive surface was the same in each case. Finally the small lateral screws were put back by themselves, and the first group of experiments tried over again, the two pitches being tested turn about. This last formed a series complementary to the first. Contrary to what might have been expected, the greatest pitch, although its ratio to diameter was very high, turned out to be the most favourable to speed. This result was due to the fact that the screws mutually influenced each other at high speeds in consequence of their proximity, and this influence, which was scarcely perceptible at about 500 revolutions, was very marked, with the screws of small pitch, when driven at about 150 revolutions more than the above number. The proof of this was forthcoming when the central screw was suppressed in the experiments complementary to the first series; in this case the propellers were more completely independent, and the screw of smaller pitch had the advantage. It was also ascertained that even with this pitch an increase of speed was gained when the central screw was suppressed. Further experiments confirmed this result. On the other hand, the best of the two sets of three screws above mentioned hardly attained the efficiency of the two large screws. It may then be concluded that, whenever the independence of the propellers sufficiently provided for, the pitch, whose ratio to diameter is 1’25, should be preferred to a more rapid one, as well for systems of three as of two screws. One may conclude that if the three screws interfere with each other at great speeds, when they are placed in the same transverse plane, it is not because they send water to each other in consequence of the phenomenon designated by the name dispersion, but rather because they dispute with each other for the possession of the water which they draw upon. The results of the experiments may be summed up as follows:—With vessels of the form of the Carpe three screws are, from the point of view of speed, very nearly equivalent to two screws of the same propulsive surface, and immersed to the same depth, when the most favourable position is chosen for each system. Twin screws when under the above-mentioned conditions of surface and immersion occupy in all cases positions which are disadvantageous in their relation to the requirements of war* and which are difficult of access in roadsteads and ports ; on the other hand, it is possible to find for three screws positions which are without inconvenience from the points of view both of fighting and navigation. In short, a circumstance which is most interesting in the case of three propellers is that, of all the positions which have been tested, those which are best sheltered by the hull are also those most favourable to speed.

The discussion which followed was not of great importance. Mr. Thornycroft described a design in which a single screw is placed right under the stem of the boat, as in the sketch, wherein A is the propeller blade, with the water level at the line above it, the curve B would not be needed with a deeper immersion, a straight up-and-down stem would have caused drag, which was avoided by prolonging the run or stem of the boat on a curve. Mr. McGregor gave particulars of some results he had obtained with three screws in a shallow draft steamer, 98ft. long, 18ft. beam, screws 2ft. 9in. in diameter. The principal point worth notice was that it made not the least difference to her speed whether the middle screw was or was not used. It was simply useless. Sir N. Barnaby and Mr. White recognised the value of the French experiments, and held that there was much to be learned yet about them. Admiral Freemantle gave the result of his experience as captain of a principal twin-screw man-of-war, which was all in favour of twin-screws, except that they did not steer so steadily as ships with single screws, and very great caution was needed in going alongside a wharf lest the blades should be carried away.

A vote of thanks was passed, and Mr. Froude read a paper on “The Determination of the most Suitable Dimensions for Screw Propellers.” At the meeting of this Institution in 1883, Mr. Froude read a paper entitled, “ On a Method of Investigation of Screw Propeller Efficiency.” In that paper, the net efficiency of a screw, propelling a ship, was treated as the product of two component factors, of which the one expressed the efficiency that the ship’s screw would possess if working under analogous conditions in still water; the other, the modification of this efficiency due to the conjunction of the screw with the ship’s hull. The first-mentioned element was termed, for distinction, the “screw-efficiency” proper; the second, the “hull-efficiency.” The previous paper dealt mainly with the “ hull-efficiency ” element; the present paper dealt mainly with the “ screw-efficiency ” element, since it is chiefly this latter element which is affected by variations of size or proportions of propeller.

This paper may be regarded as the text of a lecture, so largely did Mr. Froude amplify it as it was read. It is quite impossible to give a useful abstract of it. There was practically no discussion, because a paper of the kind requires study. It would constitute a valuable contribution to the “ Transactions ” of the Institution, but the reading of it was simply a waste of time.

The next paper read was a “ Description of an Instrument to Analyse Rolling,” by Vice-Admiral Paris, Honorary Associate. This was not followed by any discussion.

The next paper read was on

A Proposed Steam Lifeboat, with Special Reference to its Stability,

by Mr. Ludwig Benjamin, Member, and Mr. J. M. H. Taylor, Associate.

The widespread prejudice against steam as motive power for lifeboats, not, perhaps, shared by the members of the Institution, made it unnecessary to take up time by discussing the preliminary question. The steam lifeboat which they have designed consists of a double-ended boat of very great stability, 56ft. long over all, 16ft. 6in. extreme beam, with a draught of 3ft., plus the depth of the keels, when fully loaded and with passengers. She is propelled by four screws mounted on two parallel horizontal shafts. The screws are located at about half the vessel’s length, in grooves which extend in longitudinal direction for the greater part of the boat. The sides of these grooves are parallel to each other and to the middle line of the vessel, their highest points are in the way of the propellers, where the section of the upper part is a circle of only little more diameter than that of the screws, while the top of each groove drops at the ends and midships. By this means the screws are kept clear from wreckage, ropes, &c., while at the same time the open surfaces of the grooves under the propellers are protected by strong gratings. The proximity of the propellers to the midship section will allow an excessive amount of pitching before the screws are thrown out of action, while even then racing is prevented by one forward and one after screw being mounted on the same shaft. The inside of the boat contains, besides buoyancy chambers, three water-tight compartments, of which the midship one is used as machinery space, the two others as cabins, which hold combined about seventy passengers. The machinery consists of two pairs of compound surface condensing engines, of 8in. and 16in. diameter, by 8in. stroke, arranged as low as possible at the sides of the shafts, which enter the engine room through the drop of the grooves by means of stuffing boxes. The boiler is situated between the engines, and is worked with 120 lb. pressure, the draught being forced by a fan. The machinery is capable of developing sufficient power to drive the boat at a speed of twelve knots per hour. In the machinery compartment space is set apart for coal bunkers, giving a supply for between twenty four and thirty-six hours. The boat is fully decked in a peculiar maimer. At 6ft. above top of keel, leaving 3ft. freeboard when fully loaded, there is a deck of only such breadth as to allow a good passage, which widens into clear space at the ends of the vessel. The remaining part is taken up by a dome-shaped deck-house, the top of which, at the highest point, is 10ft. above the water. The entrances to cabins and engine room, and all other openings to the boat, are situated on the top of this house, and steps lead over the round sides of the same to the entrances. There is no sheer in the narrow deck round this house but a slight drop at the ends, thus giving these the character of a turtleback. The house as well as the deck are of such form as to clear quickly of any water thrown upon them, while the shape of the boat proper is such as to lift easily through the waves. The inside of the house is taken up by buoyancy chambers, passing through which water-tight trunks are provided for cabin entrances, ventilators, funnels, &c. The bottom of these buoyancy chambers are connected to the sides at such height as to allow side lights for cabins and engine room to be provided above the narrow deck. The place for the captain is a well in the top of the deck-house, with bottom openings through the buoyancy chamber for clearance of water, and with a small house erected over it, which contains also the navigation lamps. Two funnels from the boiler pass through the buoyancy chamber at the sides of the well, and unite above the wheel-house into one. We have already given the substance of the discussion which followed, and a letter from the inventors will be found in another page.

On Friday evening Admiral Sir John Hay took the chair, and the first paper read was by Mr. H. A. B. Cole on

Converting Existing Compound Engines into Triple Expansion Engines.

In projecting an alteration of this kind, the following considerations are of primary importance, viz.:—(1) The initial loads on the pistons must be kept within the limits of strength of the piston rods and connecting rods, and they should not, when the engines are working, bring too great a pressure on the crank pins, in order that the lubricant may not be squeezed out of the bearings. This consideration also leads to the desirability of the initial or maximum loads on both crank pins approaching equality when the engines are working. (2) The total I.1I.P. should be about equally divided between the two engines —not necessarily between all the cylinders—in order to attain the smallest ratio of maximum to mean combined twisting moment. These conditions are to a certain extent antagonistic, and a compromise must therefore be adopted so as to combine them as well as possible in each case. The method now suggested of ai riving at a conclusion as to the conversion of a pair of engines is to draw out an ideal expansion curve from results already achieved in practice, and thus to take account of the condensation which actually takes place during expansion, the amount of which condensation can only thus empirically be arrived at, and then to subdivide the area of this ideal expansion curve in such a manner as to give the most favourable distribution of woi k to the three—or four—cylinders, with reference to the conditions just mentioned. Some investigation of the working of triple expansion engines shows that if a curve—Fig. 1—of the equation pi v" = p vn, in which the volumes include all clearances and the pressures are absolute, be assumed to circumscribe or contain the ideal “cards” corresponding to the several cylinders, so that their expansion portions coincide with it, this curve will be a very fair guide to what will afterwards take place in practice. The value of the index n is arrived at by actual experience, and will in general be about n — 1⁻2, varying a little with the total range of expansion, and also varying according as the cylinders are jacketted or not. The whole investigation can pretend to nothing more than to lead to an approximation sufficiently accurate for practical purposes. In getting out the expansion curve, the use of “ sectional ” paper will save much time and trouble. If there are any trustworthy indicator cards of the engine which is to be altered, and if the total I.H.P. is to be kept about the same as before, the mean pressure of the I.H.P. reduced to the low-pressure piston is to be taken as the basis of calculation, but if it is not known, 231b. to 251b. is a good approximation to work with. This pressure is then multiplied by a factor also determined by empirical investigation and found to vary according to the amount of clearance and loss of pressure between the cylinders from 1‘28 to l⁻36. This product is to be taken as the mean pressure of the expansion curve. A curve—Fig. 2— of cut-offs and mean pressures has been calculated for the index n = 12—similar to Professor Itankine’s for the “ saturation curve,” in which the index is -J-|» or 1'0625. Having provisionally decided upon the working pressure of the boilers, and allowed for loss of initial pressure in the new high-pressure cylinder, due to wire-drawing, we can, from this curve, at

once find the cut-off, or proportion of ^

CO

CO

Or-

clearance and deducting the volume of the rods. Of pressure cylinder. The author then proceeded to consider course, the more accurately the clearance space of each at some length the effects of momentum. Taking the cylinder is known the better. The expansion curve being weight of piston and rods at 3| lb. per square inch of thus drawn, its area is to be apportioned between the piston area—as is done throughout this paper—the differ-cylinders, as before mentioned. The clearance volume ence of pressure due to momentum of the piston and rods and working volume of each of the two original cylinders amounts at the beginning of the stroke for 67 revolutions are to be marked off at their corresponding abscissae. The and 36in. stroke to no less than 8T lb. per square inch, desired sub-division of the area of the curve can only be which in the low-pressure cylinder is a very large fraction accomplished by trial and error. The initial pressures in of the whole indicated pressure. A complete set of dia-the two original cylinders must in the first instance be grams of twisting moments was given. It thus appeared chosen and an allowance of say 2 lb. to 3 lb. made for loss that, in most cases, the alteration can probably be success-of pressure between the cylinders, as well as 4 lb. for back fully carried out by means of the addition of only one new pressure in the low-pressure cylinder. The volumes of cylinder, which will generally be placed more advantageously over the low-pressure cylinder than over the original high-pressure cylinder. This last point is evident for several reasons. For if the new cylinder be placed over the M.P. cylinder, then the low-pressure cylinder must do approximately half the total indicated horse-power, and this, considering the attenuation of the expansion portion of the low-pressure card, leads to a very high initial pressure in the low-pressure cylinder, which again, of course, entails difficulty with the load on piston-rod and crank-pin bearings. Further, by giving only one-fourth, or thereabouts, of the whole horse-power to the low-pressure cylinder, we are enabled to keep its range of temperature much lower, as just at this portion of the combined diagram the temperature rises with the pressure most rapidly. Lastly, it appears that the best arrangement will generally approach that in which the initial pressures in the M.P. and low-pressure cylinders are midway between those corresponding to equal initial loads— taking momentum into account— and equal work in both engines. In order to avoid long passages, which would be required if the new high-pressure slide were to be driven from an extension of the existing low-pressure slide rod, levers can be used as in the case of the steamship Sobralense, constructed by the Barrow Shipbuilding Company.

Manuel and Marshall’s patent the two existing cylinders are of course given, but the stuffing-box can be very advantageously applied between volume of the new high-pressure cylinder has to be found, the high-pressure and low-pressure cylinders. The paper It is at once provisionally determined by choosing an contained the following table:— admission pressure for the intermediate—formerly high-pressure—cylinder and drawing a horizontal line 2 lb. to 3 lb. above this admission pressure, obviously cut the expansion curve in the point corresponding to the total volume of the new high-pressure cylinder, and its clearance must be set off in the same way as that of the other cylinders. In cases where two equal cylinders are to be added, each receiving its steam direct from the boilers, this volume of course represents the sum of the volumes of the two new cylinders. The question as to whether it is better to adopt two new cylinders, with or without quadruple expansion, or one new cylinder over the original high-pressure cylinder, or one over the original low-pressure cylinder, must be decided on the merits of each particular case, and depends of course chiefly on the ratio of the volumes of the original two cylinders. Having settled upon a trial volume for the new high-pressure cylinder and drawn in the admission, exhaust, and compression lines of the three cards by experience, it will lead most rapidly to a solution of the problem to first of all check the total indicated horse-power, as the factor, with which the original pressure of the indicated horse-power reduced to the low-pressure piston is multiplied in order to determine the mean pressure of the expansion curve, is but an empirical one. The total indicated horse-power does not vary much—within reasonable limits—however it may be subdivided or shared between the cylinders. These trial cards represent the mean between the top and bottom cards of the engine after the alteration, and the indicated horsepower can be calculated from them in the usual way, the number of revolutions having been determined upon at the outset. Should the power come out too high or too low, then the cut-off volume vt in the new high-pressure cylinder must be altered and a new curve traced until the desired power is arrived at. The work in the two engines can then be equalised by adjusting the three cards in such a manner as to give the required mean pressure in each.

The next operation is to ascertain the initial loads on the piston-rods and crank pins, and find whether they within the limits of strength of the former, and the proper working pressure for the bearings of the latter, say about 450 lb. per square inch. It is scarcely necessary to obsetve that the load for any point of the stroke is found by measuring the pressure from the top of the card corresponding to the stroke in question—either top or bottom —to the bottom of the return stroke card, which may be called the “load pressure,” adding or subtracting the weight per square inch of piston area of the piston and rods, for the top or bottom card respectively, and multiplying the pressure thus arrived at by the area of the piston in square inches. The load pressures become negative from the point where the expansion or release portion of the card cuts the compression line of the return stroke card. The loads thus ascertained, however, require to be corrected for the momentum of pistons, piston-rods, and connecting-rods, as this materially modifies them, especially, of course, in the low-

195]

180

160

140

120

100

80

60

⁴⁰n\\

304-

the

FIC.I.

0.28

0.2f>

CUT=0FF & MEAN PRESSURE FOR CURVE Pi V, =E PV=Z CONST

MEAN ABSOLUTE PRESSURE IN DECIMAL PARTS

0.24

O.H. 0.22

II

OF ABSOLUTE ADMISSION PRESSURE

0.20

0.18

0.16

0.14

0.12

0.1

0.03

_    'MEAN

\ .PRESSURE

.1

-Fiq.2-

0.01 0.02 0.03 0.04- 0.05 0.06 0.07 0.08 0.09 0.1 CUT — OFF-'r

OF EXPANSION CURVE

20

l«

40 CUBIC FT

EXPANSION OF STEAM IN TRIPLE EXPANSION ENGINES.

10

20

30

Messrs.

This line will

are

Table of values of n log. v for constructing the expansion curve of the equation p vn = pi iq” for n = 1’2,

For v = 2, n log. v = 0*361236 For v = 15, n log. v = 1*411308

1*444944 1*476540 1*506324 1*534500 1*561236 1*677528 1*772544 1*852884

1    922472 1*983852

2    038764

10

11

12

13

14

0 572544 0*722472 0 838764 0*933780 1*014120 1*083708 1*145088 1*200000 1*249680 1*29.5016 1*336728 1*375356

16

17

18

19

20

25

30

35

40

45

50

The discussion was opened by Mr. Seaton, who agreed with the author that the best position for the tandem cylinder is on top of the low-pressure cylinder. There were, however, conditions which sometimes prevented the best position from being adopted. Thus on one occasion having to alter an engine, he spent a good deal of time and made many calculations todetermine the best position of the new cylinder, and then found that he might have spared himself the trouble, as the cook’s galley was right over the high-pressure cylinder, so that he was compelled to go to the low-pressure cylinder. He was disposed to approve of Mr. Cole’s diagram, because it approximated to practice. Ideal diagrams were often prepared and calculations made of the mean pressures which ought to be got, but somehow the results obtained when the engines went to sea never did accord with these theoretical prognostications. A pressure of 4501b. on the square inch was too much for crank pins, much less journals. As a rule journal bearings were made much too short in marine engines, and this was a common cause of hot bearings. Experience went to show that as soon as economy of fuel was considered, it was satisfactory to know that the tandem triple expansion engine was just as good as the three-crank engine. It really was not of much importance whether both engines did the same amount of work. Manuel’s stuffing box was a very good and satisfactory arrangement.

Mr. MacFarlane Gray spoke favourably of Mr. Cole’s curves, and dealt at much length upon the influence of the obliquity of the connecting rod. He caused a great deal of amusement by attacking the tendency which exists in the present day to use formulae for very simple calculations, stating that not long since he received, in reply to an examination paper question, no less than six pages of foolscap filled with sines, cosines, and log. employed in calculating the stresses on a three-legged stool. He added materially to the value of the discussion, and succeeded after being unconsciously amusing in explaining a diagram relating to the effect of the inertia of the moving parts of an engine. To this we shall refer in another impression.

Mr. Manuel, of the Peninsular and Oriental Company, said that the proper place for the tandem cylinder was on top of the low-pressure cylinder, and that although the three-crank engine apparently worked more sweetly than

the two-crank, yet tnere was very little difference in practice. The gland referred to had been, he was happy to say, a great success. It really consisted of a piece of slit tube interposed between the two cylinders, and the packing used was only a small quantity of Marshall’s patent. In very many instances four cylinders might be used on two cranks without any trouble in the case of existing engines.

Mr. Parker said that there was a considerable difference of opinion concerning the relative merits of two-crank and three-crank engines. It was a curious fact that there was no great difference between them in the amount of variation of turning moments. Thus, the White Star steamer Germanic had four cylinders and two cranks. The Pacific Company’s steamer Iberia had three cranks. The City of Berlin had two cylinders and two cranks. Strange to say, the Germanic had the last variation in moments.

City of Berlin came next, and the Iberia was the worst of the three. It would be possible, by adjusting the grades of expansion for the purpose, to have them all alike.

Mr. Cole, in his reply, explained that his curves did not pretend to theoretical precision. They were intended to meet practice. They were calculated on the basis of seventeen expansions and a condensation in the cylinders of 30 per cent, of all the steam generated. In speaking of 450 lb. on the square inch he referred to crank-pins, not to journals. As to foretelling what would take place in an engine, no one could predict what would take place, or what kind of diagram would be got from a double-cylinder engine, any more than we could if dealing with a singlecylinder engine.

The next paper read was by Mr. J. F. Hall, on “ Flexible Crank and Propeller Shafting in Lieu of Rigid Shafting for Marine Propulsion.” This paper was a description of Hall and Verity’s shafting and couplings, a full illustrated description of which will be found in our impression for the 6th November, 1885. One of these shafts, lOin. diameter, has been at work since Christmas in a steamer which previously crank shafts, and is giving every satisfaction.

The tenor of the discussion may be gathered from Mr. Hall’s reply. Mr. Parker had made remarks to the effect that couplings were hardly necessary, as most propeller shafts were in themselves flexible. Mr. Hall said certainly he was aware that propeller shafts were in themselves flexible, but it was at the expense of the material of which they were made. A cane or pole was flexible, but if it were constantly rotated and twisted, combined with sundry rude shocks, it would soon give way; and he took it that it was far preferable to allow a propeller shaft to be flexible through a ball coupling than through its own material, and in this Mr. Parker agreed with him, and considered the flexible crank a good thing. He had demonstrated to them that the theory, at any rate, was a correct one. Mr. Seaton had said he did not consider the flexible crank would be necessary in strong ships with a heavy solid bed-plate; but all ships were not strong and had not heavy solid bed-plates, hence cranks were constantly breaking. The couplings had been working for over two years, and had never made the slightest noise. In reply further to Mr. Seaton, Mr. Hall thought the attention required to keep these couplings in order would be infinitely less than that required to line up the bearings without them. A short time ago he brought this coupling and crank shaft under the notice of one of the leading marine engineers of the country, who was also a large shipowner, and he had given him this extraordinary answer: “ It is perfectly right, but I would not put it into auy ship of mine; because if I did, and my men got to know they had a flexible crank and propeller board, they would neglect to line up and look bearings.” He considered this the most absurd argument he had ever heard. It was the notorious neglect of the lining up of the bearings that he was trying to obviate. Mr. Martell had made remarks to the effect that ships did not warp and twist at sea; yet Mr. Martell’s own paper, read the day before, on the progress of steel for shipbuilding purposes, stated that the same strains which would break an iron vessel would break or change her form, and that “ those who sailed the ships pointed out to us on the inside where water had poured in at the sides of the butt straps in a fan shape sufficient to endanger the safety of the ship, when she was labouring and straining in a heavy sea.” The object of the paper had been to show that they must have flexible shafts in flexible ships.

The evening concluded with a paper by Mr. A. G. Maginnis on “A New System of Steering Gear and Rudder Strains Recorded by it.”

The

gave a great deal of trouble with her

shaft on

after the

Liverpool Engineering Society.—The usual fortnightly meeting of this Society was held on Wednesday, the 21st inst., at the Royal Institute, Colquitt-street; the vice-president in the chair. A paper by Mr. E. G. Ferber, entitled “Wasting in Marine Boilers ”—with some curious instances—was read by the author. The author in the course of his remarks drew attention to the troubles and perplexities of engineers, as well as the expense to owners, caused by the strange freaks of corrosion in marine boilers. He then referred to the recent researches in connection with the anti-corrosive properties of iron v. mild steel, in which it was found that mild steel—the material now coming into general use for boiler construction—was much more liable to corrosion than iron, and stated that in his opinion the anti-corrosive properties, as well the strength and ductility, of the material ought to be sidered in deciding the material to be used in the construction of boilers, as otherwise, in the absence of a means of preventing the corrosion, steel boilers must have shorter lives than iron ones. The author next described several “ appliances ” and “ fluids ” now in the market for preventing corrosion, and remarked that, as far as his experience went, their novelty generally exceeded their usefulness. The “ Electrogen ” and zinc slabs were then treated of, as well as a certain make of “ fluid,” which had done its work well as a scale preventer, although it had failed to stop the corrosion, which was of a curious and local character. The “Bower Barff rustless process ” was then referred to, and he instanced several cases in which iron brackets treated by this process had been used in marine boilers, and stated that after twelve months’ trial they showed no signs of corrosion, although the stays which were attached to them had suffered slightly. In conclusion the author described in detail some curious and unaccountable instances of corrosion and wasting in boilers in which none of the appliances referred to in this paper would in his opinion have been of any avail in preventing.

as

con-

PRIVATE BILL LEGISLATION.

Manchester, April 12th.

The last objection, but by no means the least, mus

21st April, 1S86.

new

a num-

un-

wa i

interest, such sinking fund to be held and applied by the Cham- j The top of the wall was 6ft. above Trinity high water, and the berlaiu of the City of London, as trustee, for the purpose of mass of concrete to be demolished on Friday last was about purchasing and extinguishing the share capital of the company, 7850 tons. The whole of this was illustrated in the columns of and for such other purposes for the benefit of the public as The Enoineeh a few weeks ago.

Parliament may from time to time determine. A similar clause To appreciate the great difficulty of the task that has been so it was intimated would have to be inserted in the Lambeth and satisfactorily accomplished, it must be borne in mind that not Southwark and Vauxhall Bills. The proceedings were then only had this enormous mass of masonry to be removed without adjourned to Friday, in order to enable the parties to consider injury to other portions of the dock and to buildings and works the decision of the Committee. After a few days’ adjournment on shore in its immediate neighbourhood, but it was necessary to enable the companies to consider what steps they would take also that the heavy business of the dock should in no wise be in reference to the terms upon which the new capital was to be interrupted. With a view to this, Good Friday, ordinarily a issued, Mr. Pember, on behalf of the companies, said they were light day as regards traffic, and the hour of 6 a.m., at which unable to take their Bills upon the condition of a sinking fund, time no vessel would be in the basin, were fixed upon for the as proposed by the Committee, if the clause were to be retained firing of the charges. In rear of the whole length of the wall unmodified. The companies were fully aware of the gravity of was a cutting about 10ft. wide, and in this cutting was such a resolve, and they therefore asked for a further adjourn- 8ft. of water. Beyond this was a bank of earth about 24ft. ment to an early day after Eister to enable them to prepare and wide at the top, 50ft. wide at the bottom, and 40ft. high. The submit a proposition which they hoped would satisfy the Com- face of this bank next to the wall was rivetted with timber piles mittee, and yet at the same time not cripple the companies, about 14in. by 14in. driven into the gravel about the level of This application was opposed by Mr. Littler, on the ground that the bottom of the wall. Along the front of these piles and the the promoters had already had sufficient opportunity to con- rear of the wall, walings were placed with horizontal struts sider the question. The Committee agreed to a postponement from one waling to the other, in order to resist the hydraulic until the first Wednesday after the Easter recess, probably pressure on the wall. At either end of the wall, where it met May 5th, when they would be glad to hear any suggestions for the side walls of the dock, a number of holes had been bored the amendment of the clause relating to the sinkiug, provided from top to bottom of the wall at intervals of about 20in., on that the general principle laid down by the Committee in that the system, to use a convenient illustration, of the perforation clause were adhered to.    surrounding the postage stamp. These holes, which extended

The Hyde Park Corner Improvements Bill has been passed by from the rear of the wall to within a few inches of the face, a Commons’ Committee, and aiso the Great Western ltailway and were uncharged, were, as with the postage stamp, for the Company’s Bill for carrying out numerous small works at various purpose of permitting the shattered material to detach itself parts of their system, to acquire certain smaller lines, to enter from the side walls without injury to the latter. For the blast into working agreements with other companies, and for other on Friday 29001b. of gelatine dynamite, manufactured by

Messrs. Nobel’s Explosives Company, were employed. This was distributed in 1480 holes in charges varying from 61b. to 4 lb., the heaviest charges being at the bottom of the wall and the lightest at the top of the wall.

At 5.30 a.m. Friday launches conveyed the guests from the India to the scene of action within the limits of the basin. At 5.45 a warning bugle was sounded to enjoin all workmen and others to withdraw from the vicinity of the doomed structure. Other bugles were sounded at 5.50 and 5.55, and then at six o’clock a small cartridge having been fired, Mr. Sandeman, at the south-east end of the basin, touched the button that fired by electricity and simultaneously all the charges embedded in the concrete wall. The effect was instantaneous; with little or no noise—less, indeed, than was produced by the firing of the single cartridge a moment previously—the upper portions of the wall were lifted a few feet into the air and then fell into the water; the lower, and greater part of the structure, that beneath the surface, had simply subsided, crumbled to the bottom. A great wave rose and surged down the basin, but quickly subsided. The new entrance and berths will be thrown open in six weeks’ time.

Referring to the transmission of the shock resulting from the explosion, Mr. P. Gellatly writes to the Times from Loughton, Essex, April 24:—“Although you state in the description of the blasting operations at the Royal Albert Dock on Friday last that it was effected with ‘ little or no noise—less indeed than was produced by the firing of the single cartridge a moment previously ’—it may be interesting and instructive to know that the noise of the explosion was distinctly heard here, and its accompanying wave caused the shaking of our windows. This was against the wind and at a distance of about nine miles from the spot. No doubt the sound was carried to a very much greater distance. I only trouble you with these remark as you emphasize the fact that the noise at the locus in quo was so slight.”

PRIVATE BILL LEGISLATION.

Ex ujt information based upon the latest official returns, as to the position in which the Private Bills of the session stood in the House of Commons at the adjournment for the Easter recess, will be of service to such persons as are concerned in any of these measures, and probably of some interest to many others. So far, only ten Bills have received the Royal Assent, viz.:— Beaconsfield, Uxbridge, and Harrow Railway (Abandonment), Bristol (Tottenham Bridge), Edinburgh University Buildings Extension, Forth Bridge Railway, Highgate and Kilburn Open Spaces, Listowel and Ballybunion Railway, Metropolitan Markets, Scottish Union and National Insurance Company, Southampton Docks, and West Riding (Police Superannuation) Bills.

A third reading in the Commons has been given to the Ashton-under-Lyne Improvement, Barnet District Gas and Water, Bridlington Gas, Burgess Hill Water, Cleator and Workington Junction Railway (No. 1), East and West Yorkshire Union Railways, Great Northern Railway, Kirkcaldy and Dysart Water, Liverpool Corporation, Liverpool United Gas, London and South-Western Railway; London, Brighton, and South Coast Railway ; London, Chatham, and Dover Railway; Loughborough Local Board, Manchester Ship Canal, Marple Local Board Gas, Midland Great Western of Ireland, Midland Railway, Nuneaton Gas, l’ewsey and Salisbury Railway; ltadstock, Wrington, and Congresbury Junction Railway (Abandonment); Seacouibe, Hoy lake, and Deeside Railway; Solihull Gas, Uxbridge and Rickmansworth Railway, West Durham and Tyne Railway, and Wrexham Gas Bills.

Having passed safely through the Committee stage, the following measures have been reported to the Commissioners, and await third reading :—The Accrington, Clitheroe, and Sabden Railway ; Bray and Enniskerry Light Railway, Bridge-water Railway, Brighton and Dyke Railway ; Dublin, Wicklow, and Wexford Railway ; E ist and West India Dock Company ; Glasgow Bridges, Great Western Railway, Billhead and Kelvin-side (annexation to Glasgow), Leicester Corporation Water; London, Tilbury, and Southend Railway ; Morecambe Tramways, North Pembrokeshire and Fishguard Railway, ltipon Corporation, St. Helens and Wigan J unction Railway ; Scinde, l’unjaub, and Delhi Railway ; Sidmouth Water, Sligo and Buudoran Tramway (Release of Deposit), Southend Local Board, South Shields Gas, and Sutton and Willoughby Railway (Mablcthorpo Extension) Bills.

The Bills standing at the second reading stage simply, or passing through Committee, are naturally still numerous, viz., the Barry Docks and Railway, Belfast Main Drainage, Brighton Corporation (Loans), Bristol Corporation Docks, Bute Docks (Cardiff) Further Powers, Cambridge University and Town Water, Clyde Navigation, Cricklewood, Kilburn, and Harrow-road Tramways ; Dundalk Gas, Eastbourne, Seaford, and New-haven Railway , East Loudon Water, Folkestone, Sandgate and Hythe Tramways ; Guildford Corporation, Halifax High-level and North and South Junction Railway, Harrow and Stanmore Railway, Lambeth Water, Lanarkshire and Ayrshire Railway, Leamington Corporation, Lee River Pollution, Leeds Compressed Air Power Company, Leeds Hydraulic Power Company, London Street Tramways Extension, Lyuton Railway, Manchester, Sheffield, and Lincolnshire Railway, Mersey Railway, Metropolitan Board of Works, Midland and South-Western Junction Railway, Nelson Local Board, Newport (Monmouthshire) Gas, North Metropolitan Tramways (1 and 2), Nottingham Suburban Railway, Plymouth and Devonport Extension Tramways, Portsmouth and Hayling Railway, Rhondda and Swansea Bay Railway, Rotherham and Bawtry Railway (Extension of time), Salford Corporation, Skegness, Chapel, St. Leonards, and Alford Tramways (Abandonment), Southwark and Vauxhall Water, Stapenhill Bridge, Swansea Harbour, Taff Vale Railway, and Torquay Harbour and District Bills.

The Bedford and Peterborough Railway, the Cleator and Workington Junction Railway (No. 2), Eastern and Midlands Railways, London, Chatham, and Dover, and London, Brighton, and South Coast Railway Companies; Metropolitian Street Improvements Act (1877) Amendment; South-Eastern Railway Bills, were withdrawn at different stages; the Felixstowe Railway and Dock, the Leicester Extension, the Lincolnshire Marshes and East Coast Railway, and the Louth and Maple-worth, Sutton and Willoughby Railway, were rejected in committee, while the Felixstowe, Ipswich, and Midlands Railway, and the North London Tramways, failed through the Stauding Orders not being dispensed with.

The Select Committee on the Metropolitan Water Bills at the first sitting a fortnight since passed theSouth Lambeth Company’s Bill, reserving, however, their decision on the question of how the capital should be issued, and ou the next day they took the same course with the Southwark and Vauxhall Bill, the object of which is to extend the district supplied by the company to Putney, Mortlake, Petersham, and the higher-lying districts of Wimbledon, and to construct vaiious reservoirs and lay ber of mains and pipes. The company proposes to take power to raise additional capital to the amount of £250,000. Their issued capital amounts at present to £112,000; but the cost of the works absolutely necessary is on the whole £185,000. According to the estimate of the Local Government Board, the average annual outlay of the company on new works was £22,500, so that the unissued capital of the company would be used up in a very few years, and none of it would be available for the purposes of the present Bill, which was practically the same as had been before Parliament last year, but which had not passed the House of Commons for want of time. An awkward difficulty existed as to certain dust-sifting yards near the company’s filter-beds, which the Local Government Board had condemned as dangerous to health, but it is understood that the matter has been arranged in a satisfactory manner. The next Bill taken up by the Committee was that of the East London Company, which proposed to raise additional capital to the amount of £300,000, at a rate of interest not exceeding 4£ per cent., for the construction of various classes of new works, including new mains and pipes, and pumping station and reservoir at Waltham, and a diversion of the River Lea at Chingford. It was explained to the Committee that if the company raised £300,000 on the basis of its paying the maximum dividend at present paid by the company, it would cost £22,500 a year; but if they took the interest at, say, 4 per cent, the amount required would be only £12,000, which would effect a saving to the public, in this form of raising the capital, of £10,500. After two or three sittings for evidence the Committee decided to pass this Bill also, subject, however, among other things, to the insertion of a clause to the effect that from and after the expiration of two years from the passing of this Act there should be carried to a sinking fund in each year such percentage on the amount of debenture stock issued under this Act as shall be equal to the excess of the average percentage of the dividend or interest paid for that year on all the capital of the company, whether share or borrowed, above the interest of the debenture Btock issued under the Act, including income-tax ou such

purposes.

Among the schemes that have become unopposed, and have therefore been passed in the Commons, are the East and West India Dock Bill, dealing with the financial affairs of the company; the Rotherham and Bawtry (extension of time) Bill ; the Metropolitan Commons’ Provisional Order, Southampton Docks, Edinburgh University Buildiugs Extension ; London, Tilbury, and Southend Railway; Morecambe Tramways ; Barnet District Gas and Water ; and Seacombe, Hoylake, and Deeside Railway Bills. The last mentioned scheme authorises the company to construct five short lengths of extension railway in the parishes of Bidston and Wallasey, to improve the approaches to the Birkenhead Docks, and to provide for a working arrangement with the Wirral Railways already authorised by Parliament. Additional capital to the amount of £140,000 is sought to be raised, with power to borrow £46,600. The Bill was supported by Sir Douglas Fox, engineer to the Mersey Railway. The following Bills have also become unopposed in the same House The Ormskirk Railway Bill, to incorporate a company for making a railway from the Liverpool, Southport, and Preston Junction Railway at Shirdley-hill Station to Ormskiik, with powers to enter into working arrangements with other companies ; the Mersey Railway Bill, to authorise the company to extend their railway in Liverpool to the old Haymarket, and their railway at Tranmere, Birkenhead, and for other purposes ; and the St. Helens and Wigan Junction Railway Bill, to enable the company to make a new railway to connect their authorised line with the Wigan Junction Railway and other short railways, and an extension railway from St. Helens to the Cheshire Lines Railway near Walton-on-the-Hill ; Brighton and Dyke Railway ; Rowley Regis and Blackheath Gas; Sidmouth Water; Exeter, Teign Valley, and Chagford Railway ; West of Ireland Steam Tramways (abandonment of Sligo and Bundoran Tramway); Bray and Euniskerry Light Railway (Lords); Dublin, Wicklow, and Wexford Railway (Lords) ; North Pembrokeshire and Fishguard Railway ; Barry Docks and Railways ; Taft' Vale Railway ; Dublin, Wicklow, and Wexford Railway Bills, &c. Ou the other hand, the Noi th London Tramways Bill has broken down through non-compliance with Standing Orders.

The second reading of the Gravesend and Northffeet Docks and Railways Bill, which is being revived, as explained last week, has been deferred.

At the last sitting of the Select Committee on the river Lea, Mr. Eachus, engineer to the Edmonton Board of Health, traced the pollution of the river to the action of the various water companies since 1867, when they began to draw oft' larger quantities of water; and he advised that the companies should be required to largely increase their reservoir storage capacity.

The Midland and Central Wales Junction Railway; Cricklewood, Kilburn, and Harrow-road Tramways; North Metropolitan Tramways (No. 2), Bute Docks, London Street Tramways Extension, and Manchester, Sheffield, and Lincolnshire Railway Bills have been read a second time in the House of Commons. Among others, the Forth Bridge and Railway and London Central Markets Bills have received the royal assent. When the Cricklewood, Kilburn, and Harrow-road Tramways Bill came up and passed second reading, Mr. Bolton proposed to refer it to a Select Committee, on the ground that under the present system, tramways were governed by no common principle, and in the interest of the public with regard to the maintenance of the roads in a good condition, and other matters, some changes ought to be introduced. For this purpose it was desirable to have this and other tramway Bibs dealt with by a hybrid Committee, more especially as before long the power of purchasing after twenty-one years would come into force on the part of local authorities. Mr. Courtney admitted that it would probably be necessary to revise the Act of 1870, and a hybrid Committee might be desirable to deal with the whole subject; but he opposed a Committee being appointed upon this Bill, as it was not exceptional in character, and the time had not arrived for a general consideration of the Act. After a brief debate the motion was withdrawn, and the North Metropolitan (No. 1) Bill was also read a second time. On a subsequent day a similar motion in Mr. Bolton’s name upon the London Street Tramways Extensinis and North Metropolitan (No. 2) Bills withdrawn, and both Bills were read a second time. Mr. Bolton, however, announced that on an early day he would move for a Select Committee to inquire into the general subject of tramway companies and the principles of tramway management.

THE ROYAL ALBERT DOCK.

On Friday morning last a blasting operation on a large scale was successfully performed at North Woolwich in the Royal Albert Dock, where its accomplishment was the demolition of a wall of the north-east angle, which has hitherto formed part of the main wall enclosing the Galleons Basin, and which had to be removed in order to give free access from the new entrance into the basin, and so into the Royal Victoria and Albert Docks. The poition of wall to be demolished was about 520ft long by 38ft. high, and had originally a breadth of 5ft. at the top and 20ft. at the bottom. This, however, had been reduced to about 6t't. at the bottom by blasting with gelatine dynamite, of which over 3200 charges have been fired within the last four months.

INTERNATIONAL COMPETITIVE TRIALS OF SEED AND MANURE DRILLS.

In conformity with the Royal decree, 11th February, 1886, an international competition of sowing machines (drills) will be opened at Foggia, for the purpose of extending the use of the best of them, and in order to diminish the expenses of cultivation and to increase and improve the production of the soil. The decrees contain amongst others the following items:—(l) An international competition of sowing machines shall be opened at Foggia on the 20th of October, 1886, and shall be closed on the 30th of November. (2) All national and foreign inventors, constructors, and agents, can take part in the competition. (3) All agents, national and foreign, taking part in the competition are considered only as representatives of the constructors, and in case of merit, the prizes shall be awarded to the latter. (4) To the said competition are admitted machines to sow in rows and to scatter the seed, as well as those combined both to sow seed and to distribute manure. (5) An Executive Commission, according to the Ministerial provisions, provides everything necessary for the success of the competition.

The said Commission is composed of the Director of the Professional School at Foggia, who is also the President; of a delegate of the Provincial Council, of a delegate of the Municipality of Foggia, of a delegate of the Chamber of Commerce, and of a delegate of the Royal Economical Society of Capitanata. (6) The prizes established by the Royal decree aforesaid are as follows :— (a) A diploma of honour, and the purchase made by the Ministry of Agriculture of five sowing machines, the system of which shall obtain the first prize; (5) two silver medals, with 200 Italian lire each; (c) ten prizes, of thirty Italian lire each, to those labourers that during the experiments shall employ themselves in driving and regulating the machines, and that shall give proof of having best learned their management. (7) A special jury appointed by the Ministry awards the prizes. (8) All sowing machines presented to the competition must be subjected to all the experiments prescribed by the jury, both on flat and on hilly ground.

In order to facilitate the experiments, the jury is authorised to elect additional members with a consultative vote. (9) The expenses for the transfer of the machines to the railway station of Foggia and back are at the charge of the competitors; they shall, however, enjoy all such advantages as are granted in such cases by the railway and navigation societies for the transfer of the machines, as well as for the respective fare of the competitors and their agents and workmen. (10) The various expenses for the experiments of the machines, and for hire of the animals required, are defrayed by the Executive Commission on account of the Ministry of Agriculture. (11) Applications for admission to the competition must be forwarded to the Executive Commission, Office of Agriculture, Industry, and Commerce, Rome, not later than the 20th of September, accompanied with all such technical and economical information as the competitors shall deem useful for the better knowledge of their machines, stating the space occupied by them, and the number of animals required to set them in motion.

The Thirlmere Waterworks.—With the recent improvement in the weather the works in connection with the Manchester water scheme have been making rapid progress. Blasting operations going on at Nab Scar tunnel—a short supplementary underground working to the larger tunnels—and as the work is being proceeded with continuously by night and day and by men skilled in the work, rapid headway has been made. The tunnel at Grassgarth has been pushed on with, but considerable trouble has been occasioned by the influx of water consequent on the recent heavy rains. It is satisfactory to be able to state that so far there has been no cause whatever for public complaint as to the conduct of the numerous navvies employed on the works,

RAILWAY MATTERS.

NOTES AND MEMORANDA.

MISCELLANEA.

05

*

Next week the Cardiff Corporation will formally cut the sod of their Taff Vaur waterworks. The new railway has been cut for two miles out of the six needed by the contractor.

The gold medal—Inventions Exhibition—steam tramway engine, made by Messrs. Merryweather and Sons, of London, has been supplied to the North London Steam Tramway Company.

The new bridge of the London, Chatham, and Dover Railway Company has been tested with a large number of locomotives during the past few days. St. Paul’s Station is nearing completion.

This week the girders are being put upon the bridge connecting Cvfarthfa Works with the main line. Preparations are on foot

Cyfarthfa Works with ________

also for the new station at Cardiff. The new bridgework there has been carried out in a most creditable manner, and is massive and ornamental.

According to Ryland’s returns the total number of furnaces built March 31st, 1886, in Great Britain was 859; total number of furnaces in blast on March 31st, 1886, 421; decrease in the number of furnaces built since December 31st, 1885, 26; alteration in the number of furnaces in blast since December 31st, 1885, 0; furnaces blown out since December 31st, 1885, 19.

M. Dieulefait has been inquiring why there is so much sulphur in stone coal, and why there is so little of free alkaline carbonates in the ashes. For this purpose he has analysed the surviving species of the families of the coal plants, particularly the Equise-taceaj, and has found in them a greater than usual proportion of sulphuric acid. Hence, the American Engineer and Mining Journal says, he deduces, as the answer to his questions, that the coal plants were more highly charged with sulphur than most existing plants, and that for that reason their alkaline constituents assumed the forms of sulphates instead of carbonates.

no

A project is under consideration to establish a new dry dock for Bombay.

A new bridge for vehicular and passenger traffic was opened on the 27th inst. at Cocken Ford, a point between Durham and Chester-le-Street.

A fast goods train running from Manchester to Grimsby broke down a few days ago while passing through Woodhouse, near Sheffield. The accident was caused by an axle of a truck breaking, causing a couple of wagons to be thrown off the rails. The train was going at great speed, and it is considered very fortunate that greater damage was not done.

About a quarter of a million persons crossed the Mersey between Liverpool and Cheshire on Easter Monday—210,000 by means of the ferry steamers and 40,000 by the railway under the river. The number who sailed between Liverpool and Wallasey ferries was 123,000, and between Liverpool and Birkenhead 53,000. The numbers are greatly in excess of those of last year.

It having been considered undesirable that there should exist in Birmingham two separate bodies of traders dealing with the railway rates question, the organisation known as the Birmingham Committee of Railway Traders has met under the presidency of the Mayor, and decided to dissolve their organisation, but to amalgamate with the Birmingham and District Railway and Canal Rates Association, so as to form a strong representative association.

The Girvan and Portpatrick Railway Company sought, in their Bill considered last week by a Committee of the House of Lords, to obtain running powers over the Glasgow and South-Western Railway from Irvine to Kilmarnock, with a view of admitting the Caledonian Company, in competition with the Glasgow and South-Western Company, over the line of the latter, and to enable the former to make working arrangements for through traffic from the Portpatrick Railway. This permission was refused, and the primary object of the promoters was thus defeated. The Bill, as far as relates to the financial powers of the company, and the extension of time connected therewith, has been approved by the Committee, who devoted two days to its consideration.

The Yuma Sentinel of Arizona says:—A train of cars is plainly heard on the line of the Atlantic and Pacific Railroad at The Needles for a distance of 78 miles to a place called Cottonwood Island. The discharge of the sunrise gun at Fort Mohave can be plainly heard at Colorado Canon, a distance of 100 miles. Sounds can be understood in the narrows of the Grand Caiion of the Colorado for a distance of 18 miles; or, in other words, if a man in one end shouts “ Bob ! ” the man at the other end can plainly hear the echo. The whistle of a Colorado steamer can be heard from El Dorado Canon to Weaverville, the head of navigation, a distance of 78 miles, and if somebody tumbles a rock over the precipice at Lee’s Ferry you can plainly hear the echo down the river at Weaverville, a distance of 36 miles.

The railway accidents during February in America are classed as to their nature and causes as follows by the Railroad Gazette:— Collisions: Rear, 21; butting, 7; crossing, 4. Derailments: Broken rail, 11; broken frog, 1; broken switch rod, 1; spreading of rails, 4; broken wheel, 4; broken axle, 4; broken coupling, 2; accidental obstruction, 1; cattle on track, 1; wash out, 4; land slide, 2; snow or ice, 8; misplaced switch, 6; runaway engine, 1; unexplained, 11. Other accidents: Boiler explosion, 1; broken parallel rod, 4. Total number of accidents, 98. Of the collisions five were caused by trains breaking in two, four by misplaced switches, one each by snow, by a flying switch, by a mistake in orders, and by failure to use signals. One was maliciously caused, the train wrecker starting an engine which had been left alone on the track.

Concerning the United States railway gauge a correspondent writes:—An important operation will be accomplished on May 31 and June 1 in the United States, when the gauge of the Southern railways will be changed to the Northern or standard gauge. The uniform gauge will be 4ft. 9in., which is considered venient. Nearly 13,000 miles of railway will have to be changed in about twelve hours, and without interruption to the running of many of the important trains, even on the day the change takes place. The change of gauge will effect almost every railway south of the Ohio and Potomac rivers, the extent of road in the various Southern States being distributed as follows:—Georgia, 2413 miles; Tennessee, 1886 miles; Alabama, 1803 miles; South Carolina, 1320 miles; Florida, 1250 miles; Kentucky, 1118 miles; Virginia, 981 miles; North Carolina, 960 miles; Mississippi, 776miles; Louisiana, 313 miles.

Mu. C. Engler says solid bodies, such as soot, lampblack, and wood charcoal, which evolve no combustible gas when heated, incapable of producing an explosion or even of extending a flame, when they are dispersed through air as a cloud of fine dust. Heating the air previously to 300 deg. makes no difference. The addition, however, of a combustible gas, in proportion too small to form by itself an explosive mixture with the air, causes the flame to extend through the entire mass with explosive rapidity. On the other hand, powders capable of yielding a combustible gas, such as coal and flour, can by themselves form explosive clouds.

A new method of estimating the heat of combustion of coal and organic compounds is described by MM. Berthelot and Vieille, in the Ann. Chem. Phys., and the Journal of the Society of Chemical Industry. The authors propose burning the substance in pure oxygen compressed under seven atmospheres. The combustion is effected in a shell of special construction placed in the calorimeter. For determinations of the heat of combustion of coal, cotton, or analogous substances, the ignition is effected by metallic thread heated to redness by an electric current. The combustion is complete in a few seconds. If the substance to be burned is a liquid, it is mixed with silica or other inert material and ignited in a similar manner. The shell is so constructed that the calorimeter requires only a small amount of water for filling. A shell holding 200 to 250 cc. requires 550 cc. of water. The calorimetric determination is made in 3 to 4 minutes, whilst the usual methods require from 15 to 20 minutes.

means

more con-

The following dates of the introduction of railways in the various countries from 1825 to 1860 are given by the Scientific American:—England, September 27th, 1825; Austria, September 30th, 1828; France, October 1st, 1828; United States, December 28th, 1829; Belgium, May 3rd, 1835; Germany, December 7th, 1835; Island of Cuba, in the year 1837; Russia, April 4th, 1838; Italy, September, 1839; Switzerland, July 15th, 1844; Jamaica, November 21st, i845; Spain, October 24th, 1848; Canada, May, 1850; Mexico, in the year 1850; Peru, in the year 1850; Sweden, in the year 1851; Chili, January, 1852; East Indies, April 18th, 1853; Norway, July, 1853; Portugal, in the year 1854; Brazil, April 30th, 1854; Victoria, September 14th, 1854; Colombia, January 28th, 1855; New South Wales, September 25th, 1855; Egypt, January, 1856; Middle Australia, April 21st, 1856; Natal, June 26th, 1860; Turkey, October 4th, 1860.

The death a few days ago of a railway veteran is recorded by the Indicator and West London News, which says:—“ Many of our readers will regret to hear of the death of Mr. John Thompson, for many years an engine-driver on the Great Western Railway, at the age of seventy years and eight months. Thompson was born in Walbottle, one of those Northumbrian colliery villages where George Stephenson passed his earlier years. He came up to London with a locomotive from Hawthorn’s works at Newcastle. The line when completed was opened for traffic to certain distances, and Thompson opened the Great Western to Maidenhead by running the first train; then to Twyford, and afterwards to Reading. In 1845 he left the Great Western and went on the Norwich Railway. Ten weeks afterwards his services were in requisition for the opening of the London, Brighton, and South Coast line from Brighton to Hastings. In 1846 he went to the Eastern Union Company, to drive from Ipswich to Bury St. Edmunds. Then he went to the Northern of France Railway, and helped, under compulsion, to build and afterwards to pull down the barricades of the French Revolution of 1848. At this juncture, Mr.— now Sir Daniel—Gooch, then locomotive superintendent of the Great Western Railway, induced him to return. In the accident at Oxford in 1882 his leg was broken. He retired from the company s service in his sixty-seventh year, with a handsome pension, altogether unsolicited on his part, and bearing testimony to the esteem in which he was held by the chief officers of the Great Western Railway. Thompson was the first driver of the Hying Dutchman, which practically proved the claim by Brunei of the superiority of the broad gauge for trains at a rapid speed. The journey to Exeter previously occupied five and a-half hours, but the Dutchman reduced it first to five, then to four and a-half, and finally to four and a-quarter hours for the 194 miles, attaining one short part of the line a speed of 81 miles an hour,”

on

are

of

The utilisation in sugar-making countries of the residual canes— bagasse—for fuel and gas making is an important practical problem which has yet been only partially solved. The great obstacle has been the large proportion of water which it contains. It is stated, however, that M. Pellet has succeeded in devising for the Fives-Lille Company a system of dealing with the material. This result is obtained by a preliminary division of the pieces of cane in a special apparatus, whereby the after-compression of the material by presses of any convenient kind may be usefully secured. The compressed material is formed into bricks by the addition of powdered fuel, ashes, or lime. The Scientific American says it is cited as a remarkable instance of the utilisation of a waste product reacting upon the original value of the material, that this conversion of waste sugar-cane into a useful fuel will render possible a special treatment of the cane, which will result in simplifying processes, saving labour, and increasing the yield of the raw article.

The question whether electro-magnetic forces may not have demonstrable action on natural, as well as polarised light, has been lately taken up by Herr Sohncke (Wied. Ann. 2 ) His guiding idea was this :—It is known that two polarised light rays from the same source, meeting at a sufficiently acute angle, interfere most if they are polarised parallel, and not at all if polarised at right angles to each other. Now, natural rays of light from the same source behave, in regard to interference, quite like parallel polarised rays; and it seemed likely that two such rays would lose their power of interference if the direction of vibration—or greater ellipse axis—of one of them were turned round by electro-magnetic forces 90 deg. relatively to the other, for in this case the two rays would behave like two polarised at right angles to each other. This was effected in a way he describes. Nature says it appears that the same thing was done some years ago by Professor Abbe, using with natural light the natural rotation of a right-and-left quartz instead of electro magnetic ; and this before unpublished method is also developed by Herr Sohncke, who describes a new interference experiment with natural light.

Since Graham’s time it has been generally accepted that thin parchment paper is the best material for a dialyser. A variety of substances have been experimented with lately by Herr Zott in Munich —Wied. Ann. 2—and he pronounces goldbeater’s skin the best; it has always at least twice the separative effect of parchment paper, and sometimes much more. In a list of relative permeability, goldbeater’s skin being valued as 1, we have next, sow-bladder 0 77, parchment paper 0'5, 2 mm. leather 0'025, and to the fifteenth, caoutchouc, O'OOOl. For solutions which injure organic membranes, common earthenware cells—like those in Grove’s battery—are best; but their effect is sixty to seventy-five times less than that of goldbeater’s skin. All phenomena of diffusion are intensified, if the diaphragm is first evacuated in an air-pump; and the more quickly a substance diffuses itself through a diaphragm, the greater is the accelerative effect of evacuation. This evacuation should be renewed after each experiment. Nature saysIt induces endosmose in diaphragms which did not previously show it; and even colloids show a considerable endosmose, even surpassing that of most crystalloids if the time of diffusion is prolonged enough. Solution-mixtures of two substances easily and fully separated the further apart their relative velocities of diffusion; and dialytic separation is more rapid the oftener the external water is renewed.”

A paper was recently read before the Chemical Society on “The Action of Metals on Acids,” by Henry E. Armstrong, knowledge of the nature of alloys is at present very limited : it is supposed that some metals are capable of combining, but that others form mere mixtures when fused together—the alloy being, as it were, “ a solidified solution of the one metal in the other.” This differentiation is based on the study of physical properties of alloys in comparison with those of the constituent metals. It appeared possible that, by dissolving alloys in a liquid capable of acting on both metals and determining the electro motive force between the alloy and a less positive metal, evidence of the exist-of definite compounds might be obtained if the alloy dissolved as a whole. The general result, however, obtained by experiments is that the method is inapplicable, since the alloys do not, as a rule, behave as wholes. The electro-motive force observed in several cases is very nearly that between the less positive metal of the alloy and platinum, the more positive constituent dissolving independently and giving rise to a local circuit: thus in the case of copper zinc alloys the electro-motive force is very nearly that of copper, as long as the alloy contains not much less that about 5 per cent, of copper; the tin-zinc and tin-copper alloys also have an electro-motive force near to that of the less positive metal until alloys are reached, containing but a small proportion of this stituent. In mercury-zinc alloys the more positive metal determines the electro motive force; this apparently is also true of the lead-tin alloys. Slight changes have been observed which, if confirmed by further experiments, are probably significant : thus in the tin-zinc alloys the electro-motive force gradually rises from that of tin as the amount of this metal in the alloy diminishes: it is conceivable that this may be because the zinc acts as a diluent and separates the more complex tin molecules into simpler more active molecules. On the other hand the electro-motive force of copper in bronze is slightly lower than that of pure copper, and that of copper in the copper zinc alloys rich in zinc is also a little lower than that of pure copper; this may be due to the loss of energy in the formation of the alloy.

Mr. Ernest Hart will commence, on Tuesday next, May 4th, a series of three lectures at the Society of Arts, on “Japanese Art Work,” including metal work, old lac, porcelain, pottery, picture books, and drawings.

In a recent impression we referred in this oolumn to a speed card published in connection with a chart showing the measured mile at Hartley, and mentioned that the figures of one column were wrong. The table has now been corrected, and is published by A. Reid, Newcastle-upon-Tyne, under the auspices of the North-East Coast Institute of Engineers.

There will be twelve entrances to the Edinburgh International Exhibition, and Norton’s patent turnstiles for counting the number of visitors at each entrance are furnished by Messrs. LeGrand and Sutcliff, of Bunhill-row, London, who are also supplying several more turnstiles for the Colonial and Indian Exhibition, in addition to the twenty-six previously furnished for the Inventions and preceding exhibitions.

The Great Eastern left Milford Haven on Wednesday for Liverpool, for the opening of the Shipperies Exhibition there. It is expected that the ship will be visited by a large number of people, a new generation having sprung up since she was last at Liverpool in 18(58, and the vessel remaining still the largest in the world. She will probably be afterwards converted into a coal hulk, and finally leave this country.

A New Orleans paper tells a circumstantial tale of great sufferings on the part of labourers sent to Colon for work on the Panama Canal, and of shameful treatment of those who remained to labour under men whose language they could not understand. Some of those sent from New Orleans were, it is said, so badly treated on the voyage that they were half starved, and nearly dead on arrival, two having to be buried by the dock company.

The prospectus is being circulated of the Newcastle-upon-Tyne Mining, Engineering, and Industrial Exhibition, international and colonial, which is to take place in the royal jubilee year, 1887. The Exhibition will be opened in June, 1887, and will continue open during the summer months. Applications for space for exhibits are required to be made on printed forms, which will bo supplied on application to the secretary, Exhibition, Newcastle-on-Tyne. All particulars must be filled in and the forms returned on or before the 1st of October, 1886.

so on

are more

Our

encc

con-

It is not long, the Colonics and India says, since boxwood, which grows freely in Kaffraria, was sold for 5s. per load at East London, South Africa, for firewood. Recently this has been proved to be worth £25 a ton, in the rough log, for engraving purposes. It is stated that the tree abounds in the Crown forests at Fort Grey and Fort Pato in the East London division, and that at £20 a ton the stock now standing on these two small patches would realise something like £200,000. The cost of putting it on to the London market would not exceed £4 a ton.

Preparatory to the reception from the factory of Sir William Armstrong and Co. of the new experimental 110-ton gun, the latest and largest weapon in this country, the iron pier at Woolwich Arsenal has been strengthened to enable the new monster to pass over it in safety. The strengthening consists of wooden screw piles being fixed in the intermediate spaces between the iron piles, the large crane being ballasted for the extra weight. The bridge over the arsenal canal has been made additionally secure by two movable iron girders, so that the gun, on being landed at the pier, may be at once taken to the Government proof-butts for trial.

Speaking of underground telephone wires, the Philadelphia Ledger says:—In spite of the alleged impossibility of operating telephone wires under ground, about which we heard so much two or three years ago, the Bell Telephone Company’s report shows that 2203 miles of telephone wire were put under ground last year in the cities of Washington, Chicago, New York, Pittsburg, Boston, Brooklyn, Baltimore, and Milwaukee. There are now 3428 miles of wire under ground in these cities, the amount being proportioned not to the size of the cities so much as to the amount of pressure put upon the companies for the abatement of the overhead wire nuisance.

A very conspicuous exhibit at the Liverpool Exhibition, sent by Messrs. Wm. Jessop and Sons, Sheffield, is a huge sternpost and rudder, one of their leading specialities. The two articles are full-sized models in wood, the originals having been made for the steamships Martell and Buffalo, to the order of Messrs. Thomas Wilson and Sons, of Hull. Other local firms will exhibit at Liverpool. The Edinburgh Exhibition will be mainly interesting from a Sheffield point of view by a display of some of the best examples of handicraft shown by the working men at their Industrial Exhibition held here last year. The committee who arranged the details of that successful enterprise have the Edinburgh exhibit in hand, and are certain to make a creditable affair of it.

The Salford Rivers Conservancy Committee have addressed a further letter to the Swinton and Pendlebury Local Board, asking whether the board had anything to urge as a sufficient reason why the committee should not take proceedings to obtain an injunction to prevent them fouling the Irwell. The local board have instructed their surveyor to prepare a scheme for the purification of the sewage of Slack Brook, which finds its way into the Irwell. The Pendleton Highways Committee, acting at the request of the Conservancy Committee of the borough, have addressed a letter to the Eccles Local Board, asking that a deputation should confer with them to consider the best means of dealing with the sewage of Gilda Brook, which also finds its way into the river. The board have appointed a committee.

The annual meeting of the Manchester Steam Users’ Association was held on the 20th inst. It was stated that the past year had been one of progress, and at its close the constituency of the Association, as regards number of members, number of works, and number of boilers, was greater than ever, showing an increase for the year of twenty firms, thirty-nine works, and eighty-three boilers. The revenue of the year was also the highest attained, amounting to £10,436, an increase of £507 over the previous year, and leaving a surplus over expenditure of £538. The total amount of the Association’s investments was £5982, and adding to this the cash at bank and the value of other realisable assets, the fund stood at £9464. The total amount of the guarantee fund £23,464. The special service fees showed a considerable increase over the previous year, the amount of these fees being £1110, as compared with £791 in 1884. There was an increase of twenty-eight fuel economisers under inspection as compared with the previous year, the number on the books at the close of the year being seventy-six. 535 engine cylinders were under periodical inspection and indication. A constantly increasing demand was made upon the Association for special service with regard to the construction of new boilers, and the chief engineer had drawn up a code of constructive regulations applying to various classes of boilers. During the year the occurrence of forty-one steam boiler explosions, killing thirty persons and injuring fifty-four others, had been recorded by the Association, in addition to nineteen miscellaneous explosions, killing fifteen persons and injuring twenty-two others. Since the Association adopted the principle of guarantee, twenty-one years ago, and up to the year under review, no explosion according to the general acceptation of the term had ever arisen from a guaranteed boiler, but the Association had its first explosion during the past year. The boiler was in connection with a crane, and the explosion was due to the derangement of the safety valve lever,

reserve was

CO

CO

GO

VOGDT’S PERMANENT WAY.

prevents bending out of the rails and widening of the gauge ; and as distributing the weight over a longer portion of the rails, and makes running easy.

r. s

no.a

INSTANTANEOUS HOSE COUPLING.

FIC.3

1.3

The instantaneous hose coupling illustrated by the accompanying engravings is made under Rollason’s patent by Messrs. Beck and Co., of Great Suffolk-street, London. To show the necessity for an efficient instantaneous coupling it is only necessary to recall to recollection the loss of time that everyone has seen to occur as a result of the difficulty which often

' I T II' III.....

FI C.5

⁽!i if

oil lo

FIC.B

l.l

FIC.7

ft Ki

FIC. I

““•I

FIC. 6

FIC.4

= _"l

1.00

1.0 0

1.00

<o3 x

0.5    1 os" X

0.5

rn

X 0.5 >

' Ofr'S >

lz_l

r 'i

ESI

ga

-d

r~T

ST

FIC. 9

EEL

ri_rr

E3L

■Q

taT

TECT

...i

FIC .10

_______

Kr--0.40 —

■:T-

---]. 4*. 40 —

-iw 8-

---->l

?£°

v.« •

;r

FIC .12

---440----->|

--— .5.6O-----»io .1

⁰⁴h'-

FIC.II

YOGDT’S METALLIC PERMANENT WAY.

A question which is occupying the attention of the leading railway engineers of all countries is that of supplanting the wooden sleeper by iron or steel supports for the rails. The low cost of iron and steel has undoubtedly brought this question to the front, while, on the other hand, the many and divided opinions as to the system to be adopted have done much to retard its progress. There is no doubt, however, that the construction, offering perfect stability combined with the greatest saving in weight of material, will gain attention.

M. Vogdt, in describing his system, says the ordinary cross sleeper is “ a girder weighted at both ends ; the more the ballast becomes hammered down under these, the more subject to a bending stress it becomes. This is one disadvantage. Another is that it is not supported by the ballast in the whole of its length ; on the contrary, a greater part of the sleeper has a hollow space underneath it. Consequently, under the varying stress produced by trains passing over it, it assumes a balancing action, which not only influences the level, but also produces a shifting from the direction of the line. .    .    . Supposing the

rolling loads passing over the line producing no strain upon it— that is, that they run over it without an oscillating motion, and

CL

IS

-rr_c^c."y=

Si C'

LIU

FIC I

produce no shocks, &c.—the sleeper will be bent by the weight. As soon as one or the other of its ends becomes more overweighted, it will not only sink and be pressed down more at the overweighted end, but the sleeper will shift in a horizontal direction. In reality, however, the vertical centrifugal forces brought into play by the rolling weights passing over the line cause tinual unequal weighting or stress upon the sleeper at its ends. The horizontal component of such loads becomes so considerable, that it can easily overcome any frictional resistance offered by the ballast and displace the sleeper altogether from the direction of the line.”

In theory the longitudinal sleeper is superior to the cross sleeper, and it is urged would in practice have found more favour, if the same amount of material had been used in its construction, as, for instance, is used in the “ Heindl ” cross sleeper system, and if a proper depth and breadth of basis had been given. The permanent way of the Rhenish Railway weighs 120 kilos, per metre, the Hilf system 125'5 kilos., while the amount of material in the Heindl system is 174 kilos, per metre length. An increase of 50 kilos, per metre would be more than sufficient to strengthen the longitudinal sleeper, while something could be saved in weight, because a lighter rail could be used.

The Vignoles rail is a girder which needs no support within a given length : but strong supports must be given to the rail,

a con-

which in the Vogdt system consist of broad and deep saddles. “ The novelty in these consists in their not being intended for direct support, but more as receptacles for keeping together the ballast, forming, so to say, r separate bodies ’ of ballast which become the supports or bearers of the weight.”

Fig. 1 shows section of saddle, rail, and connections ; practically speaking there are only five pieces required, viz.:—(1) The saddle S. (2) The gauge-bar a and bolts b and ft¹, all made from bar-iron of the same section, only cut to different lengths. (3) The fish-plate c, which is continuous for the outside of the rail ; shorter pieces of the same section placed bottom upwards are used for the inside of the rails where they join. (4) The binding pieces d and dl for keeping the rail down. (5) The wedges e e¹ and en for fastening the gauge-bar with the fishplates, and the binding pieces with bolts and rail.

It is suggested, as will be seen from Fig. 1, “ That each length of rail could be mounted, bolted down, and wedged to the saddle with fish plate fixed before it leaves the works. On the spot where the line is to be laid down, there only remain to be mounted * the saddles belonging to the parts where the rails join, the inside fish-plates for this part and the gauge-bars.’ A great deal of time is thus saved, while at the same time there is less chance of loss in small material, such as bolts and wedges.” Fig. 2, A is a section of the part where the rails join, and where the inside is also furnished with a fish-plate. At B it shows the middle of a length of rail with saddle mounted “ crossways,” that is with its closed ends in the direction of the line. Every length of rail has a saddle placed crossways in the middle. On inclines a greater proportion of cross-saddles is to be used, the number depending upon the gradient. Figs. 3, 4, and 5 are a side view of rail, and plan of saddle mounted and unmounted. Figs. 6, 7, and 8 show bolts and wedges with binding pieces. Fig. 9 shows side view and plan of permanent way. Figs. 10, 11, and 12 show section of line with Yogdt’s permanent way, with earthworks and ballasting, the dotted lines representing the manner in which these would have to be carried out for ordinary permanent ways. The difference of section represents the gain in ballasting, &c., to be derived by using the Yogdt system.

A piece of line laid on the system was tested by a large number of Government and other officials in July, 1884, and was very highly spoken of.

The saddles are from 35 to 50 centimetres in length, the depth from 18 to 20 centimetres, and width on the base from 40 to 45 centimetres. The manufacture is said to be simple and cheap ; a sheet of wrought iron, from 7 to 8 millimetres thick, is used, and the notch for the base of the rail as well as the shape of saddle are formed at one blow in the red-hot plates. Beneath the middle portion of the rail, the saddles are placed crosswise of the rail, while all other saddles are placed endwise with respect to the rail, like longitudinal sleepers. For tracks newly constructed, it is economic, and advantageous to use light rails of from 23 to 25 kilogrammes. In this case the rails need more numerous supports, but the total outlay in iron will be less by from 18 to 20 kilogrammes per metre run of the track, notwithstanding. Total weights in these two case are given thus:— With heavy rails of 31 kilogrammes, from 110 to 116 kilogrammes, and with iight rails of from 23 to 25 kilogrammes, from 92 to 96 kilogrammes per metre run, the strength being the same in both cases. The bearing surface of the saddles is 0⁻4 of a square metre, that of wooden cross sleepers 0’4, and that of longitudinal sleepers 0⁻5 per metre run of the track.

The resistance against displacement of the saddles is said to be five times as great as that of any existing system. The continuous external fish-plate is relied upon as obviating harmful deflections ; the tendency of the rail to be tilted round the outer edge; forces acting upon the connecting parts diminishing,

attends the attempt to bring together the ordinary screw coupling and then turn the big screw collar of a 3in. or 4in. pipe. With the coupling illustrated it is only necessary to push the parts together and they couple. The rounded end of the inner pipe pushes away the segmental metal collar which surrounds it, and which then grips and holds the nozzle by the recess turned in it, the joint being made by the rubber ring seen in section. To separate the pipes the cap seen at the top of both Figs. 1 and 2 is pulled against the resistance of a spring, a stem with a segment carrying two pins being thus pulled, and the two other segments, pivotted on one pin as shown at Fig. 2, separated and leaving the internal nozzle-ended pipe free. The screw thread shown on the outside of the coupling at Fig. 1 is made to suit the Metropolitan Fire Brigade requirements, which, until the new coupling is completely substituted for the old, may make it desirable sometimes to be able to screw an old screw coupling of one end to the new coupling of another. It will be seen that the coupling will not be effected by pushing the cap as the pipe is pulled over the ground.

II FIC'²

XI

ll

\N

7'////77Z^/

THE ENGINES OF THE NEW U.S. CRUISERS.

The Washington Republican and Post are engaged in a controversy as to the engines of our new cruisers. The Republican instituted a comparison between the engines and boilers of the Chicago, which weigh 419 lb. per indicated horse-power, and the Atlanta and Boston, 4181b. per horse-power, with those of the Colombia gunboat Boycea, designed by a Delaware builder, which weigh about 250 lb. This unfortunate result is due, it says, to copying obsolete English models. In reply the Post said : The Chicago’s engines were designed, from the boilers to the stuffing-boxes, by two members of the Naval Advisory Board, to wit: Mr. Alexander Henderson, a chief engineer of the Navy, and Mr. Miers Coryell, a civilian from the Morgan Ironworks. Their counterpart does not exist anywhere else in the world, and nothing remotely analogous to them was ever attempted except in a coasting vessel plying between New York and New Orleans, and that by Mr. Coryell. In fact, the Chicago’s engines are merely the reduplication for twin screws of the single screws walking beam machine of the Cromwell Line steamship, Louisiana. We are not particularly partial to the English, but in the commonest spirit of fair play we cannot stand tamely by and hear them accused of having furnished the model of the Chicago’s engines.

To this the Republican, which is understood to derive its information from ex-Secretary Chandler answers : The Advisory Board was and is controlled wholly by line officers who had no experience in and very little knowledge of shipbuilding, and they naturally made some mistakes. They ignored as “ cranks ” ail the practical shipbuilders of their own country, some of whom build one steamer per month in busy times, and slighted in every way the two civilian members whom they grudgingly admitted to their councils in obedience to a law of Congress. Being left to its own limited resources the board could only copy such English plans as they were most familiar with, which happened to be, as matterof course, those of twenty or thirty years ago. The plans for the engines of the Chicago were accordingly copied mainly from the designs of the Whitelaw—English—engines of 1860, and in part from the engines of the steamship Jura, built in Glasgow about that time. They are more than twice the weight per indicated horse-power of the modern American engines, and will require about double the amount of coal to run them. In short they are obsolete, heavy, cumbersome, and expensive to build and maintain. They, will however, be serviceable where economy of fuel and speed are not especially desired, and a thousand tons, more or less, of extra weight are not objected to. The Advisory Board should not be too severely blamed for the result of its own ignorance. It must be admitted that its members — we mean the line officers who controlled it—did the best they knew how. decided to treat all oqr practical shipbuilders as ‘ ‘ they were designated by a member of the board—there was nothing to do but copy obsolete designs of English origin. The best designs are invariably kept by builders everywhere for their own use. Only the obsolete are sold or given away.

In support of its statements, the Republican quotes from the incisive criticisms of the London Engineer on the engines of the Chicago, which appeared in the journal of February 20th.

Navy is more concerned with the question of fact as to relative efficiency of the machinery of the Chicago than with the question of responsibility for its adoption. That rests upon the Advisory Board as a whole, but wc believe Mr. Coryell does not deny that the engines of the Chicago were originally designed by him. He does complain, however, that unwarrantable changes were made by the Board in his designs, and possibly it is this to which the Republican has reference.—United States Army and Navy Journal,

After they cranks” as—

The

the

COMBINED CENTRIFUGAL PUMPS AND ENGINES.

MESSRS. W. H. ALLEN AND CO., LONDON, ENGINEERS.

Ik

im_ i

n::zx2Z22S

mJL —

-A¹ •

nr

jfcs

Hi.

T*

IT

Ijaae

HI

■HE

'I

ill

Ejjg

BLO

,Pym

[H|

Sir

/vlllk

era

Cl

"i

SHT?

IvM

I ;illlR

Hr

roa

jp

nti»

*■§

U IT

kmm

ffll i ™ i

fl

4m

ffl?

jiffj|

f⁷/

'{/

WMm

mm

Hi

111

ilk

* -IT L

T i

■■

jji

flvAMkv u|fc ¹ ^

n-i

F!

JI

ji

‘J

rC

HMBa

lf7\H

i\, V,v

'if11 u In,

I,

\>1

ll

mm

■II

ipispso

mm

££i!iiliitiin J

i]

i:

i=

.WWm

jm

mill

W k

mm

• •• ii iiiil i

.....

•!!•!!

IS

|jg^

L,

Ppl®:

■mu

ISls

fvA 1

■I

p/

*/»

\- -    -r-:

*V

III

KB

CENTRIFUGAL PUMPING ENGINES.

adapted for obtaining a considerable range in pitches or numbers contiguity to the railway and to the main road from Piccadilly We illustrate above a powerful set of centrifugal pumping of teeth. Twist and helical wheels of diameters up to lOin. to Hammersmith, offers considerable advantages for any place of m ichinery designed and manufactured by Messrs. W. H. Allen may also be accurately cut. and Co., of York-street Works, Lambeth, for the new North German Lloyd steamer Aller built by the Fairfield Engineering Company of Govan. The centrifugal pumping engines are intended to be as economical as possible, and are therefore compounded, the ratio of the cylinders being as one to four, having diameters of 8in. and 16in. and a stroke of lOin. with variable cut-off valve. The pumps are together capable of discharging 16,000 to 18,000 gallons of water per minute to a height of 25ft. at 200 revolutions per minute. The engines are exceedingly neat in appearance, and at the trial trip worked without noise or difficulty of any kind. An important feature with these engines when they are duplicated in this way has reference to the spare gear. In this case they are designed in such a way that any one set of rods may fit either of the four engines; the same may be said of the crosshead and piston, pumping engines illustrated by the above engravings are the largest that have yet been constructed on the compound system for marine purposes. The workmanship and material of these are of that high quality for which Messrs. Allen are widely known.

public resort. The idea of the promoters is that there is great need for a building affording a large covered space for spectacular displays, horse shows, and exhibitions, and that the Agricultural Hall at Islington, which is at present the only building in London available for the purpose, is quite insufficient, and not conveniently situated. The late Mr. H. E. Coe was the architect, who, from the first inception of the scheme, prepared the designs, the general arrangement of the various buildings, as well as the fine elevation adjoining the railway, being due to him. Mr. Coe died just as the building operations began, and the completion and control of the work has been entrusted by the directors to Mr. J. Edmeston, architect. The most important part of the building is the main hall, and Mr. Coe in regard to this consulted Mr. M. am Ende and Mr. A. T. Walmisley, engineers, both of Westminster, and the roofs, screens, galleries, with the various works depending on them, have been designed by these gentlemen. We illustrate on page 333 the general arrangement of the roof over the main hall, which is 440ft. long by 250ft. wide, the centre span being 170ft., or 45ft. more than that at the Islington Agricultural Hall. The crown of the centre roof is about 110ft. from the floor and the roof ribs, having no horizontal

SPECIAL TWIST DRILL, RIMER, AND    j    jj|    ties have a horizontal thrust. As will be seen

CUTTER-MAKING MACHINES    '    HB    =• _    from the cross section on page 333 there are

The accompanying engraving in a great    ■IH    no masonry abutments, the outer walls serving

nr iTT-n •    °    ,    '■    Mm    =    m    only as screens and to share in carrying the

Wilkinson    Wf-    |    B    gallery floor. Abutment are ingemou.l/pro-

makine milliiio ofittlr. . 1 *17 77"*^ ^°r    \--31    j§§    vided at each roof principal by an iron frame-

j ^ j—

With ftTisWdesi¹gnt of cftte^-makS/ machine!    ^    thence t|™utlTthe columns to tlm termini

which is all self-acting, can be madeany class of    -- ?°n °f-,the frame,before mentioned. In order

s StWIFS-?^ 5

l⁸SldT;ra?el3tot%2“S    W,LKIN80N AND LI8TER'8 TW'8T DRILL MA0H,NE-    a“»—<•'"*    'strain

ouTSinffie^heads⁶ SaC?ne'S Provided if required with vari- NATIONAL AGRICULTURAL HALL, KENSINGTON. of the column. Speaking "generally,^the iron® structure's8 heavv cute or a flv eLt "^*5?°^ Wlth ,worm dnvi“g *>r This building, now rapidly approaching completion at Ken- remarkable for its extreme lightness, due, not to any sacrifice of sharpening    fly cutter sPindle for wood work or emery sington, presents several novel features to which we draw the strength, but to the skill with which the various parts are dis-

Bv this machine nnu    . • , v    ,    , . attention of our readers in the present and a subsequent article, posed and to the arrangement of the bracing. We hope soon to

edges ^f ZSs    8176,1 totheCUt?D-g The 8lt®.¹® on the we8^r₁n Slde ,of Addison-road station, on give further particulars of the building, with a detailed descrip,

pdges ot drills or cutters, and the dividing arrangement is ground hitherto occupied by market-gardens, which from its tion by Mr, M. am Ende of the design The contractors fop the

The

f nX

■urn _ _

il!

MllHl

7J

building are Messrs. Lucas aud Son, of Kensiugton-square, and been exaggerated by Captain (Jhetwynd in a vague manner. Had the ironwork is being made and erected by Messrs. Andrew n°t locomotives, and many other machines to be triedl And was Handyside and Co., o£ Dorb, aud London.    thereat n;k

men—not a dozen, as you quote—to go out in a boat the essential difference of which and other boats is increased stability? Where is here the risk of life?

I quite agree with you, Sir, that electricity would be superior to steam, and we should certainly have proposed this motive power had the practice in this, as applied to boats, already taken such dimensions as to bring it beyond the scope of an experiment. But the boat, as we have designed it, is quite as well adapted for any other motive power than steam, and there is no desire on our part to favour the latter if we can find a motor which combines the reliability and handiness of steam with other desirable qualities. Allerton-road, Birkenhead,    Ludwig Benjamin, M.I.N.A.

April 24tli.

P.S. —After writing the above, I notice in the papers the loss of a Norwegian brig with six lives, on the Goodwin Sands, on the 20th inst. The loss of life in this case was due to delay caused in the launching of the lifeboat, and would not have occurred if a steam lifeboat, such as I am advocating, had been stationed at some distance.    _

LETTERS TO THE EDITOR.

some

more

ove

pointed out that such a tool was in this way were calculated and set off as against the cost of the tool, the firm would be at a considerable loss. No, accuracy and comprehensiveness in details are the most important points in drawing-office economy, and as such, cannot be too clearly shown in a workshop drawing.

Objection seems to have been taken by your correspondents “Pencilius,” and in a measure, too, by “Ex-Draughtsman,” to the term practical, as applied to engineers and engineering draughtsmen. The term practical engineer ought, in itself, to be sufficiently comprehensive and convey its own meaning. What one would naturally understand by the term would be an engineer who,

of

apart from a technical education or plain theoretical course study, has spent some years of his life in the various departments of a good works, who not only knows how a job should be cairied out, but who could, if necessary, do the work himself. Having spent much of his time in the works, the principles and application of mechanics becomes a sort of second nature. He brings theory down to actual practical application, if designing a machine, and does not let theory carry him into all sorts of extravagances, such as are seen upon some of our machines. All his calculations are based on actual experience, and a mechanical blunder becomes almost an impossibility. He is always a man who thinks well of

of

It. G. H.

mate the expense per hour of an 8-horse power engine to be Is. Gd. per hour, with gas at 3s. per 1000ft., supplying 100 incandescent lights requiring 60 watts per light, or 8 B.H.P.

Now, Mr. Editor, I beg to ask you to lay before the public the injustice of giving such statements without qualifying them by stating what quality of gas was used in each case, and so reconcile statements which to the uninitiated must appear like fraud, and also to use your great influence to initiate a system by makers of gas engines to give the quantity and quality of gas necessary to give a brake horse-power, which is the information the public really want, and such information, I have no doubt, would increase the sale of these engines.

With your permission, Mr. Editor, and with a view to help forward the desired reformation, I will give the results which I have obtained from a new engine yet in its experimental stage, and which I do not intend to place in the market until more economical results are obtained. It is a very small one, 4^in. cylinder, 8^in. stroke. I will give the quantity of gas per hour and the footpounds per minute on the brake. The gas used is that supplied by the Gas Light and Coke Company, and is said to be of 16-candle power:—22Ht., 18,410 foot-pounds on brake; 28ft., 26,000 footpounds on brake; 33ft., 33,354 foot-pounds on brake; 37^ft., 40,664 foot-pounds on brake; 41ft , 44,880 foot-pounds on brake. The light for ignition is not included in the above. I have spent several years endeavouring to improve the gas engine, and if others following the same pursuit would give the result of their experiments, the result, I think, would be beneficial.

9, Wickham-street, Lambeth,

April 14th.    —

as

the

If “H.” will look carefully over his sketches and letter of last week, and, beginning at C, follow the piston round towards the right until it comes on the line of centres, he will, perhaps, not be surprised to find that, in order to get any further movement, the steam instead of acting upon the left of the piston must now act upon the right. A little reflection will serve to show that this is precisely what happens in every reciprocating engine. It would appear that “ H.” is still a little mixed on these points, or otherwise he could scarcely say “B will slide backward and forward in the slot during each revolution,” without suggesting to himself that, between B sliding forward and B sliding backward, there must be a change of direction, and a moment when B was sliding in neither direction.    Long STROKE.

April 20th.

[For continuation of Letters see page 344.]

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

STEAM LIFEBOATS.

Sir,—As you have made the steam lifeboat, which Mr. Taylor and myself brought forward, and the discussion which was caused by our paper before the Institution of Naval Architects, the subject of a leading article in your issue of the 23rd inst., I trust that you will allow me space for the following reply.

I regret to say that the discussion was not as interesting and useful as it might have been, as, owing to the great number and length of thte papers which were read and discussed before ours, the hour was so late that those few who spoke, besides the gentlemen of the Lifeboat Institution, had to curtail their remarks to a great extent, and we have been deprived of the discussion on the part of of the leading naval architects, as well as we have not had sufficient time to reply to all the utterances of the National Lifeboat Institution.

I have no doubt that it is very interesting to hear what a gentleman of Captain Chetwynd’s experience has to say about the impossibility of steam as motive power for lifeboats, but as his experience was with rowing and sailing lifeboats only, it would be a great mistake to place too much confidence in its applicability to steam lifeboats. The same arguments which he utters against steam lifeboats have, more than half a century ago, been brought against steamships in general; and just as his remarks have induced you, Sir, to speak of the utter hopelessness of the task of constructing steam lifeboats, there has been a time when the construction of steamships was regarded as an utterly hopeless case. If there had been an opportunity for some of the naval architects to take part in the discussion, I am sure that the possibility of applying steam to this branch of naval service would have appeared in quite another light; and the opinions which we have had of many competent gentlemen, both naval architects and sailors, confirm this statement. As to the constructive peculiarities of our design, you will agree with me, Sir, that it is for the naval architect, or for the naval architect and sailor combined, to judge them, and not for the sailor alone.

You mention in the outset of your article: “ The craft does not possess any of the characteristics that a lifeboat, as the term is now understood, has.” Neither ought it to possess these characteristics. I suppose you refer to the lifeboats which are commonly used by the Institution. Neither these—well fitted as they are for their purpose—nor any other form brought forward for rowing lifeboats, would admit the application of any mechanical power, steam or other; and if such is to be employed, a boat must be constructed specially for this purpose, and unbiassed by the practice of rowing lifeboats.

You quote from Captain Chetwynd: “It is easy to talk about metacentres and centres of gravity and buoyancy, but in a heavy, confused sea the laws of stability seem to be in abeyance.” Against this sentence I must protest in the name of naval architects in general. If the laws of stability do not govern the behaviour of a ship under those conditions, what does govern it? We are accustomed to this kind of talk from sailors. Still, it is the naval architect, and not the sailor, who designed the vessels which are afloat, from the armourclad to the torpedo boat; from the Atlantic liner to the steam launch; and experience teaches that whenever the science has been neglected, and whenever non-professional men have tried to dabble in the design of ships, utter failure has been the result. Sir Edward Reed, in a letter to the Times on March 12th, 1884, speaking of stability of merchant vessels, says :— “It is my firm and deep conviction that ignorance is at the bottom of ninety-nine out of every hundred of all preventable losses that occur.” And it would be a further proof of this ignorance, if, after putting forward a design of a boat with such an extraordinary amount of stability as our lifeboat possesses, we should be met by the argument—“ But stability does not apply in a heavy sea.”

What is it that makes the present lifeboats able to do all what Captain Chetwynd states ? what prevents them from capsizing and makes them self-righting, if it is not stability ? All the examples that Captain Chetwynd brings to illustrate the enormity of the sea that lifeboats have to battle with, go to prove that stability is the very first quality a lifeboat must possess; and if this argument were correct against our design, it would condemn all lifeboats, including the ones at present in use. For obvious reasons, a lifeboat propelled by mechanical means instead of oars, needs stability in a higher degree, but it affords at the same time ample opportunity for this increased stability. It may be open to discussion whether the top structure of our boat—which is provided for the purpose of extending the positive stability to all angles the boat might be heeled to ; in other words, to make her self-righting—has not disadvantages which more than counterbalance the advantages of self-righting power, and there are other points connected with its stability which are open to a discussion ; but to cut the question of stability short in the manner these gentlemen of the Lifeboat Institution have done is simply ridiculous.

Next, Sir, I have to deal with your remarks as to the boiler. Yrou charge Mr. Taylor and myself with not having thought it worth our while to deal with this question as if it was of any importance. But this is not so. We have, indeed, given very serious consideration to this vital question, and have gone into the details of it very minutely. But the conclusion we have come to is that artificial means, such as the gimbals, you, Sir, speak of, would be inferior to a properly and specially constructed boiler built on principles, generally adopted, and of which the firm to which Mr. Taylor belongs—the Britannia Works, Birkenhead—has a large experience. The boiler of a boat of so much stability and steadiness as ours would, even when the boat is amongst breakers, not be subject to such tossing about as the boilers of common launches often are, and there is not a sea-going vessel afloat in which not often for days’ running, water and steam change their places in the boiler as often and as quick, if not more so, than it ever would in the craft we propose. But as we took it for granted that marine engineers would know that the difficulties which are offered by the construction of engines and boilers of this kind do not offer any novel features, we have in our paper refrained from dealing with these matters.

In answer to your remark, “ the propellers must be at times working in the air, then deeply immersed,” I beg to draw your attention to the arrangement of the four screws, which are located within half the vessel’s length amidships, and this, in connection with their peculiar position in the grooves, makes it nearly impossible under the most trying circumstances that those at one extremity should be fully emerged, but even then the machinery would be kept from racing by the other propellers, which are mounted on the same shafts, and which at that time must be fully immersed. Indeed, I believe that this and the full protection we give to the propellers and rudders is one of the strongest points of our design.

With regard to the weight of our boat, it is to be mentioned that such boats can and shou d be kept continually afloat; they are then always ready for emergencies, and the number of lifeboat stations could be considerably reduced. As the objection against weight is the difficulty in launching, it is of no consequence in boats which are kept afloat. If our boat draws slightly water than the common lifeboat does, it may be said that in seas as Captain Chetwynd describes. Gin. or 1ft., or even more, increase in draught will not make any difference, and our boat is specially designed not to come to grief by taking the ground, even if it should be dashed on the sand.

Tbe difficulty of experimenting in trying a steam lifeboat bf**

WORKSHOP DRAWINGS.

Silt,— I am glad to see that several of your readers have written you on this important question, and have been able to endorse some of the points mentioned in my letter of 19th ult. I do not desire to intrude too far upon the limited space in your columns, but would like to follow up one or two of the views of your correspondents on the subject under discussion. The first question of your correspondent “ N. Z.” is of a very contradictory nature, for if, as he says, that in many works the drawing-office is looked upon as a “ useless necessity and an expensive one,” I should say that there was no system carried out in manipulating the work, and but very poor management in such works, for a necessity cannot be looked upon as useless simply because it is a necessity, and if any part of a system is looked upon and known to be useless, surely it is very poor management to keep it at all, to say the least of it. That such a system as is mentioned in my letter of 19th ult. is easily and economically carried out I can assure your readers is an accomplished fact, and also that it bears good results. That the drawing-office and draughtsmen too are too much neglected in many works is a fact that cannot be doubted by anyone who has spent any amount of time in various situations. It is usually the weakest point in a workshop system instead of being the strongest and most effective. When one sees a simple machine with all manner of unshapely castings and odd brackets and carrying numerous cranked and crooked rods that could easily have been made straight, it is a pretty good sign as to the state of the drawing-office.

All your correspondents seem to agree on one point, and that is the poor salaries offered and given to draughtsmen. Doubtless the bad state of trade has something to do with this, but not all. I am afraid our technical night classes for youngsters has something to do with the matter. Lads are taught mechanical drawing, and there the thing ends. The machine construction they learn is too often the results of book learning only, and does not conform with actual practice. These lads then go as office boys in a drawing-office and gradually develope into draughtsmen of a kind that is too plentiful—mere copying machines. They are always on hand, and very rarely get above 30s. a week. Some few such rise and become good men, but they are the exception.

With respect to detail in working drawings, I maintain that no detail, however small, should be omitted or overlooked—rather rlook some prominent part—for it is just these small details that always cause the most trouble, delay, and annoyance; for instance, a small special screw or other part not immediately obtainable is just the very thing to keep back an important operation on any machine in course of construction, or a special tool is required to get at an otherwise inaccessible part to be machined—just another thing usually forgotten till the work is set ready to be operated upon; such tool, if it had been remembered, or its requirements understood by the designer, would have cost, say, 10s., and could have been made and ready when wanted. If left out and forgotten when designing the consequences become serious, the work ready set on the machine must be left where it is until the tool is schemed out and made—loss of some hours’ time—and the machine stands idle—loss of time—the erector cannot get this piece fixed as he expected, and has to go on with another job—still loss of time on the job ; or if the piece is ponderous, and the machine is required without delay for other work, the job has to be unshipped and wait its turn, and then be chucked again and reset. All time lost, whichever way it is put; the leading hand swears at the machine men, the foreman swears at leading hand, and the manager—well, if he is an energetic man— he swears at all of them, and at the draughtsman, for not having

required. If all the time wasted

the various ways his machine can be manipulated in construction, and in the least expensive manner consistent with a sound job. Surely no one with any common sense can call such men “ blatant and obstructive,” unless, indeed, they have had to stand aside and make way for such. Such terms will justly prove most offensive to the many men who have risen by merit from the workshop to a responsible position either as managers or proprietors of a going concern—men whose experience and success have rendered their opinions sought after and valued. Generally they are men of little show, who go about their business in a quiet, unobtrusive manner, saying little and doing much, and that rightly. One rarely hears of such being long out of employment. There is not sufficient of their class to be had even now that all trade is so slack.

Take a purely theoretical draughtsman’s mode of proceeding who has to scheme a machine. The time he takes up working out all sorts of intricate and abstruse problems, before he ever makes a line on his drawing, alone takes away a goodly amount of the profit on a machine, especially if a special machine, of which only one may be ordered. He spends endless pains in making practice, as he understands it, conform to his theories, which means no end of complications in the works when erecting a machine; indeed, the writer has known of cases where a machine lias had to be half-thrown away because it could not be erected as the draughtsman had drawn it, and when finished been a precious botch after all. Here the draughtsman was a splendid theoretical man, and could make an unequalled drawing, so far as making lines went. He got the sack.

A theoretical draughtsman with a little knowledge only of work-shop practice is a very dangerous and expensive tool. He is never to bo depended upon. A man with the knowledge and experience

workshop practice, with all the principles of mechanics gained from actual experience, and with sufficient theoretical knowledge to work out his problems in a simple manner, is to be preferred. He may not make such neat drawings, but they will be complete and easily understood, and bear on their face notes for workmen’s guidance such as no theoretical man would ever dream of, much less put on his drawing. They would spoil the look of it, you know. How many draughtsmen know all the difficulties of moulding, with its deep lifts, drawbacks, cores, &c., and how to avoid them or simplify them, or the difference between rough pattern-making for a special job and expensive and durable for a job from which fifty castings have perhaps to be made. These are the things that economise time, labour, and material, or render expensive the production of machinery, and I am sorry to say too little attention is generally paid to them in designing. Your latest correspondent, “ Scale,” is introducing an element into the dis-discussion which hardly can be said to have anything to do with “ Workshop Drawings ;” and though there is a certain amount of truth in his remarks, he seems to be a “man with a grievance,” which he wants to air in a manner satisfactory to himself at the expense of a class of men who are both intelligent and trustworthy. As far as I can see, the relative merits of foremen and draughtsmen had better not be entered on in this discussion, and certainly not with any show of animosity on the part of either. If draughtsmen want to wrangle with foremen, or vice versa, the columns of a technical journal are not the place. Mere words occupy little space in thin air, but in print they take up a deal of room, and as they lose much of their force in print, they are apt to be misconstrued, except by the parties immediately concerned.

Manchester, April 12th.

GAS ENGINES.

Sir,—In your article on the Korting-Lieckfeld gas engine, which appeared in your issue of the 2Gth ult., there is withheld from the public the most important information regarding a gas engine, viz., the quantity and quality of gas required to give a B.H.P., which information is carefully concealed by all makers, and instead of finding in their advertisements the quantity and quality of gas required per brake horse-power, we find them all advertising their engines as the most economical. The only honourable exception I have seen was that of Clerk’s patent. When first brought before the public it was stated that 180 cubic feet of Glasgow gas of 27-candle power gave 6 brake horse power.

I have seen a letter from Mr. Atkinson in your last issue informing you that Kbrting’s system of regulating the gas engine is not new. I might have given you the same information, and told you that Korting’s method of regulating the engine is included in patent No. 1590,1882, had I deemed it of sufficient public interest. But he comes to a subject of public interest when he tells us about the economy of his engine. He tells what his engine drives with 86ft. of gas, and yet makes us no wiser. If Mr. Atkinson believes that he has got the most economical gas engine, it would be reasonable to expect that he would put on the brake and tell us what power his engine gives out with 86ft. of gas. The Messrs. Crossley state in their circulars that the Otto requires from 20'5ft. to 25ft. of gas per indicated horse-power, without stating the quality of the gas. That information is no better than Mr. Atkinson’s. Sir F. Bram-well was asked by the judge in the case of Otto v. Steel, how much gas the Otto engine required per horse-power. He replied, “ In a 3-horse engine, from 35ft. to 40ft.” An electric light company who offer to supply the Otto engine along with their other plant esti

Robert Skene.

ROTARY ENGINES.

Sir,—Although my criticism of the machine described by your correspondent “ H.” in his letter of February 3rd was, perhaps, a trifle severe, I am much pleased to see that he has not abandoned the discussion, and I beg to thank him for his elaborate and very ingenious explanation of the method by which he arrives at the conclusion that a point may be said to travel in a circle and in a straight line at one and the same time. This is indeed a very fine point, and is worthy the researches of more able minds than my own; but I doubt very much whether its establishment as a profound truth would add materially to the production of a perfect rotary engine, and should not have trespassed upon your valuable space had it not been that your correspondent “ H.,” though wisely neglecting to say anything about uniform velocity, as previously claimed, still claims for his device one important feature, which, I endeavoured to show in a previous letter—February 5th—is one distinguishing advantage peculiar to the rotary engine alone, viz., the absence of alternate “ starting and stopping of the piston and gear during each revolution.” If this were true of his device, “ H.” would indeed have accomplished everything that is desired; for although many of the earlier inventors, through igno-ranee of certain facts concerning the crank, did much to bring upon themselves and their inventions the severe comment of some of the greatest authorities on the steam engine, there can be little doubt that the true and only great advantage to be gained by the most perfect rotary engine is this very absence of stoppage and re-starting, which occurs in every reciprocating engine, no matter how ingeniously their authors in certain cases try to disguise the fact.

Naval Engineer Appointment.—The following appointment lias been made at the AdmiraltyGeorge A. Haggart/, assistant engineer, to the Northampton,

FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

NEW YORK.—The Willmer and Rogers New3 Company, 31, Beckman-street.

PUBLISHER'S NOTICE.

*#* With this week's number is issued as a Supplement, a Two-Page Engraving of an Express Passenger Engine for the Hungarian State Railway. Every copy as issued by the Publisher contains this Supplement, and subscribers are requested to notify the fact should they not receive it.

CONTENTS.

The Engineer, April 30th, 1886.

Trial of Gruson’s Armour at Spezia. (Illustrated.)

The Effect of Frost on Different Roadways ..

Iron and Steel Institute ............

The National Agricultural Hall, Kensington. (Illustrated.) .. 333 The Institution of Naval Architects—Experience in Propulsion with Three Screws—A Proposed Steam Lifeboat—Converting Compound Engines into Triple Expansion Engines

Private Bills in Parliament ..    ......

The Royal Albert Dock............

International Competitive Trials of Seed and Manure Drills. 330

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

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

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

Vogdt’s Metallic Permanent Way. (Illustrated.) ........

Instantaneous Hose Coupling. (Illustrated.) ..........

The Engines of the New Cruisers................

Centrifugal Pumping Engines. (Illustrated.) ..........

Special Twist Drill, Rimer, and Cutter-making Machine.

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

Letters to the Editor—Steam Lifeboats—Workshop Drawings—

Gas Engines—Rotary Engines ...............

Free Trade and no Trade—The Blackpool Electric Tramway ..    .

Utilisation of Sewage—Pile-driving—Steel Rails for Italy—Strains

in Cranes .........................

Leading Articles—Loss of the Oregon .............

The Facts and Science of Water Supply—Educational Parasitism.. 342

The Mersey Railway ......................

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

Sargeant’s Reversible Steel Coulter. Illustrated.) ......

The Institution of Civil Engineers................

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

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, AND OTHER DISTRICTS..................

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

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

Notes from the North of England................

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

Notes from Wales and Adjoining Counties............

New Companies..........................

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

Selected American Patents....................

Paragraphs—Liverpool Engineering Society, 335—The Thirlmere Waterworks, 336—Naval Engineer Appointments, 310—Liverpool Exhibition, 343.

Two-page Supplement — Express Passenger Engine, Hungarian State Railways.

page

331

332

336

336

337

337

337

338

338

338

339

339

340

. 344

345

341

343

343

343

343

345

345

345

346

346

346

346

347

847

848

^vvuu.v.    -u l T. um, by Mr. Ernest Hart.

Lecture I.—Japanese metal work and lac. Wednesday, May 5th, at 8 p.m.: Twentieth ordinary meeting. Adjourned discussion m T)r_ C Meymott Tidy’s paper, “ The Treatment of Sewage.” ‘-’:-Abel, C.B., D.C.L., F.R.S., Chairman of the Council, will preside. Thursday, May 6th, at 8 p.m. Foreign and Colonial Section. “The Commerce and Industries of New South Wales,” by Mr. Edward Coombes, C M.G. Sir Henry Barkly, G.C.M.G., K.C.B., F.R.S.. preside. Friday, May 7th, at 8 p.m.: Indian Section. “    ¹¹

factures from a Practical Point of View,” by Mr. B. H. Baden Powell, C.I.E.. Saturday, May 8th, at 3 p.m. Special Lecture. “Electricity,” by Professor George Forbes, M.A , F.R.S.E. Lecture IV.—Electro-magnetic Phenomena.

on Dr. C. Sir Frederick

will Indian Mami-

THE ENGINEER

APRIL 30, 1886.

TO CORRESPONDENTS.

Registered Telegraphic Address—" ENGINEER NEW8PAPER, LONDON."

*** All letters intended for insertion in The Engineer, or con-

nd addr

taining questions, must be accompanied by the name a of the writer, not necessarily for publication, but as a proof of good faith. No notice whatever will be taken of anonymous communications.

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

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

c.88

Brewery Chimney.—See “ A Practical Treatise on the Construction of Tall Chimney Shafts,” by Robt. M. and F. J. Bancroft. Manchester: J. Cal cert, Great Jackson-street.

GAS FORGE.

{To the Editor of The Engineer.)

Sir,—Would any reader of The Engineer kindly intimate if producer gas is used for forges, where, and with what result ?    Micador.

Liverpool, April 24th.    _

SUBSCRIPTIONS.

The Engineer can be had, by order, from any newsagent in town or country at the various railway stations; or it can, if preferred, be supplied direct from the office on the following terms {paid in advance):—

Half-yearly {including double numbers)

Yearly {including two double numbers)

If credit occur, an extra charge of two shillings and sixpence per annum will be made. The Engineer is registered for transmission abroad.

Cloth cases for binding The Engineer Volume, price 2s. 6d. each.

A complete set of The Engineer can be had on application.

Foreign Subscriptions for Thin Paper Copies will, until further notice, be received at the rates given below:—Foreign Subscribers paying in advance at the published rates will receive The Engineer weekly and post-free. Subscriptions sent by Post-office order must be accompanied by letter of advice to the Publisher. Thick Paper Copies may be had, if preferred, at increased rates.

Remittance by Post-office order. — Australia, Belgium, Brazil, British Columbia, British Guiana, Canada, Cape of Good Hope, Denmark, Egypt, France, Germany, Gibraltar, Italy, Malta, Natal, Netherlands, New Brunswick, Newfoundland, Now South Wales, New Zealand, Portugal, Roumania, Switzerland, Tasmania, Turkey, United States, West Coast of Africa, West Indies, Cyprus, £1 16s. China, Japan, India, £2 0s. 6d.

Remittance by Bill in London.—Austria, Buenos Ayres and Algeria, Greece, Ionian Islands, Norway, Panama, Peru, Russia, Spain, Sweden, Chili, £1 16s. Borneo, Ceylon, Java, and Singapore, £2 0s. Od. Manilla, Mauritius, Sandwich Isles, £2 5s

£0 14s. 6 d. £1 9s. 0d.

ADVERTI8EMENT8.

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

Advertisements cannot be Inserted unless Delivered before 8ix o’clock on Thursday Evening In each Week.

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

MEETINGS NEXT WEEK.

The Institution of Civil Engineers, 25, Great George-street, Westminster, S.W.—Friday, April 30th. at 7.30 p.m.: Students’ meeting. Paper to be read, “Continuous Railway Brakes,” by Mr. D. S. Capper, Stud. Inst. C.E. Mr. Harrison Hayter, Member of Council, in the chair. Tuesday, May 4th, at 8 p.m.: Ordinary meeting. Papers to be read with a view to discussion, “ The Mersey Railway,’ by Mr. Francis Fox, of Westminster, M. Inst. C.E. “The Hydraulic Passenger Lifts at the Underground Stations cf the Mersey Railway,” by ,Mr, William pdmnnd Rich, M. Jnst, C',E,    *

LOSS OF THE OREGON.

The circumstances attending the loss of the Cunard steamer Oregon on the 14th of March have now been investigated in the Wreck Commissioners’ Court, and the judgment of Mr. Rothery and his assessors has been delivered. The Court finds that the disaster was avoidable ; but that nobody is criminally, nor indeed seriously, to blame on account of it. answer given to the several questions put by the Board of Trade, who ordered the inquiry. The chief officer is held responsible for the collision ; but the responsibility is not so direct, nor can negligence be so clearly imputed to him, as to justify the Court in interfering with his certificate. It appears that the look-out was under the control of the fourth officer, who was detached at the time from that duty and employed in lifting the mail bags on deck, so that they might be put ashore without delay on the vessel’s arrival in New York harbour. Under these circumstances the Court considers that the chief officer should have given his attention to the look-out, he being in command of the deck at the time. It is evident, however, that the blame attached to the chief officer is not of a weighty character; nor, indeed, should it be. arrangement of duties existing on board the Oregon at the moment of the disaster was, without doubt, a very common one when approaching port; and although it is now seen that it admitted the possibility of serious disaster, it would be most unjust to visit a subordinate officer with the consequences of a system for which he was in no way responsible, and which had hitherto been attended with no evidences of danger. But while the officers of the ill-fated vessel may be acquitted of negligence, it is very doubtful whether as much can fairly be done by the seamen on the look-out. It is quite true that the Oregon was moving through the water at a very rapid rate, so that in the dim grey light of early morning objects which at one moment were invisible would in the next moment appear in sight. But these conditions were well known to the seamen on the forecastle head, or at all events, should have been. It was stated in evidence by the seamen that the weather was hazy at the time, but this was contradicted by the officers. If their statement was true, the seamen should have been all the more vigilant in their watch. It seems, however, that the colliding vessel was no sooner seen than she was down ' upon them, and the irreparable damage done. Neglect of side lights cannot be laid to the charge of those who were in command of the mysterious schooner, for it is distinctly alleged by the crew of the Oregon that they saw the lights at the same time as they made out the rig of the missing vessel. There is, indeed, no longer any room for scepticism regarding the collision having taken place, so specific is all the evidence regarding it; but the whole of the circumstances attending the disaster are so unusual and mysterious that ample grounds were furnished for the conjectures pointing to an explosion, which were current oil both sides of the Atlantic when news of the Oregon’s loss first came to hand. The difficulty of understanding how a coasting schooner could have sunk a strongly-built steamer of 7000 tons is removed when we learn that the three-masted schooners engaged in the North American coasting trade are often of as much as 300 to 400 tons register, and that the weight of such a vessel might be as much as 700 or 800 tons when fully laden. It is easy, therefore, to conceive that the inertia of sue}) a, body, even if stationary, would

Such is, practically, the

The

Society of Engineers.—On Monday, May 3rd, at the Town Hall, be Sufficient to damage seriously the Comparatively thill

plating of an iron steamer, striking it with a velocity of which the following is a synopsis Forced air and closed stokeholes for 16 OF 1 ( knots an hour.

increasing the efficiency of marine boilers-induced air for the same That th (Won was lost through a collision, and that purpose upon an improved system—a new motor, dispensing with high- .    ..    °    . ,    ,    ,    ° -jiuj j

speed engines for fans and ventilators—table of indications of tempera- such a disaster might have been avoided liad due care tures in boilers of naval and merchant vessels—remarks on marine boiler been taken, seems to be definitely determined. But construction and adaptation to various fueis—resuits of trials and export- gerioug ^ ig thfi question 0£ personal responsibility, as

Institution of Mechanical Engineers.—At the Institution of Civil affecting those ill charge of the vessel, it is yet of COU1-Engineers, 25, Great George-street, Westminster, on Thursday, May Cth, parativehr small importance ill relation to the structural at 7.30 p.m., and Friday, May 7th, at 3 p.m., the following papers will be 1    J    ,

read and discussed, as far as time permits:—“ On the Distribution of the questions arising out of the disaster. As we said when Wheel Load in Cycles,” by Mr. J. Alfred Griffiths, of Coveutry. “On the reviewing the facts to hand a few days after the vessel’s liaising of the Wrecked Steamship Peer of the Realm,” by Mr. Thomas ,    “Whilp min will ilwavs 1m fallihlp it nt lpnst

W. Wailes, of Cardiff. “On Refrigerating and Ice-making Machinery loss~ 'VJUle mail will always 1)0 iaill Die, it is at least

and Appliances,” by Mr. T. B. Lightfoot, of London. “Notes on the possible to perfect the instruments committed to Ills Fincoln8 Engines at the Lincoln Waterworks,” by Mr. Henry Teague, of keeping, and upon that account it is most important London Association of Foremen Engineers and Draughtsmen.—The that the lessons taught by this disaster should be next meeting will take place at the Cannon-street Hotel on Saturday, carefully studied with a view to avoiding in future

May 1st, at S p.m., when a paper will be read by Mr. W. P. Heath On fLn-m prrnrs of (lesion and eoiiiDment which led to the Application of Ironwork to Building Construction.”    ¹ “?se e ,, „or Resign auu equipment wmeu leu u>

Chemical Society.—Thursday, May Gth, at S p.m.: Ordinary meeting, this vessel s foundering.'' Hie evidence given at the Society of Chemical Industry.—On Monday, May 3rd, at the Chemical illf(U;ry upon this part of the subject is happily much more

trustworthy than' that regarding the look-out and the Treatment of Water for Technical Purposes,” by Messrs. Macnab and weather. Upon the latter there was a marked want of

“geologists' Association.—The next meeting will be held at University agreement, whereas all the witnesses who testified to the College, Gower-street, W.C., on Friday, May 7tli, at 8 p.m., when the facts relating to tile inflow ot water told precisely the following papers will be readOn Some Trilobites from the Skiddaw ggjjjg story. That story was not a very satisfactory one to Slates,” by Mr. J. Postlethwaite, F.G.S., &c., and Mr. J. G. Goodchild, ,    , J    j . r , ii    ~    •. i

F.G.8., F.z.s., &o., of H.M. Geoi. Survey. “On the Connections in Time those who have suffered loss by the disaster, nor can it be of Changes in Fossil Floras with those of Faunas,” by Professor G. S. pleasant reading to ally who have been accustomed to put

mensgof’voRanic ejectmenta from MouTve^S.'Tn'eMSwXto their trust in watertight subdivision as a source of safety made to Sutton and Ewell to-morrow (Saturday), May 1st, in association m ships. When discussing the probabilities of the case 111 with the Sutton Scientific Society. Trains from Victoria (L.B.S.C.R.)    journal SOon after the news of the Oregon’s loss

reached this country, attention was called to the remark-sion will he made to Welwyn on Saturday, May 15th, in association with able circumstance that although the holes knocked in the the Hertfordshire Natural History Sooiety. Leave King’s-cross Station -j f fup    l wprp qnflieientlv larae to flood the

(G.n.r.) by 10.32 train, due at Welwyn at n.22.    s,iae ot ,tne vessel wer.e sumcienuy large to nooa tne

Society of arts, John-street, Adeiphi, London, w.c.—Monday, damaged compartment in a few minutes, she yet floated May 3rd, at 8 p.m : Cantor Lectures. “Animal Mechanics,” by Mr. B. for eight hours afterwards. The significance of this fact

W. Richardson, M.A., M.D., F.R.S. Lecture I.—Animal and ordinary u®    1 v •    1 i.__j n ^1__4. i u a,.

mechanism considered and compared Tuesday, May 4th, at 3 p.m.: COUld scarcely be misunderstood, it clearly pointed to Special Lecture. “Japanese Art Work,” by Mr. Ernest Hart. a slow rate of ingress to other compartments than that

which was penetrated. In other words, the transverse bulkheads were not watertight.” The circumstances were, in our opinion, strongly suggestive of either the partial closing of these—the watertight doors—or the existence of some other openings in the bulkheads. The evidence given on the inquiry in the Wreck Commissioners’ Court fully verifies these inferences. One of the watertight doois leading from the stokehole to the bunkers could not be shut, and the water—which filled the stokehole, put out the fires, stopped her from steaming to shore, and sank her— passed through this partially open door. Had that door been closed, enough water would not have been admitted to sink the Oregon, and steam could have been kept up until she was run ashore. The questions to be considered with a view to future contingencies are, therefore, as follows:—(1) Is the cutting of doorways in water-tight bulkheads, for the supply of coal from the bunkers, unavoidable in such vessels as the Oregon 1 (2) If bunker doors must be cut in water-tight bulkheads, cannot measures be taken to prevent them from being jammed when it is most necessary they should be shut¹? Now, the answer to the first question will depend entirely upon the necessity or otherwise for transverse bunkers. If enough coal cannot be carried in the wings, the necessary coal stowage must be obtained by fitting transverse bunkers, and in that case the cutting of doors in the transverse bulkheads seems practically unavoidable, in order to get a ready and rapid supply of coals for the furnaces. The Oregon was a very broad vessel, and her wing bunkers were more than ordinarily capacious, for the coals in them constituted a trusted source of protection against injury to the machinery and boilers from shell fire. But so great is the consumption of fuel in these swift, high-powered ocean steamers that under no circumstances does it seem possible to dispense with the transverse coal bunkers which are situated between the machinery compartments and the cargo holds. Consequently, the bounding transverse watertight bulkheads between the bunkers and the stokeholes must be fitted with doorways, in order to get ready access to the coals. Such an arrangement is found in all large steamers, whether of the Royal Navy or mercantile marine, and the water-tightness of the bulkhead is secured, or attempted, by fitting doors, which are intended to be shut with facility, and to be water-tight when shut.

We have, therefore, to consider the second question, in order to get a solution of the difficulty. It seems that the bunker doors in the Oregon were fitted so as to work horizontally, and the mechanism for opening and shutting them was situated in the stokehole. The engineers of the sunken steamer are, so they say, now of opinion that vertical doors would have been more trustworthy; and with that opinion few will be found to disagree. A door which slides horizontally may be jammed before it has moved an inch, leaving nearly the whole of its area open for the inflow of water, whereas any difficulty in moving a vertical door is experienced only when it is nearly shut, and when, therefore, the consequences of jamming are very slight. This very common experience was repeated in the case of the Oregon, when the sudden inrush of water through the bunkers carried a quantity of coal and miscellaneous debris towards the door and instantly jammed it. It was, of course, a mere chance which caused the blow to be received in the hunker compartment; but the chances were no more nor no less for the other parts of the vessel. Any scheme for maintaining a trustworthy water-tight subdivision of a vessel should take account of all contingencies, including that of a rush of coals through a doorway at which a horizontal sliding door is fitted with a groove in its lower slide peculiarly liable to be filled with rubbish.

It is, of course, very easy to be wise after the event, and it is very probable that the Cunard and other steamship companies will profit to the fullest extent by the lesson which lias been thus painfully learnt. Nevertheless it is only right to say that in the Royal Navy such a door would not have been allowed. A vertical door is always fitted in such cases with a light screen door on the inside to check the fall of coals and relieve the water-tight door or undue pressure. Moreover these watertight doors are always opened and shut by mechanism accessible not only near the door, but at a deck above the load-water line, Supposing the stokehole compartment had been penetrated

that this elegant and useful purifying process is most advantageously applicable.” sion was that chalk waters, softened by this process, should be resorted to for the supply of the metropolis. The Royal Commission of 1868 did not take up this recommendation, but relied on proper filtration and due care in excluding polluting matters from the river.

The examination of water, with a view to detecting its impurities, affords a peculiarly interesting subject at the present time. While exaggerated fears are being dispelled, more effective precautions are likely to be taken against the inroads of disease. Already we are provided with the means of testing the efficiency of filtration, so as to be aware when a filter has lost its purifying power. A welcome discovery is furnished by the fact that microorganisms are largely eliminated by the action of such filter-beds as appertain to the works of the London Water Companies. In testing the results of this filtering process, the impossibility of obtaining water absolutely free from the presence of microphytes has to be recognised. It was stated at Chatham that “all natural waters contain micro-organisms.” There is no reason to be alarmed at the fact, for it is added—“ by far the greater number of these are of a perfectly harmless character.” This circumstance complicates the question, but at the same time it lessens the apprehension that would otherwise arise. The biological examination of water, which is now coming into vogue, consists in discovering the relative abundance of these micro-organisms, and in ascertaining, if possible, whether any of them are dangerous to health. Tested by modern rocesses, even the morning dew is not pure, nor the oar frost that sparkles on the leafless bough. The rain is somewhat better, but all are touched by impurity of some kind or other, gaseous if not animal. A table given in one of the Chatham lectures shows that the average of dew and hoar frost contains more than twice as much organic carbon as the West Middlesex supply, and three times as much organic nitrogen. The total combined nitrogen is less than in the average of London water, and rain is purer than dew, but with more organic carbon and nitrogen than occurs in the New River supply. Rain serves to wash the atmosphere, but dew and hoar frost are formed in the lowest stratum, where the impurity is greatest. Even if we resort to distilled water, we there encounter gaseous pollution. By “ pure water,” therefore, for all practical purposes we should understand not that which the chemist calls pure, but that which contains nothing prejudicial to health in the ease of a drinking

cr-rj

instead of the bunker, how would it have been possible to close the water-tight doors by means of appliances fitted in the stokehole at the level of the doors ? Even as matters stood the engineers and firemen were glad to beat a speedy retreat from the stokehole after their brief yet fruitless efforts to close the jammed door.

It is not suggested that the arrangements in connection with the bulkhead subdivision of the Oregon were worse than are commonly found in mercantile steamers, or that there was culpable negligence on the part of anybody concerned in her design, construction,and management. On the contrary, there was abundant evidence at the inquiry to show that the ship was strongly constructed and that she was skilfully designed. Moreover, the disciplinary arrangements on board the ill-fated vessel, especially in regard to the water-tight doors, were most commendable. Had the door not been at fault, and that through no inattention on the part of those on board, the vessel would have been got to shore. The defect in the construction of the door is one which unfortunately must be disclosed by a disaster before most people will believe in its existence. When such doors are fitted in a vessel everybody hopes they will never be wanted, and nobody seriously contemplates that the safety of the ship may some day be dependent upon them. It is a common remark : “ When it comes to depending upon a water-tight door it is time to leave the ship,” and similar views are too often entertained in regard to the use of water-tight bulkheads. Such disasters as that of the Oregon should serve to dispel these unscientific and very pernicious notions. While it is the first duty of a commander to endeavour to avoid collision or other form of casualty, it is still more emphatically the first duty of the naval architect and shipbuilder to produce a ship which is as much as possible proof against the dangers of ocean navigation. The ideal ship in point of safety is gradually being attained, and every succeeding year we see greater reasons for urging on the work of perfection in mercantile marine architecture. Considering the enormous cost of the steamships which cross the Atlantic, and of the cargoes which they carry— considering also the number of their passengers and the rate of speed which is now attained and kept up whenever it is in any way excusable to do—it more than ever behoves our naval architects and shipbuilders to attend to even the smallest details with a view to minimising the consequences of collision. The loss of the Oregon will not have been in vain if such precautionary measures are better observed in future.

THE FACTS AND SCIENCE OF WATER SUPPLY.

A mass of interesting particulars with respect to the water supply has been presented by Colonel Sir Francis Bolton and Dr. Percy Frankland, in the form of two lectures recently given before the School of Military Engineering, at the Royal Engineers’ Institute, Chatham. These lectures refer to the collection, storage, purification, and examination of water. In dwelling on the various sources from which a supply of water may be obtained, it is mentioned that in England the three principal waterbearing strata are the Chalk, the Lower Greensand, and the New Red Sandstone. Of these three the chalk has the largest outcrop, but its geographical position is such that it receives a much smaller rainfall than the new red sandstone, so that the actual quantity of water absorbed by the latter stratum is probably the greater. The quality of the supply also has the merit of not being so hard. Still, we are told the chalk will always be the best source of supply, as the stratum is easy to work, and should a well fall on a hard spot the difficulty can be overcome by driving galleries from the bottom, and thus increasing the volume collected in proportion to the ramification of the workings. The extent to which water can thus be obtained is said to be “ almost unlimited.” We must observe, however, that there is considerable significance in the “ almost.” There are ancient reservoirs in the chalk, which may yield liberally for a time, but which may ultimately become exhausted. The regular annual yield will then have to be relied upon, and this is limited though large. Allusion is made to the intention of the East London Waterworks Company to seek for an extensive supply on the burrowing principle. This company has applied to Parliament for power to raise new capital, in order to drive several miles of tunnels underneath its own property in the Lea Valley, by which means it is hoped to be able to dispense altogether with the intake from the river Lea as a source of supply. Unfortunately there appears some risk that the company will withdraw its present Bill, owing to a dispute with the Select Committee as to the appropriation of the dividends in connection with the new capital. It is to be hoped that this difficulty may be bridged over, so as to permit of so desirable an experiment in water supply as that which the company contemplates. Next week will most likely see the question settled one way or the other, so far as this session is concerned. South of the Thames we find one of the companies sinking a deep well at Streatham, hoping possibly to reach the lower greensand, failing which, the supply will be taken from the intervening chalk. The sands above the chalk also yield largely, giving up two million gallons per day at Streatham, with the probability that more may be obtained by employing pumps of greater power. The Streatham well, as many of our readers probably know, has been credited with a disastrous effect on the lesser wells in the vicinity, and, indeed, at some distance. The intercommunication between wells in the chalk is notorious, and gives rise occasionally to rather awkward consequences. Happily the law is now interpreted as protecting underground waters from pollution, otherwise deep wells in the chalk might be looked upon as fraught with more danger than open rivers. With regard to a river supply, the Thames affords a striking example of the extent to which springs in the chalk supplement the volume obtained from surface drainage. It is calculated that one-third the total rainfall of the Thames basin flows down the river, though the surface drainage of such a level district cannot amount to more than one-fifth. Tbe effect of filtration, on the quqljty of water is discussed in these lectures with some minuteness. It is evident that on this point we are gaining fresh light, and fortunately our increased knowledge is directly calculated to augment our confidence in the filtering process, where that remedial method is intelligently employed. It is generally supposed that two actions take place during the passage of water through a filter—the first a mechanical one, whereby the solid particles are arrested; and the second a chemical one, consisting in the oxidation of those bodies contained in the water which are capable of oxidation, and caused by the layer of air or condensed oxygen which surrounds each particle of sand composing the filter. The lectures tell us—and most likely the utterance is that of Dr. P. Frankland—that it is impossible to say how far the action of a filter is dependent on each of these two properties. “ But,” says the speaker, “ we rather incline to the belief that the first is the principal one, and that the chemical action, if it exists at all, is very slight.” There is said to be very little evidence in favour of the chemical action of a filter, while some things point directly to its absence. On one point there is no uncertainty, and that is the necessity of cleaning filters from time to time. The only rule in this particular where the London Water Companies are concerned, is that a filter should be cleaned as soon as it requires more than a given head of water to get the proper quantity through. There is hope that a more satisfactory rule will shortly be available, and the lecturers are making investigations for this purpose. But besides the artificial process of filtration, two of the Thames companies are now using an auxiliary process of filtration through the natural gravel beds which form the banks of the Thames at Hampton. These gravel beds are at all times full of water, forming a species of underground river. Perforated pipes were laid in the gravel and connected with a pumping well in order to utilise this water, which is always clear and bright on account of the natural filtration which it has undergone. But the supply from this source was found to be small, and in order to effect an increase it was determined to flood the bed with water direct from the Thames. For this purpose a second series of perforated pipes was laid parallel, to act entirely independent from the first, and at about thirty yards distant. This second series of pipes was placed in direct communication with the Thames, but provided with a small vertical sand filter to arrest the coarser impurities. The result of this arrangement is so far important. The yield of the pumping weli has been considei’ably increased ; 3,000,000 gallons per day of perfectly filtered water are obtained from forty acres of ground, and the appearance of the water is not affected by the turbidity of the river. A suggestion almost inevitably arises, that if artificial filters require frequent cleansing, it may happen that a natural filter, treated thus artificially, may in time become foul. But the assurance is given that “this will certainly not take place for many years.” The softening process effected by the use of lime is spoken of in these lectures as being excellently adapted to well water, but as being less easily applied to Thames water, as the suspended clayey matters prevent the carbonate of lime from settling completely, and a filtration is therefore rendered necessary, which offers more difficulties than the ordinary filtration, as the particles of carbonate of lime penetrate far into the sand and soon choke the filter. The Royal Commission on Water Supply in 1868 came to the conclusion that softening by the use of lime was not applicable to the Thames water. We may add that the Chemical Commission of 1851, while recommending that Clark’s process should be applied to chalk waters, went on to say—“ But it seems that it is not to river waters

The proposal of the Commis-supply, or nothing calculated to destroy the success of a technical operation when the water is intended for industrial purposes. If all the microphytes are to be looked upon with suspicion, we must even view the supply furnished by the Kent Waterworks as of dubious quality. Not only are micro-organisms discovered in the Kent supply as it reaches the consumer, but they exist in the water as it is pumped up from the deep wells in the chalk. Strange to say, the well often contains more of these organisms than the supply. The Kent water is not filtered, and hence there is no straining out of the microphytes, which probably multiply after a brief stimulus from the light received on their way from the well to the mains. Filtration has an immense effect on the river waters, taking out from 94 to 99 per cent, of the organisms. Last month a sample of water taken from the Thames at Hampton, and treated by the Koch process, yielded 11,415 “ colonies,” indicating so many original organisms, per cubic centimetre. A sample of West Middlesex water taken one day later, and treated in a similar manner, yielded only 175 “colonies” per cubic centimetre. In January the supply from the Lea exhibited a yet more striking reduction.

The extent to which the water supply may become the vehicle of zymotic disease is a doctrine now brought into much narrower limits than were formerly understood. It is found that most of the substances ordinarily present in water, and which, chemically speaking, are impurities, have little or no influence upon health. Danger has to be sought in matter of an organic nature. But it is not all organic matter in water that is to be considered dangerous. The evil has to be sought in organic matter arising from animal excreta. The circle has to be drawn yet narrower, for sewage-contaminated water is daily consumed by multitudes of people without any prejudicial effect. The peril presents itself when the sewage is derived from persons who are suffering from disease. The argument put forth at Chatham on this point is that sewage may at any time become infected, and consequently all water which “ has been ” contaminated with sewage should be condemned for drinking purposes. In its logical severity this rule seems scarcely applicable. In fact, we have hardly reached the end of the story yet. It is said that the infectious properties of sewage may take effect by means of quantities excessively minute. The exciting cause of infectious disease has been shown to depend on the presence of minute living organisms, similar in their appearance and nature to those which have long been known as the cause of fermentation and decay. In the case of typhoid fever and cholera the action of these organisms has been identified with a fair approximation to certainty. The chemical treatment of this question depends on the circumstance that the micro-organisms have an animal origin. As nitrogen, generally speaking, is more abundant in animal substances than in those of a vegetable nature, it may be considered that when the organic matter in water possesses a large amount of nitrogen in comparison with the carbon, this organic matter is of animal origin. If, at the same time, there is an undue proportion of ammonia and nitric acid, the state of the water becomes still more suspicious. Still, as already indicated, the case is simply one of suspicion, and the question yet remains whether the organic matter is accompanied by the presence of zymotic germs. The argument has much force, that towns ought not to be supplied with water which is subject to animal contamination, seeing that such a supply is liable to become infected with the virus of disease. Suppose the zymotic germs to enter the Thames from a house-boat on the river above the London intakes. Is the metropolis thereby threatened with sickness and death? Theoretically it is so. Practically it may be otherwise. Is all London really at the mercy of a single cluster of germs? Will nothing kill these creatures or impair their vitality ? Can they not be arrested on their way, and so be turned aside from their purpose? We are thankful for the statement made at Chatham, that recent investigations carried out by the aid of the gelatine process “ have brought to light the remarkable fact that these micro-organisms are by no means so unimpressionable as had previously been imagined.” We have seen that filtration arrests them to such an extent that only about one in fifty may be said to escape. If Dr. Koch, or Dr. Percy Frankland, or Dr. Dupre—who has a method of his own—can manage to distinguish between the harmless and the hurtful of these microphytes, positive knowledge of the most valuable kind will be thereby placed at our disposal. Until then we are still in a great measure groping in the dark, though there is a glimmering light ahead which promises to lead us in the right direction. That which we may properly demand is not the unattainable, namely, water that is absolutely pure, but that which is reasonable, or in other words, water which is practically wholesome. It is to the biological examination of water that we have to look for a determination of this question, and we rejoice to find at the close of the Chatham lectures a belief expressed that this new mode of investigating the problem of the water supply is fraught with the probabilities of success.

EDUCATIONAL PARASITISM.

The notion that mechanical handicrafts can be taught or learned any better or more quickly by means of technical schools has grown as rapidly into a common fallacy as some other notions disseminated by those whose business is teaching, and in the spirit that hails any new proposal for anything that can be called an educational establishment, Nature is highly pleased that “ a strongly supported memorial has been presented to the Lord President of the Council, urging the desirability of establishing a Medical Faculty and an Engineering School at Cardiff, in connection with the University College of South Wales. As to an engineering school, it is pointed out that the engineering and colliery interests in the district are second to none in the world, while the rapidity of their growth has been unparalleled in our national history.” Of the comprehensive mass of practical and daily applicable observational and personally obtained knowledge of the mining engineer, the so-called technical school teacher fias not the faintest conception, and yet because fie W

our

This

Electro-deposition; a Practical Treatise on the Electrolysis of Gold, Silver, Copper, Nickel, and other Metals and AUoys; with Descriptions of Voltaic Batteries, Mayncto and Dy electric Machines, and Materials and Processes used '

con-

1885.

many It was

In the

The

pretty full of text-book lore he has with much self-satisfaction observed “ that the urgent need for the establishment of a Faculty of Engineering in connection with the University College of South Wales and Monmouthshire is shown by the fact that no less than 90,000 skilled workmen are employed in the vast collieries, and in the iron, steel, tin, copper, chemical, and general engineering works of the district ; that those who direct and manage the operations of these large industries— at a low estimate in number more than 4000 persons—muat at present, in order to obtain a technical training, proceed to distant parts of the United Kingdom, or to the Continent; so that for the great bulk of the people there are insuperable difficulties in the way of that higher education which is becoming more and more necessary in the face of the growing competition with continental nations, and the greater advantages in the way of technical education offered by Germany, France, and other countries. It is to be hoped that Government will grant the prayer of the petition, and provide the funds necessary to establish the necessary Chairs.” It has been observed that “ homekeeping youth hath ever homely wit,” and it is quite possible that mining engineering, like other branches, is better learned by practical methods in different places, and it is an advantage that it should be necessary to “proceed to distant parts ” in order that their learning should not be cramped. The fact that “ the engineering and colliery interests in the district are second to none in the world, while the rapidity of their growth has been unparalleled in national history,” would to most people show that this industrial supremacy has grown up under existing systems or means of education, and is scarcely calculated to prove “ the urgent need for the establishment of a Faculty of Engineering,” inasmuch as that supremacy and growth have been acquired without any such faculty. The fact is that the educational eye has now fallen upon a district rich in accomplished industries, and one in which parasitic pedantry could strut with pecuniary advantage. Those who have started and developed those great industries have provided the material and the knowledge, and enough of it, to provide pabulum for the teaching fraternity, who have, nevertheless, seen few and handled none of the many things they are ready to talk glibly about. There is room for the labours of a few thoroughly experienced practical engineers, mining engineers, really practical and experienced geologists and mineralogists, and some real chemists, with theoretic knowledge, and the ability to convey it, by means of examples drawn from their practical experience, to student or apprentice engineers and metallurgists. They should give courses of evening lectures to the young men engaged during the day; they should encourage the formation of technical societies amongst the young men, who would read papers, discuss experiences, learn their weaknesses, and help themselves. Lectures and influence in this way would do much good, and the South Wales University might be the centre of this kind of activity; but South Wales must beware of the technic schoolmaster pedagogue and parasite, whose knowledge is confined entirely to how things have been said to be done in books written by his own order, and whose ability stops short of the how to do.

THE MERSEY RAILWAY.

The first practical extension of the Mersey Tunnel effected a week ago in the form of a subway from the main station at Jamas-street, Liverpool, to Water-street, underground road will give easy access to the Exchange and to the most important places of business in the city which cluster round the Exchange. The distance between the station and this centre is really very short, but the advantage to passengers of being able to avoid the direct ascent, and to reach almost the doors of their offices and shops under cover, is very considerable. The subway acts in a similar way as between the station and the tramway systems. The slope is gentle and almost imperceptible. The subway is lined by white enamelled tiles, and is lighted by gas. At the same time, a new exit and lift have been brought into use, greatly facilitating the already extensive traffic on this railway. An amicable understanding arrived at between the company and the various property owners and tradesmen concerned will now enable the company to proceed with such vigour as they choose, with the work of carrying the Mersey Railway on from James-street in Liverpool to Waterloo-place, where their principal station is eventually to be. The extension is to be in tunnel, unless under very exceptional circumstances, and it is stipulated that a top heading 30ft. long shall be kept in advance of the face of the tunnel. When this development is carried out and the central station erected, the Mersey Railway, and through it Cheshire, North Wales, and other important districts, will be directly accessible to all the great railways in the kingdom, if they choose to enter into working agreements with the owning company.

LITERATURE.

namo-m every

Department of the Art; and several Chapters on Electrometallurgy. By Alexander Watt. London: Crosby Lock-wood and Co. 1886. 568 pp.

This is eminently a book for the practical worker in electro-deposition, though not so much for the student of electro-chemistry. It contains minute and practical descriptions of methods, processes, and materials as actually pursued and used in the workshop, and will therefore prove of great value to electro-depositors on and of all kinds of materials. It also contains a great mass of information of importance to electricians and others relating to the physical and electrical characters or properties of metals and alloys, and such as will be of general and constant use by the producers of all kinds of light ornamental and other articles in different metals. The description of batteries and machines are only enough to give a general idea of their forms and working.

It is essentially a practical hand-book, and as such it is, perhaps, better that the principles of electro-chemistry do not occupy much space. It is, however, desirable, in nection with a book which is so complete on all matters relating to manipulation,thatasufficient treatmentof atomic weights and chemical equivalents should be given to enable an electro-depositor to decide for himself some questions relating to chemical composition not set forth in the descriptive particulars of methods, electrodes, and electrolytes, or to quantities deposited at the one or dissolved at the other with different solutions and currents. That is to say, the reader of the book is confined in his practice pretty much to the particular instructions in any one case as given by the author. These instructions are, however, so numerous that no practical man will quarrel with the book on this head, but will go to some of the already existing theoretic text-books upon all questions relating to chemical valency, voltaic and electrolytic action. Mr. Watt’s book recommends itself to all interested in its subjects.

Lessons in Elementary Practical Physics. By Balfour Stewart, F.R.S., and W. W. Haldane Gee. Vol. i., General Physical Processes. London: Macmillan and Co.

291 pp.

This is a practical book from the point of view of the teacher and demonstrator of experimental physics, and will be useful to both, and the authors seem to intend it to be especially useful, “ firstly, to those attending an elementary course in a well-furnished laboratory; secondly, to those who have access to a laboratory not well furnished; and thirdly, to those desirous of acquiring a knowledge of the processes of physics while they have not the opportunity of working in any laboratory.” Well, the book will be useful to all, but its claim to being a practical treatise seems to rest more on its being of practical use to teachers and learners of school or typical lecture-room physics, than upon anything specially practical in its physics. The authors give the reader the impression that they consider physics only as a something to teach, and the methods, means, and apparatus employed as the something that is practical. This may be the teacher’s view of physics, but our view of practical physics would be one that deals with practical courses, examples, and applications of physical knowledge. The authors tell us that “ the work, of which this is the first volume, took its origin in the felt necessity for systematising the work in our physical laboratory.” This, without further quotation, gives some notion of the intent of the work, and we must say that, as a hand-book for teaching the subjects dealt with, it is clear and systematic, and tolerably fully illustrated. Those subjects are included in the following chapters :— (1) Measurement of Length; (2) Angular Measurement; (3) Estimation of Mass; (4) Measurement of Area and Volume; (5) Determination of Density; (6) Elasticity, Tenacity, and Capillarity; (7) Determination of Atmospheric Pressure; (8) Time, Gravitation, Moments of Inertia, and an Appendix on the selection, conduct, and discussion of operations suitable for the physical laboratory. These chapters each include a great many subjects, but there is little new except, in some cases, the clearness with which the descriptions and examples are given; and throughout the instructions are given with greater minuteness and care than is usual in even the best of books. There is, however, little opportunity for new matter in the chapters of this volume, but some may be expected in those that are to follow on Electricity and Magnetism, and on Heat, Light, and Sound.

SARGEANT’S REVERSIBLE STEEL COULTER.

The accompanying engravings illustrate a steel plough coulter, made under Mr. T. C. Sargeant’s patent by Messrs. Adams and Co., of Northampton. It is made in two parts, the stem and the blade being separate, so that when a blade is worn out the stump can be taken out and a new blade inserted, thus avoiding a long-felt inconvenience and waste of time. The blade is of a tough

I'!

ll'

steel, the cutting edges being hardened, as shown by the light shading in section above. The blade is also provided with a double cutting edge, so that when one side is worn dull it can be turned round, and then a fresh cutting edge obtained. While the front edge is being used, the back edge is being sharpened by the friction of the soil, the result being that the coulter is sharp until completely worn out, when a new blade can be put in in a minute.

EXPRESS LOCOMOTIVE—HUNGARIAN RAILWAYS.

We publish this week, as a supplement, a two-page engraving illustrating one of the express locomotives made in the Hungarian State Railway Works, Pesth, for the express service of the Hungarian State Railways. In another impression we shall publish further engravings and description.

THE INSTITUTION OF CIVIL ENGINEERS.

BRICKMAKING.

At the ordinary meeting on Tuesday, the 20th of April, Sir Frederick Bramwell, F.R.S., President, in the chair, a paper on “Brickmaking,” by Mr. Henry Ward, Assoc. M. Inst. C.E., was read.

Many different systems of brickmaking were carried on in England. In some cases machinery was largely employed, while in others all the operations were done by hand. Similarly descriptions of fuel and many kinds of kilns were used, impossible to lay down any general rule which would suit all places. Probably the system of manufacture in each locality was less open to improvement than manufacturers in other places were inclined to believe. Doubtless there was much that was open to criticism, but generally the plan adopted appeared to have been gradually adapted to the kind of clay and fuel, and to the labour and transport-conditions obtaining in each district.

The process of brickmaking by hand consisted in working the clay to a plastic condition, moulding it, drying the bricks in the open air, and finally burning them in clamps or kilns. When burnt in clamps, the fuel was generally house ashes mixed with the brick itself, but with kilns coal was employed. In hand-brickmaking as at present practised, machinery was utilised for the preparation of the clay. In the home counties the clay was first brought into a thin liquid in a wash-mill, where a certain proportion of chalk was added. This thin liquid was pumped into “ backs ” or pits, adjoining the pug-mills, during the winter. The water gradually drained away—often to be used again—while the clay settled and became sufficiently stiff to be worked in the pug-mills in the succeeding summer. In nearly all cases the wash-mills, pumps, and pug-mills were driven by steam power. When the fields had a tolerably uniform surface, it was found best to use long lines of shafting to convey the power from point to point. Where, however, the surface, or the shape of the fields on plan was irregular, it was preferable to drive the wash-mills and pug-mills by endless chains running overhead, and supported by small pulleys or posts at intervals. Probably the most important of the applications of steam-power was that of driving powerful force-pumps, to force the liquid “ slurry ” through pipes, up and down hill, sometimes to a distance of two miles. In this way bricks could be made alongside a railway, canal, or river, while the clay could be pumped from a distance. In many brickfields all the clay had been worked out; but now that clay could be brought from a distance so economically, the old plant could be utilised.

Brickmaking by machinery might be roughly divided into two classes, namely, the plastic, and the dry or semi-dry. plastic process the usual plan was to mix the clay and bring it to a soft state in a pug-mill, from which it was forced through a die, or opening, in the form of a column, the section of which was the same as that of a brick, viz., 9in. wide by 4Ain. high, with a due allowance for shrinkage. This column of clay was divided into bricks by wires cutting through it transversely. The bricks were subsequently dried in the open air, or in sheds heated by fuel or steam. There had not been any great alteration in the process of manufacturing wire-cut bricks. The machines were now made stronger and more complete, with further crushing rollers, to enable them to deal with almost any kind of clay. The die, or mouth through which the stream of clay issued required constant adaptation to particular clays to enable it to form a perfect column of clay. The difficulty was, that as the stream of clay flowed quicker in the centre and slower at the sides, similarly to a glacier or a stream of water, the sides and corners were apt to become ragged. This could be overcome either by putting friction on the centre of the stream of clay to retard its flow, or by helping the travel of the sides and corners, either by lubricating them or by forming the sides of large rollers. These rollers were either rotated by the issuing stream, or they might be driven by power faster so as to help the stream. The use of the exhaust steam under hollow floors, covered with brick, flag-stone, or metal plates, had become general. By these means plastic brickmaking could be carried on to a moderate extent through the winter, as the bricks could be dried in sheds. In the semi-dry process the clay was pound in a perforated pan-mill to fine particles without any admixture of water. This fine-ground clay was subsequently pressed into a brick, which was so hard and dry that it might be taken direct to the kiln without being previously dried.

Plans of works laid out by the author were shown, and also drawings of the various types of the machinery referred to. Hoffmann-kiln, the gas-kiln, and the railway-kiln were described and illustrated. The Hoffmann-kiln remained much as it was when first introduced. Probably, as regarded economy of fuel, Mr. Hoffmann reached finality at one stride. The whole of the heat of the bricks that were cooling was carried forward by the current of air which supported combustion; and again the heat of the products of combustion was absorbed by the bricks which were being warmed and dried until there was not more heat left than was sufficient to cause the necessary draught. It had been attempted to abstract still more of the heat by passing the products of combustion through a greater number of bricks, and to obtain the necessary draught by a fan; this also saved the expense of building a chimney, but the plan had not been successful. Gas had been used as a fuel in these kilns in Germany and in France, not with a view to further economy but mainly to improve the colour of the bricks. In order to save the cost of loading and unloading the kiln, M. Dueberg had introduced a method by which the green bricks were loaded on to a railway truck, which was run into the kiln, the bricks being burnt while on the truck. The truck was formed without sides or ends and the floor was covered with firebrick. The wheels and axles were kept cool by a current of air continually travelling under the floor of the truck. Communication was cut off between the space above and below the floor by lips of iron travelling in a sand trough. In this system the fire travelled round the kiln as in a Hoffmann-kiln, and therefore the trucks were not moved while they were hot. In another type of railway-kiln the combustion-chamber was stationary, while the trucks of bricks were gradually pushed through it. This had not been a success.

Liverpool Exhibition.—One of the chief features of the Exhibition will be the marine engineering forgings in the nave of the building, including a hollow forged shaft, 54ft. long, by Whitworth, a cast steel rudder and sternpost by Vickers, &c. One of Webb’s compound locomotives will be exhibited side by side with the Rocket, and will thus afford a striking comparison between the earliest locomotive and that of the most recent construction, and will show the great strides that have been made in the mechanical appliances for “ travelling,” which is one of the avowed objects of the undertaking; although as usual in all “ special ” exhibitions, the class of exhibits covers a very wide range, and it is difficult to see the connection of some of them with “ navigation” or “ travelling but as the title on the prospectus also includes the words “ commerce ” and “ manufacture, any description of article can be admitted, and the popular title of the “ Shipperies ” becomes a misnomer. Nevertheless, subjects more or less associated with navigation and travelling will no doubt form the most attractive portion of the show. Although in our recent leading article on steam lifeboats we discouraged the idea of using steam as the motive power for lifeboats, a considerable number of designs and models of that description of vessel will be shown, including the model of Messrs. Benjamin and Taylor’s steam lifeboat, which was recently discussed at the Institution of Naval Architects, and arrangements have been made by which some of the models will be shown under steam in a special tank prepared for them. Although the practical value of these model trials may not be very great, they are sure to attract a great deal of attention in a maritime city like Liverpool, and may be the means of inducing many inven-tive minds to turn their attention to this interesting subject.

French

as

us

London, April 18th.

comes run

can-

Smith we have among us the better. Edmonton, April 26th.

Sir,—Your correspondent, “ Trader,” is very anxious to be told where he is wrong, but, judging from his previous correspondence, I am afraid something more than this is also wanting—the ability

not be worth the battle.

the

even

the surface of the road

(?)

unnecessary, very largely

LETTERS TO THE EDITOR.

(Continued from page 340.)

FREE TRADE AND NO TRADE.

Sir,—The letter of “Trader” in The Engineer of 16th inst. deserves an answer, if only because of the naivete of the writer, who, while acknowledging his ignorance and asking for information, yet feels justified in giving a strong opinion on important principles of finance. As he deprecates mere theories, I will deal with the specific examples he puts forward. His candid friend, who imports silk from the Continent, asserts strongly that he pays in money, that in his case, at any rate, there is no question of exchanging goods; and he probably pictures in his mind’s eye the crafty foreigner walking off with the gold and refusing to buy English goods with it. We are told that the seller of the silk in France or Italy draws a bill on the English buyer, which bill is duly paid in money on maturity. But let us follow the course of this bill. Does the drawer have it presented at the counter of the acceptor’s bank and take the proceed in sovereigns ? No; the bill when drawn is sold in Lyons, Leghorn, or wherever else is the commercial centre of the drawer, through bankers, to those who have to pay in London for English goods ; and although the English silk buyer finds his bank account debited with the amount of the bill, no money has left the country, but Bradford woollens, Manchester cottons, Sheffield cutlery, or some other commodity, have in effect been paid for by the silk sent here. Money is but the medium of exchange, the measure of value to the individual trader, while the real commerce of the country is by barter. The Lyons silk merchant obtained for his sterling draft somewhere about 25f. per pound, the rate depending on the usance—number of days the bill has to run—and on the demand for bills in London. If there is a falling off in the purchase of English goods there will be a less demand for such bills, the price of them will fall, and the Frenchman will obtain a less number of francs for the draft; he will suffer because, in the language of bankers, the rate of exchange is against him. The remedy is a natural one. The buying of English goods will at once be encouraged by the lower price at which sterling bills in London can be purchased to pay for them. Possibly in the town where the silk seller lives there may be few or no imports from England. In that case the bill on London is sent to Paris or other banking centre, and sold there. It may even be sent to Brussels, or Berlin, or St. Petersburg. It will, like water, flow in the easiest channel, it will go to the place where purchasers of English goods want currency to pay for them, it will encourage the purchase of English goods by somebody, and only as a last resort, rarely exercised, will gold be demanded in London. Everyone is satisfied—the Frenchman receives money for his silk, the Bradford and Sheffield manufacturers also receive money, and yet, as between nations, it has been a matter of barter. Owing to the Free Trade policy of this country, and her great commerce, London is the clearing-house of the world, and a bill payable in London is more easily sold or negotiated in the cities of Europe than one on any other place, and such bills are for this reason even preferred sometimes for transactions having no direct connection with this country, as, for instance, where a Berlin merchant will pay in Seville for oranges by a bill on London. But ultimately this bill involves an equivalent in English goods, and so our manufactures are encouraged. If the interference with the natural order of affairs which Fair-Traders so much desire were allowed, one of the greatest stimulants to British industry would at once be weakened.

The second example cited by “Trader” is as fallacious as his first. The imaginary Mr. John Smith, who has invested money in France, is from patriotic motives urged to “insist on being paid in money,” and so to spoil the Egyptians by refusing to take their goods to the detriment of the English workman. Presumably Mr. John Smith wants his money in England, and will demand, either from his French debtor or from a banker or money dealer, a bill or cheque payable in London. If so, he will either receive the draft of “Trader’s” other friend, the silk buyer, and thus be the medium of assisting the purchase of French silk, or, if a separate cheque on London be given, funds to meet that cheque will be provided by drafts representing other similar purchases of goods. The fact is that the action of individual traders has no effect, for international commerce is regulated by the free operation of foreign exchange through the medium of banks.

Once more “ Trader ” is puzzled, because we imported from certain countries 78,000,000 and only exported 33,000,000, and he wants to know how the difference was paid. In the first place, the Board of Trade returns omit one great element in the case, namely, outward freights. An exporting merchant in declaring the value of his goods at the Custom House states the value as put on board the ship, and to this must be added the freight, which, owing to the effect of Free Trade in allowing cheap vessels to be built and moderate wages to the mariners, comes mostly into the pockets of English shipowners. On the other hand, the value of foreign goods declared at the English Custom House includes the outward freight, most of which also goes to English shipowners. There still remains a big balance unaccounted for. It is partly paid tribute due from the foreigners to the English capitalists for interest on money in loans, railways, docks, and other investments abroad, and by remittances for freight on foreign goods carried by English vessels between foreign ports. If there still remains a balance, then it will be found in the returns from other countries, for if France and Germany send more goods to than we sell to them, their drafts on England are sold to other countries who import goods from us, and who require international currency, namely, bills on London, to pay for them.

In conclusion, I would advise “ Trader ” to try and look at this matter from a broader standpoint than the interests of one locality or one branch of trade; to remember that manufactured goods form nine-tenths of our exports and only one-tenth of our imports; so that in a war of tariffs so lightly advocated by Fair-Traders the enemy holds nine hostages for our one, and can punish us accordingly unless we tax food imports; and finally, if it should occur to him that the acquisition of a little knowledge on a difficult subject would be a becoming prelude to the positive assertions he makes thereon, let him procure “ Goschen on Foreign Exchange ” —a book which he will find instructive and even entertaining.

Free Exchange.

Sir,—In reply to “Trader’s” question of the 13th inst., if Mr. Smith, living in England, has £50,000 invested in Germany at 4 per cent., his income will be £2000 a year. If he is paid this in goods, e.g., German-made locomotives, worth £1000 each, he will import one locomotive each six months. If he sells them as they arrive to the London and North-Western Railway Company, then the company will, of course, spend £2000 a year less in wages, &c., at Crewe. Mr. Smith will spend it instead of the company; the employment created in the country generally by his expenditure will balance that lost at Crewe, and the men paid off there will find other work. If Mr. Smith draws his income in bars of gold, and gets them coined at the Mint, he will give employment in the country by his expenditure to the same amount as in the other case; he will not diminish the wages paid at Crewe, and no men there will require to find other work. If there were only one Mr. Smith the matter might end here; but there are thousands of Messrs. Smith. Their united in-into millions, and if they all imported gold, it would lose all value to us and to them. The fact is that gold is “ goods ” just as much as locomotives are, but the market for the former is wider than that for the latter, though both markets have their limits. Not only would gold be depreciated here, but it would be appreciated abroad. This would diminish Mr. Smith’s income and increase his expenditure, &c. &c. But reasoning about the impossible is waste of time. The fact is that “ Trader’s ” question not be fairly answered, because he does not put it fairly. The matter involves many things that he does not consider. He would laugh at me if I demanded of him to tell me “ What boiler would suit a 10-horse power engine?” He could only reply either, “ A 10-horse power boiler,” or else, “ It depends on many things.” So I say to him, whether foreign manufactures should be taxed or not “depends on many things,” and I think that on the whole no advantage would be got by taxing them. Will “ Trader ” now follow Mr. Robinson’s example, and I will try to please him in my own way ? Trader must see that he has shifted his ground entirely. He at first complained of the paying away of British capital for foreign goods that could be made at home. Now he complains of the import of goods in payment of interest on British capital invested abroad. Surely he is not in earnest ? The more Messrs.

Wm. Muir.

to see it when pointed out.

For one who professes to despise the “ well-worn theories and propositions of the political economist ” to tell us with such charming assurance that the doctrines of Adam Smith and Richard Cobden are a delusion, reminds us of the words, “ Fools step in where angels fear to tread.” But “Trader” is so anxious to be corrected that it seems hardly fair to leave him in his error.

“Trader” says your correspondents “range over illimitable fields.” True, for trade is an all but illimitable subject, and if the “field of discussion” is to be narrowed, at least “Trader’s” opponents might have a voice in the choice of the site of battle. However, as “ Trader ” has chosen his case, let me meet him for a moment on his own ground. The result of “ Trader’s ” policy of a moderate import duty in the “John Smith” instance would be, he tells us, either that John Smith would insist on being paid his foreign dividends in money, or, if the dividend-payers insisted on paying in goods, they would have to pay the import duty. This second alternative we may at once dismiss. Did “Trader” ever hear of any ordinary dividend-paying body insisting upon paying in goods, or as he ever heard of any ordinary stock or shareholder being in a position to insist upon having his dividend paid in any particular way which would entail upon such a body the burden of an import duty, or any burden whatever beyond the dividend due on the amount invested ?

Let us take the first alternative, then, in which John Smith would be paid in money, which money, “ Trader” innocently tells us, instead of keeping, say, ten foreigners, would keep, say, seven Englishmen. In other words, this money would be invested in England. I deny it, and ask “ Trader ” why and how ? Granting the assertion, however, for the moment, let us trace the result. I presume “ Trader ” means John Smith to be typical of English investors in foreign concerns. If so, then if “ Trader ” is correct, the result would be that an immense amount of money would flow into this country in payment of dividends. All this, if we are to believe “ Trader,” would be invested at home. The immediate result would be an incredible cheapness of money, and instead of getting 2, 3, 4, and 5 per cent, for money, you would get, perhaps, 1 or 2 per cent. But does “ Trader ” for one moment suppose that when capitalists could obtain double the interest for their money abroad, they would generously invest it at home for the benefit of the “British workman?” Certainly not. If such a state of things did come to pass, there would immediately be a corresponding outrush of money to better markets, until the balance was again adjusted. But such a state of things never did, and never will, come to pass. The slightest disarrangement of the balance in these matters is instantly compensated by the Exchanges—those marvellously sensitive governors of our whole commercial system. If an English investment is better than a foreign one, capital will naturally and inevitably be attracted to that investment; but the fact of an import duty being imposed would have no more effect in compelling John Smith to invest his money in England, or, in other words, to employ English workmen, in the way “ Trader ” indicates, than the rising of the moon.

This is “ Trader’s” John Smith case; but even if he were correct in his conclusions, what does he prove ? Does he prove that the general trade of England would benefit by the imposition of import duties? By no means. He has so successfully “ narrowed the field of discussion ” that even if he carried his point, the victory would The case is not in any large degree representative, and this he must admit is an absolute essential to any case upon which we are asked to form a decision upon general trade policy.

Sir, in looking through “Trader’s” letter, I find myself in perfect maze of fallacies—if I may borrow his term—“ illimitable fields ” of fallacies. But I forbear. One word in conclusion as to “ Trader’s” two great propositions—(1) That that country will be best off in which there is most employment. I presume he means in proportion to population. If so, I grant his proposition, with certain limitations which need not be referred to here. (2) That a moderate import duty put on certain things would be directly— and I suppose permanently—followed by more employment at home. This I deny. It is “ Trader’s ” assertion ; let the onus of proof lie upon him. He attacks the policy which Adam Smith expounded, which Richard Cobden made a fact, which has been held unwaveringly alike by the foremost statesman, and by the masses of the people of this country for over forty years, and which, by the admission of all, brought England to a height of prosperity almost incredible. All this he attacks ; let him make good his attack, and then it will be time for us to take up our weapons in defence of the policy which is founded upon equal justice to all, and from which England will never depart.

52, Queen Victoria-street, E.C., April 27th. W. Maltby.

Sir,—Mr. Muir’s statement of “Trader’s” position contrasts curiously with “ Trader’s ” own letter which follows it, as the former is at least intelligible, if not indisputable, and the latter once more repeats in set terms the strange confusion between the export of securities and the receipt of interest on investments. His friend, the silk merchant, told him exactly what any “ well-worn” political economy would tell him, c.g., Mill, cap. xx. sec. 2: —“ In practice the exports and imports of a country not only are not exchanged directly against each other, but often do not pass through the same hands. Each is separately bought and paid for with money. We have seen, however, that even in the same country money does not actually pass from hand to hand each time that purchases are made with it, and still less does this happen between different countries. The habitual mode of payment and receiving payment between country and country is by bills of exchange.” And then follows, what “ Trader ” did not get from his friend, an account of the quasi-clearing-house action of the bill brokers. But if “ Trader ’’has less, not more, to tell us than those well-worn text-books, why does he pour contempt on them ? His nutshell of a story about Mr. John Smith does not, even on his own showing, correspond to the facts; if he will warrant Mr. Smith’s actual existence, and indicate more precisely the nature of his investments and of the goods he imports, it may be worth while discussing the probable effect on his fortunes and national wealth of import duties, moderate or immoderate, upon those goods. Meantime, I disbelieve in him as thoroughly as— well, as “ Trader ” himself does.

That employment is not equivalent to enjoyment I stoutly maintain; that import duties can increase employment I deny; and that the foreign producer ever pays import duties I hold to be disputable; that he generally pays them, utterly untenable. The reasons for these beliefs may be found in all the well-worn books on the subject, together with all “Trader’s” objections and many more like them. So much for generalities. If “ Trader ” has any practical proposal, let him make it. So far, he has brought forward nothing approaching such. He will not even be at the pains to eliminate the cost of carriage, &c., and to add in colonial produce in considering British trade with his selected countries, though I pointed out the method in one of my first letters.

Mr. Muir’s argument can only touch the last few years,

“Trader’s” extends to the whole century. “Trader’s” view is that foreign trade is in itself an evil. Does Mr. Muir agree with him in this ?    W. A. S. B.

Kensington, April 30th.    _

THE BLACKPOOL ELECTRIC TRAMWAY.

Sir,—In The Engineer of 1st January last a description of this tramway was given, with illustrations of its principal details. Reference was made to other tramways previously constructed in Ireland and on the Continent in which electricity was used as a means of propulsion, but the line constructed at Blackpool is the first in which electricity has been used in a such a way as to meet the requirements of an ordinary street; it is free from the obstruction to traffic which would be offered by an overhead conductor, as at Berlin, or one raised a foot or so above the surface, as at Portrush, in Ireland, and it is free from the inconveniences, and dangers, attending the use of a conductor exposed in the surface of the streets, as in those systems where the rails themselves form the conductors. In this letter the tramway at Blackpool is looked at from a borough surveyor’s point of view, and although some of the remarks made may not seem favourable, it must be understood that they refer to the details of the tramway only, and do not affect its general principle; the criticisms are offered in the hope that they may be serviceable in improving the system, it being the writer’s opinion that the best way of perfecting a thing is to eliminate its defects, and that a good way of getting this done is to have the defects clearly pointed out.

There are good reasons why the opinions of a borough surveyor on tramway matters should differ from those of a civil engineer. The borough surveyor’s primary object is the care of the streets, and to see that the tramway does not injuriously interfere with them, nor be a source of danger to the public, nor cause a nuisance or obstruction to ordinary traffic, nor in any other way interfere with the rights of the public to whom the streets belong. It will be readily imagined that the borough surveyor’s ideas will not always coincide with those of the tramway engineer on these matters; the borough surveyor will object to many things that the engineer probably prides himself on as models of mechanical perfection, and he may even sacrifice this mechanical perfection if by so doing he can attain other objects which he is bound not to lose sight of. In a public street the best of tramways is always more or less of a nuisance, if nothing worse, except perhaps when it is at its best. A rail may stay where it is placed, but a paving stone generally will not, especially when laid adjacent to a rail—it may sink under the weight of ordinary vehicular traffic, and it certainly wears away faster than the rail; so that, however carefully the rail and the stones may have been laid together, sooner or later the rail is found to be projecting above the general surface of the pavement, which consequently has to be taken up and relaid. Now, as the tramway is laid at Blackpool is cut up by three or six, instead of by the two or four rails of an ordinary tramway, according as the line is single or double, and the evil arising from the projecting rails is therefore intensified in the like, if not in a greater, proportion.

Apart from the question of using three rails instead of two, objection is here taken to the construction of the middle rail or rails forming the top of the tube. The way in which these rails or beams are formed need not be here described, as they are clearly shown in the figures illustrating the article above referred to. The beams are too light in themselves, and too slightly attached to the cast iron frames carrying them and determining the outline of the tube, for them to withstand for long the heavy traffic of a town; and furthermore, there are too many short removable pieces in these beams, forming covers to “hand holes” for access to the joints in the copper tubes forming the electric main conductor. It may be contended that since it is necessary to have means of access to the joints, it is necessary to have the short removable pieces in the rails; but the rails are under consideration here, not so much as forming a part of the tramway, but as forming a part of the roadway, and as such their construction is objectionable. The form of construction adopted will lead to the disintegration of the joint between the rail and the paving setts, for the beams will deflect and shake loose under the traffic, and the joint will open; the “racking” and “grouting” in the joints between the paving setts will be wasted out into the tube below, and the paving setts thereby being left unsupported, will sink under the traffic, leaving the beams or rails projecting above the street surface and forming a serious obstruction to vehicular traffic.

As the necessity for this method of constructing the top of the tube seems to arise from the method adopted of forming the electric main conductor, viz., of split copper tubes, which can only be obtained in lengths of about 30ft., and as the use of soldered joints is inadmissible owing to the difficulties arising from expansion and contraction under changes of temperature, it is suggested that the copper tubes be replaced by a copper wire cable—or cables. The cable could be obtained in any length the engineer liked to ask for. It could be supported on liook-shaped insulators within the

tube, and by putting a tension upon it, it would be no difficult matter to keep it in its place. Without entering into details, it would seem quite feasible to apply, at such intervals as might be found to be necessary, tension weights attached to a pulley hanging in the bight formed by passing the cable over two insulators— which might also be pulleys— placed close together, as shown in the sketch. The use of the cable and weights, as proposed, would not only get rid of the difficulties arising from expansion and contraction, but would render the frequent “hand-holes” in the surface of the street It would also enable the number of insulators to be reduced. Every “insulator” must be a source of leakage, and therefore waste, especially in wet weather, and the fewer there are of them the better. The fewer they are in number, the farther the line could be carried away from the dynamos supplying the electricity with a given percentage of loss, and the less power would be required for working the line.

This question, however, is perhaps more properly the concern of the tramway company’s engineer than that of the borough surveyor. But it may be remarked that some years ago waterworks companies did not object to a few leaky pipes and defective house fittings. Many of them have since found out that all water pumped into the mains and not used and paid for by their customers has to be paid for by the company themselves, and it is probable that a somewhat similar rule will be found to apply to companies supplying electricity. Repairs to the cable could be performed by drawing it into suitable manholes provided at distant intervals in the streets, or it might even be possible to draw the cable through the tube into the engine depot.

Objection must also be taken to the collector—or that portion of the apparatus which connects the motor on the car with the electric main—being dragged along by a cord. It should be a rigid attachment to the car, and strong enough to force aside any obstruction in the slot that could be “ removed by hand.” The breaking of a cord stops the car and blocks the road, and if the driver has not another one to replace the one broken it might cause a serious interruption to the traffic, especially on a single line. Some years of experience of cable tramways shows that the slot is not more likely to get blocked than is the groove in an ordinary rail; and even if the collector itself were not strong enough, or not suitable for clearing away anything that might perchance get into the slot, a strong cow-catcher could be fixed in front of it which could clear the way for it.

Objection is also taken to the use of wood for forming the sides of the tube. However carefully the wood may be creosoted or

a rail that should be

A Borough Surveyor.

proving an economy of 14 per cent., this result being obtained by an expenditure of £10 per boiler. I have any number of tests made in all kinds of furnaces, but as the application to steam boilers is now before me, I enclose you the test above referred to.

I have made many applications for the heating of the feed-water by the waste heat, but my experience is that the best results are obtained by heating the air, there being less wear and tear; besides, a given number of units of heat imparted to the air feeding the furnace produces a greater economy than the same number of heat units imparted to the feed-water.

Should you think it of sufficient importance to your readers, I will gladly send you detailed drawings of my invention as applied to steam boilers both land and marine. Andrew Howatson.

Lavender-hill, London, April 20th.

con-

Les

. 7135 39 litres.

998-50 kilos.

7"16 litres

7144-81 litres.

1290 kilos.

1135-90 kilos.

6 ’28 litres.

II resulte de ces experiences, en faveur du systeme Howatson, une 6conomiedequatorzepourcent,surlccombustible. Dans les chaudiores

con-

2, Westminster-chambers, April 27th.

and

are

as

one

pickled, it will not for long stand tlie heterogeneous nature of the liquids to be found on the surface of a town street. Sooner or later it will decay and cause the collapse of the sides of the tube and the sinking of the surface of the road.

The last objection, but by no means the least, must be to the middle rail itself, or rather, to putting the tube containing the electric conductors in the middle between the two ordinary rails of the tramway. It will be seen that in some respects this tramway resembles a cable tramway, but on a cable line there is a good mechanical reason for putting the cable tube in the centre ; if it were put elsewhere the gripper would cause an oblique pull on the car, and a side pressure on the flanges of the wheels and on the rails. Whatever may be the force of this reason on a cable tramway, it cannot apply to an electric tramway, since the collector, which replaces the gripper, is not used to transmit a mechanical force. If the tube containing the electric main were placed under one of the rails of an ordinary tramway—and by preference, under the rail on the “ near” side, or under the two outer rails on a double line—and the slot were to open into, and in fact form, the groove of that rail, we should have all the things really essential to an electric tramway, and we should only have the surface of the street cut up by two rails for each line instead of by three. The rail would have to be strong enough to carry the tram-car, and the type of construction used at Blackpool would not be suitable ; but there should be no difficulty in designing strong enough vertically to carry loaded cars without sensible defection, and stiff enough laterally to support the paving setts, and maintain the proper width of the slot.

Birmingham, March 28th.

UTILISATION OF WASTE GASES.

Sir,—I am glad to see that at last this subject is occupying the serious attention of engineers, and your leading article, as well as the paper of Messrs. James Paterson and Magnus Sandison, read before the North-East Coast Institution of Engineers and Shipbuilders, must open the eyes of practical men to the importance of testing how far each pound of coal consumed does its duty.

Sixteen years ago I took out my first patent for utilising waste heat, and although I conclusively proved that in metallurgical furnaces an economy could be realised of from 20 to 25 per cent, by heating the air, still I could not induce shipbuilders or steam boiler users to look with favour on my plan, and engineers generally turned a deaf ear to my proposals, as not being worthy of consideration. Turning my attention to the Continent, I found that, especially in France, my ideas were not so Utopian as I was led to believe. An inquiry was instituted, and a trial was made in 1875,

Application aux Chaudieres d Vapcur.—Le systeme Howatson a ete applique a trois chaudieres a bouilleurs de l’otablissement de MM. Riviere et Cie., Rue de Grammont a Rouen; il fonctionne sans interruption depuis le vingt-cinq Novembre, 1874, sans avoir nccessite aucune reparation.

Proces Verbal.—Les chaudieres No. 2 et 3 sont disposces d’un commun accord entre les soussignes de manicre a eviter toutes causes d’erreur, soit dans les indications des appareils, soit dans le pesage du combustible, et le jaugeage de l’eau d’alimentation. Les experiences ont eu lieu le sept Avril, milhuit cent soixante quinze, en faisant usage du systeme Howatson, et le huit Avril, milhuit cent soixante quinze, en retablissant les generateurs dans les ditions oil ils se trouvaient avant l’application du systeme. resultats obtenus ont ete les suivants:—

7 Avril.

Quantitc d’euu ovaporoc reduite a 0 deg. ..    .

„ de houille d’anictre tout venant con-

sommee, cendrcs et scories comprises 1159 kilos. „ de houille consommee, cendres et scories

deiuites ..............

„    d'eau e vapor ee par kilo de houille, dans les

derail:res conditions ........

8 Avril.

Quantite d’eau c vaporce reduite a 0 deg. ..    ..

,, de houille consonance, scories et cendrcs

comprises..............

,, de houille consommde, scories et cendres

deduites ..............

„ d’eau evaporce par kilo., de houille, dans les dernicres conditions ......

sur les quelles nous avons experimente, la temperature des gaz pr6s du registre n’atteignait pas completement celle de la fusion du plomb, soit 334 deg. Avec une temperature superieure d’echappe-ment des gaz, l’economie constatee devra s’accroite en raison de l’augmentation de cette temperature. Le present proces verbal a ete dresse et signe par nous a Rouen, le dix Avril, milhuit cent soixante quinze. (Ont signe) MM. A. Riviere, Filateuren Tisseur, Rue de Grammont a Rouen; Walther Meunier, ingenieur en chef de 1’association Normande des proprietaires d’appareils a vapeur; Thomas Powell, ingonieur mecanicien, Rue St. Julien a Rouen; Correy, ingenieur de la maison Thomas et T. Powell; H. Danvers, ingenieur du systeme Howatson.

PILE-DRIVING.

SIR,—In discussing, so far as your editorial comment is cerned, it seems to me that we are like the two knights on opposite sides of the shield disputing about its colour—we are both right and both wrong. The inertia of the pile at the instant of first impact will cause a difference in the pressure on the head and the foot, but I fail to see how the pile head can sustain a pressure greater than that due to the force necessary to overcome its vis inertke unless the excess is at once communicated to the foot of the pile.. I may be wrong in holding this view, but in any case the question at issue does not affect the problem. The momentum imparted to the pile is given out again in increasing the penetration, which would, therefore, leaving the effect of the statical weight of the pile out of consideration, be the same if the blow were struck on an imaginary pile destitute of mass.

Although I have succeeded in effecting a complete solution of the problem, so far as the magnitude of the pressure between the monkey and the head of the pile is concerned, taking account of the modulus of .extension, the problem taken out of the recent Cambridge examination paper about an inelastic pile is a complete floorer to me. Has Mr. Greenhill solved it ? If he has, I feel sure you will give him ample space for setting forth the proof in full, and your readers will no doubt feel obliged to him. Personally, I should very much like to have it on the dissecting table.

William Donaldson.

STEEL RAILS FOR ITALY.

blH, Referring to my letter of the 26th March on the above subject, I beg to append result of the tenders received for the supply of 27,800 tons of rails required in various lots by the Italian Mediterranean railways. Various well-known English, French, Belgian, German, and Italian firms entered into the competition, and the tenders of the following were accepted as the lowest complying with the conditions :—

107, Fleet-street, E.O., April 22nd.    Hy. H. Stiller.

STRAINS IN CRANES.

Sill,—I see there is a mistake in my letter on this subject in The Engineer this week. The expression for the strain in the jib should be W cos. 0 + (W + K) sin. 0. This reduces to W sec. 0, the strain in the jib, in the case considered, being independent of the action of the chain.    W. B. Coventry.

Fordingbridge, April 24th.

AMERICAN NOTES.

(From our own Correspondent.)

New York, April 17th.

Several bridge-building enterprises are now within sight of the maiket, and during the next twelve months five, and probably seven, very large bridges will be built in different portions of the country, besides those projected at Cairo, Memphis, and on the Upper Mississippi and Missouri. A scheme is talked of for the construction of a bridge at New Orleans to connect the roads on both sides of the Mississippi Kiver in the extreme south-west.

Manufacturers of structural iron just at present have very few large orders on hand, but are making preparations to extend their plant in some locations. Angle iron is selling at l'80c. to 2c., and beams and channels are held very firmly by all makers at about 3c. Plate iron is selling at l‘80c. to 2c.; tank, 2c.; shell, 2}c. The railroad strikes are holding back a great deal of business that has been talked of since January 1st. The strike on the Gould system is likely to attain larger proportions, owing to the refusal of the managers to meet to arbitrate. The Knights of Labour yesterday began the work of collecting 1,000,000 dols. to support the strike there, and no doubt a large amount of money will be gathered by the labour organisations and the friendly public sentiment outside. Business men are much annoyed at the attitude of Mr, Gould, whose course is unsettling the confidence in business and making the extension of the strike probable in other sections of the eountry that are now quiet. Our brokers have been reporting very few transactions in steel rails, but the locomotive builders have been quite successful during the past week in booking orders for engines for summer and fall delivery. At Philadelphia the Baldwins have increased their labour force some 600, and are now turning out between ten and eleven engines per week. The New Jersey, New York, and New England works have all received important orders, and the larger machine shops have been gathering up additional business. Labour strikes are still causing some little distrust, but strikes may be regarded as about at an end. Some little foreign iron was ordered this week in Bessemer and Scotch; also liberal orders for steel and iron wire rods, tin and tin-plate. The consumption of all kinds of iron and steel will be large, and prices, therefore, will not materially change. Manufacturing interests are preparing for a heavier production.

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

(From our own Correspondent.)

On ’Change in Wolverhampton yesterday, and in Birmingham to-day—Thursday—holiday influences were very apparent alike in the attendances and in the extent of business transacted. Ironmasters reported that at some of the sheet mills operations were resumed on Tuesday or Wednesday, but that most of the works will continue idle until next week. Better orders from merchants on export account are hoped for next month. It is anticipated that probably Australian, Canadian, and South American orders will come to hand with a little more freedom. If so, some of the works which are now running only about half time will get into a better position.

Dealings in bar iron are at present only of a limited character. With the exception of the reduction made by one firm, as already announced, the old list prices for marked bars have been maintained, but from to-morrow, May 1st, the Earl of Dudley’s and the Messrs. Barrows prices will be reduced 10s.

The Australian trade is a matter of so much importance to certain of the list iron firms, however, that it is anticipated that they will scarcely allow Messrs. Hingley to possess a 10s. advantage in competing with them for Australian orders.

A wider difference than ever before now exists between the prices of marked and unmarked iron. Some years ago the custom was that the margin between marked bars and a good ordinary Staffordshire bar should be about £1 per ton, whereas now the difference is something like £2, and with respect to common bars it is as much as £2 10s. The standard for marked bars stands at £7 10s.; good Staffordshire bars are plentiful at £5 10s.; and common bars £5.

The current list of Messrs. Wm. Millington and Co., Summer-hill Ironworks, is as here:—Bars, £7 10s.; small rounds and squares, £8; -/frin. bars, £8 10s.; £in., £9; No. 5, £9 10s.; Ain., £10; No. 7, £11; No. 8, £12; and No. 9, £13 10s. Best bars they quote £8 10s.; double best, £9 10s.; and treble best, £11 10s. Plating bars and cable iron, £8 ; and best ditto, £9 ; with double best, £10. Rivet iron, £8; best, £8 15s.; and double best, £10 5s. Angles, £8 10s. to £9, and on to £10, according to quality. Boiler plates and sheets, £9; best, £9 10s,; double best, £10 10s.; treble best boiler plates, £12 10s.

Plates are quiet, and competition from other districts is much complained of. Tank plates are £7, and boiler plates £8 to £9 easy. It is not with satisfaction that sheet makers notice the extension of sheet manufacture by North of England ironmasters.

A sharp thing in steel strip rolling has just been accomplished at the Earl of Dudley’s Round Oak Works. One of the mills produced in a single turn 25 tons 1 cwt. of llfin. by 8 w.g. steel strip in lengths of 12ft. 3in. Considering the nature of the material and the size of the strip, this make, it is believed, is unprecedented in the annals of strip rolling. The blooms were heated in Mr. Smith Casson’s gas heating furnaces, for which he obtained a gold medal at the Inventions Exhibition last year.

In the pig iron trade deliveries are temporarily suspended, owing to the inactivity at the mills and forges. The general run of allmines are 52s. 6d. to 55s., while two or three firms quote 57s. 6d., but without business. Medium pigs are about 40s. easy, and cinder pigs, 27s. 6d. to 3Gs. per ton. Welsh scrap iron is quoted by sellers at 45s. per ton, but buyers are loth to give the figure.

The coal trade is very quiet, and house coal upon the Cannock Chase varies from 6s. to 9s. per ton of 24 cwt. Manufacturing coal upon the Chase is 4s. 9d. to 6s. 6d. per ton, according to description. The business doing in imported cokes is small, and prices range from 12s. to 14s. delivered here.

North Staffordshire ironmasters are remarking upon the difficulty of getting in specifications for orders which were booked at quarterly meetings. The works are only irregularly employed, four turns a week being the most that is made. Export orders run chiefly upon bars and hoops, and home orders are mainly for bars, plates, and hoops of cheap qualities. The demand for pig is quiet, and prices are being accepted which leave very little profit. The following may be accepted as about the average quotations:—Best marked bars, £6 5s. to £6 10s.; medium, £5 10s. to £6; and common qualities, £4 15s. to £5. Best plates are quoted £7 19s., and common sorts, £6 to £6 10s. Cold-blast pig iron is quiet at 75s. to 80s.; hot-blast, 50s. to 52s. 6d.; part-mine, 35s.; and common, 30s,

At the Shelton Bar Ironworks, Stoke-on-Trent, the erection of a new basic steel plant has been determined upon, and will shortly be carried out. The principal owner of the Shelton Bar Works is the Earl of Granville, who at his Lilleshall Ironworks, Shropshire, is making steel upon a combination process, which is understood to be a German modification of the Bessemer system.

The Cyclops Ironworks, Walsall, is being converted into a battle ground by the ironworkers for making a stand against the tendency which is now showing itself at certain of the ironworks to reduce wages independent of the Wages Board. At the Cyclops Works the men have received notice of a reduction varying from 10 to 20 per cent., and to the number of about 150 they have come out on strike. They are being supported by the men in the district, for it is felt that if the reduction is not resisted other employers will follow this example.

The Belgians continue to compete severely in iron for bridge and similar engineering work, and are offering deliveries in this district at lower than native prices. They are pushing their prices before the observation of consumers with much persistency.

This district should benefit from the inquiries now on the market by the East Indian llailway Company for steel and iron work for bridges, and wrought iron underframes and ironwork for railway wagons, together with the bodies of wagons.

Among the foreign work just now offering are machinery orders on account of the Kosario Waterworks. The construction of a wrought iron tower and tank to hold 50,000 gallons is required, and the accompanying machinery which is needed includes two compound beam engines with surface condensers, two direct-acting bucket-and-plunger pumps and two continuous action deep well pumps, three steel multitubular boilers, and other work.

Pumping engineers are commenting upon the disadvantages at which they are placed in competing with American makers for Scotch business by reason of the heavy freights which they compelled to pay. The lower freights at which deliveries can be made from New York to Edinburgh are enabling American manufacturers to take orders which have hitherto come to this district. In times of good trade the difference in the freights was not a serious matter, but now that English prices are down at the bottom, and there is no room for further concessions, the question is becoming one of importance.

Messrs. Jones and Lee, Birmingham, are intending to enter upon the manufacture of dynamo machines for electric light installations, and they are now laying down machine plant with that object.

Yet another reduction in wages has this week been made in all branches of the South Staffordshire and East Worcestershire forged nail trade. In the wrought nail trade a reduction of 10 per cent, has been enforced, which is contended to be 20 per cent, below what is termed the “starvation list.” In order to better the men’s position, a suggested scheme for the establishment of co-operative works is being considered, but it cannot come to anything.

The industrial exhibition to be held in Bingley Hall, Birmingham, in connection with the visit of the British Association at the beginning of September, promises to be a decided success. Some 225 firms have already applied for space, and the exhibits will comprise not only products, but in many cases processes also, including pin, pen, pencil, and paper-making, carpet weaving, electro-plating, diamond cutting, and manufacture of watches, jewellery, brushes, &c.

The Birmingham Chamber of Commerce have just appointed a standing committee to consider the commercial Bills before Parliament, and they have also determined to hold a public meeting shortly, under the auspices of the Chamber, to consider the silver question. The presidency of the Chamber having been resigned by Mr. P. H. Muntz—who has held the office for many years—Mr. George Dixon, M.P., has been appointed president for the ensuing year, and Mr. Henry W. Elliot has been appointed chairman.

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

Manchester.— During the past week the holidays have caused a temporary collapse of what little business there was doing in the iron trade of this district, and I have heard of no transactions of any weight whatever. An almost complete absence of inquiry is the complaint all round, and, so far as any indication is afforded to the condition of the market, a weak tone seems to prevail generally.

There was nominally a resumption of business at the Manchester iron market held on Tuesday, but the attendance was very small, and there was little or nothing doing either in pig or manufactured iron. For local and district brands of pig iron, quotations were not any lower than last week; but with the continued excessively low cut prices for one or two brands, which can be bought at about 55s. 6d. for No. 4 forge, and 56s. 6d. for No. 3 foundry, less 2.jr per cent., delivered equal to Manchester, the makers of Lancashire pig iron and the principal makers of Lincolnshire brands, who are asking quite Is. 6d. to 2s. per ton above these figures, are completely out of the Manchester market, except for occasional small special sales to consumers who require some particular brand. Derbyshire iron, which has for a long time past been practically out of this market as a competing brand, is in some instances being again offered here at very low prices. In outside brands, prices are easier to the extent that both Scotch and Middlesbrough iron have again got back to the low rates ruling prior to the recent advance.

For hematites there is still very little inquiry, and where sales are made the basis of prices continues extremely low, 50s. 6d. to 51s., less 2|, being about the figures at which No. 3 foundry could be bought in quantities for delivery into this district.

In finished iron trade is reported to be as bad as can possibly be, with almost every article that is made being sold at a loss. The orders coming to hand only keep the works in this district going from hand-to-mouth on short time, and in some instances lower prices are being taken. The quoted rates for delivery into the Manchester district are still about £5 up to £5 2s. 6d. in some cases for bars, £5 7s. fid. to £5 10s. for hoops, £6 5s. for plates, and £6 10s. for sheets, but North Staffordshire bars are now being offered for delivery here at as low as £4 17s. 6d., and some of the local makers are prepared to cut down prices to pretty near the same figure, when they can secure actual specifications, simply to keep works going.

Throughout the engineering branches of trade a generally depressed state of trade is reported. Even where works have been kept busy on special work slackness is now being reported, and of the largest establishments in the district that has been exceptionally well employed for a considerable time past has had to discharge a large number of hands. In the cotton machine trade there is a moderate amount of work stirring. A fairly large order for spinning machinery for Paisley has recently been placed in Bolton and Accrington, and some of the Manchester firms are rather better supplied with work than they have been. There is, however, no general activity in this branch of trade. The Engineering Trades Union Societies are feeling very severely the present depression in trade, which is rapidly crippling their resources by the large expenditure they are compelled to incur in the support of out-of-work members. As an illustration of this I may mention that one of the leading trades union organisations has since the commencement of the year absorbed upwards of £4000 out of its accumulated funds to meet expenditure in excess of income, and the necessity of reducing the scale of benefits to members is becoming a question for consideration.

A week or two back I referred to the fact that Messrs. W. and J. Galloway and Sons, of Manchester, had undertaken the whole of the electric illumination of the gardens, grounds, and fountains at the Colonial and Indian Exhibition, to be opened next week, and a more detailed description of the plant which has been put down will now be of interest. The illuminations are being carried

out to the designs of Colonel Sir Francis Bolton, and the principal electric driving plant consists of three pairs of Galloway’s patent high-pressure non-condensing compound engines, specially constructed for running continuously at a high speed and with great regularity. These engines have steam cylinders 15in. and 26in. bore, with a stroke of 2ft. 6in , and are each capable of giving off 200 indicated horse power when running at a speed of 120 revolutions per minute with a boiler pressure of 80 lb. to the square inch, and they are so constructed that the whole of the working parts are lubricated whilst the engines are running at full speed. Each engine drives its own one or two dynamos, as may be required, and by this arrangement counter shafts with pulleys disengaging clutches, which are frequently a source of trouble, are dispensed with, and the risk of breakdown or stoppage is reduced to the minimum. Two of these engines are placed in the building adjoining the Canadian Machinery Court, where they each drive two of Elwell-Parker’s dynamos, which provide the electric current for running 10,000 glow lamps distributed in various parts of the grounds and in the ornamental shrubs and trees. The third engine is placed in the Western Quadrant, where it drives a pair of Victoria dynamos made by the Anglo-American Brush Company, which provide the current for the arc lamps that from the clock tower and the tops of high masts illuminate the grounds, whilst others are used for illuminating the fountains in various coloured lights. As a reserve, or to be used on special occasions as may be required, three of Siemens’ large size dynamos are also fixed in the Western Quadrant, and each of these is driven by a three-cylinder engine. The engine house is illuminated by means of one of Elwell-Parker’s dynamos, driven by one of Galloway’s improved small compound engines with cylinders of Sin. and 8in. diameter, and giving off 14 indicated horse-power at 200 revolutions per minute. In addition to the above electric light installation, Messrs. Galloway have supplied and fixed in the Canadian machinery court, for driving the machinery in motion, one of their improved twin compound engines suitable for driving 120 indicated horse-power, and this is the same type of engine that received the gold medal at the Health and Inventions Exhibitions and the grand prize at Paris. Steam for the whole of the above engines is supplied by four of the well-known Galloway boilers capable collectively of driving 1000 indicated horse-power.

week upwards of 6000 tons of pigs have been added to the stock in Messrs. Connal and Co.’s stores.

Business in the warrant market has been very quiet; the closing price last Thursday was 38s. 6d. cash. On Tuesday, when the market reopened, the tone was very slow at 38s. 5|d. to 38s. 3|d. cash, and at the close buyers stood at 38s. 3d. cash. Business was done on Wednesday at 38s. 3|d. to 38s. 3d. cash. To-day— Thursday—the market was very quiet at 38s. 3d., closing nominally at 38s. 3£d. cash.

All the makers’ brands are easier, and a number 3d. to 6d. a ton lower than last week:—Gartsherrie, f.o.b. at Glasgow, per ton, No. 1, is quoted at 43s.; No. 3, 41s.; Coltness, 47s. and 43s.; Langloan, 44s. and 42s.; Summerlee, 46s. and 41s. 6d.; Calder, 46s. 6d. and 41s.; Carnbroe, 43s. and 40s. 6d.; Clyde, 43s. and 40s. 3d.; Monkland, 39s. and 36s. 6d.; Quarter, 38s. 6d. and 36s.; Govan, at Broomielaw, 39s. and 36s. 6d.; Shotts, at Leith, 44s. 9d. and 44s.; Carron, at Grangemouth, 48s. 6d. and 45s. 6d.; Kinneil, at Bo’ness, 43s. and 42s.; Glengarnock, at Ardrossan, 43s. and 40s.; Eglinton, 39s. and 36s.; Dalmellington, 41s. and 38s.

The shipments of iron and steel manufactured goods from Glasgow in the past week embraced iron barges for Rangoon, valued at £2960; machinery, £4600; steel goods, £2900; general manufactures, £14,800, including £3960 worth of railway iron, bars, and bolts for Calcutta, and £3600 pipes, stoves, tubes, and rivets for Sydney.

There has been a fair business in the shipment of coals from Scotch ports in the past week, the total having been 79,056 tons as compared with 79,413 in the corresponding week of 1885. There was despatched from Glasgow 22,623 tons; Greenock, 1798; Ayr, 7418; Irvine, 1495; Troon, 6836; Burntisland, 19,142; Leith, 1495; Grangemouth, 9494; Bo’ness, 5255; and Port Glasgow, 3500 tons. The state of business is a little more satisfactory, and there is a promise that the shipments may be greater in succeeding weeks. The miners are getting steadier employment, and just as they are entering upon it they have commenced an agitation for higher wages.

In the busier districts of Lanarkshire the men were idle in thousands on Monday, and they held a great meeting in Hamilton, at which it was agreed to curtail production, and recruit the membership of the Union, with the object of obtaining an increased scale of pay. The quotations ruling have been very low, and unless an improvement takes place it is not easy to see how the coal-masters will be able to pay higher rates.

The report submitted to the eighth annual meeting of the Mining Institute of Scotland—at which Mr. J. S. Dixon presided —shows that the Institute is in a prosperous condition, twenty-four new members having been added in the past twelve months, and the total membership now being 481. Mr. Dixon, on being reelected president, congratulated the members on the continued prosperity of the Institute. He observed that the total decline in the output of British coals had been nearly a million and a-half tons for the year. From their past experience, he said that a decline in the output for two successive years, and to the extent of 4,500,000 tons, was unprecedented, as in its past history the coal output had shown a steady and continuous increase, with comparatively few and insignificant relapses. A paper was afterwards read by Mr. C. Burnett, on “Burnett’s Patent Roller Mining Wedge and Drilling Machine, with an Associated System of Coal Getting,” and the claim was put forth that the invention is a substitute for the use of gunpowder in coal mines. At Greenfield Colliery in the Hamilton district experiments are now being made with this apparatus, which is said to exert a pressure of 5 tons per 1 lb. pressure applied to the handle of its lever.

Messrs. Russell and Co., shipbuilders, Port Glasgow, have obtained orders to build three large sailing vessels, two of which, 2000 tons each, are for Glasgow owners, and the third of 1600 tons for Liverpool. Messrs. Napier, Shanks, and Bell, of Yoker, have contracted to build a steamer for the Indian Government, the engines of which will be supplied by Messrs. David Rowan and Son, of Glasgow.

organisation was imperatively necessary to secure a fair wage, equal contracts, and the satisfactory carrying out of agree-One of the speakers stated that in 1884 there were

ments.

160,757,779 tons of coal drawn in the United Kingdom, as compared with 125,067,916 tons in 1874. The value of the coal in 1874 was £45,849,194, and in 1884, £43,446,183, or £2,403,011 less, although the actual weight was thirty-five million tons more. Another speaker laid stress on the voting power now possessed by the colliers, stating that there were 37,000 miners entitled to vote in the Southern division of the West Riding —viz., Normanton, 6800; Barnsley, 7000; Rotherham, 7700; Hallamshire, 45< 0; Morley, 5900; Penistone, 3000; and Doncaster, 2500. It is significant that the labour candidates brought forward were in every case successful, and not a single Conservative was returned for any of these divisions.

The Master Cutler of Sheffield, in his evidence before the Royal Commission on Trade, gave particulars of the weight of merchandise sent in and out of Sheffield by railway, exclusive of coal, coke, and lime. The return shows that in spite of depression, there has been no decrease in the volume of Sheffield trade; in fact, the return for 1884, the last year given, shows a greater volume than any preceding year. The tonnage to Liverpool, our great port for export, was in 1865, 30,225 tons; in 1866, 41,677; in 1867,53,400; in 1868, 47,459; in 1869, 44,073; in 1870, 52,604; in 1871, 60,662; in 1872, 79,662; in 1873, 66,946; in 1874, 47,718; in 1875, 37,301; in 1876, 25,520; in 1877, 20,134; in 1878, 15,848; in 1879,31,108; in 1880, 28,473; in 1881, 31,629; in 1882, 24,837; in 1883, 23,453; in 1884, 18,006. These figures indicate very clearly the decline of Sheffield trade with the United States, but other statistics giving the merchandise sent out of Sheffield by the Midland Railway show that while in 1868 the weight was only 220,051 tons, in 1884 it had risen to 357,932 tons, a weight which was only once exceeded in “ the year of plenty,” 1872, when the weight was 362,689 tons. Taking the merchandise in and out of Sheffield together, 1884, with its weight 564,197 tons, was the heaviest of any year since 1868. By the Manchester, Sheffield, and Lincolnshire Railway the total merchandise in and out of Sheffield has risen from 315,862 tons in 1868 to 512,915 tons in 1884, this weight having been exceeded in only one previous year—1873—when the weight was 517,056 tons.

Another foreign firm of cutlery manufacturers and merchants have commenced business in Sheffield, close to the premises occupied by the German branch from Solingen. This begins to look serious; but even German firms admit that the imposition of 10 per cent, duty would kill their English trade.

iron

THE NORTH OF ENGLAND.

(From our own Correspondent.)

7s. 6d.; all free on trucks at

WALES AND ADJOINING COUNTIES.

Dubing the early part of the present week there was but little done in the way of business, owing to the Easter holidays, and the attendance at the iron market held on Tuesday was meagre in the extreme. There are still no signs of improvement discernible, and neither makers nor merchants care to operate much. No. 3 g.m.b. was quoted for prompt delivery at 30s. 3d. per ton by makers, and at 30s. by merchants; but in some cases the latter accepted 29s. lOlsd. for small lots. A few makers who have well-filled order books keep out of the market altogether, or quote 3d. to 6d. per ton higher than the rest. Forge iron is still offered at 29s. per ton.

No transactions in warrants have recently taken place. The price continues nominally at 30s. per ton.

Shipments to the Continent have not improved to the extent expected. They are less than for April last year, when trade was considered at a low ebb. The pig iron sent away from the 1st to the 24th of April amounted to 51,799 tons, and the manufactured iron and steel to 34,067 tons.

The holidays have greatly interfered with the output of the finished ironworks, very little work having been done this week. There is still no improvement in the demand. Prices remain as follows, viz.:—Ship plates,£4 10s. per ton; angle iron, £4 5s.; and common bars, £4 12s. 6d.; steel plates are £6 10s. per ton; steel angles, £6 5s.; and steel rails, £4 makers’ works, less 24 per cent, discount.

The blast furnacemen’s wages dispute is now virtually at an end, the men at Clay-lane and at Consett having gone to work. Only on Saturday last did the Consett men decide to yield. They have submitted to the reduction of 5 per cent., but the question of a bonus on the tonnage made over and above 500 tons per week per furnace is referred to arbitration.

The accountant’s certificate, issued under the Cumberland coal trade sliding scale, declares the net average selling price for the three months ending March 31st to have been 4s. 8'31d. per ton. Wages will be thereby reduced 1J per cent.

The salt industry seems to be steadily progressing in the neighbourhood of Middlesbrough. A cargo of salt was sent from Port Barrow.—There is no change to note in the quiet tone of the Clarence to London a few days since, the forerunner, it is to be hematite pig iron trade of this district. Makers have booked very hoPed> of a great future business. Messrs Bolckow Vaughan, few new orders, and only a small number are on offer. The fact and Co. have two evaporating pans in full work at Eston, and is that buyers continue to withhold orders until they can secure a **veJUf?t commenced to erect two more. There are no others on cheaper rate of prices, but this seems at present impossible of the Yorkshire side of the river. At one of the bore holes belong-realisation as prices remain steady at 42s. per ton for mixed “* to,the Newcastle Chemical Company some trouble appears to parcels of Bessemer iron net at makers’ works, and it is    only in    ^ave been lately experienced,    the brum having for the time    diseases of needy sales that lower values have been accepted.    Stocks    aPPe»red. It is thought that    the tube may have broken at

remain large, and it is anticipated there is now on hand no less Pa^ °* length, but this is not known for certain, than 250,000 tons of metal, mostly of Bessemer quality. The make Another new industry promises to come to the relief of the is at the rate of 550 tons per week, with forty-four furnaces in Cleveland district. The slag which is produced in large quantities blast. Prices of pig iron are steady at 42s. per ton net at makers’ hY steel converters wherever the basic process is in operation con-works    for    mixed parcels of    Bessemer, but    forge    and    foundry iron    fainsa considerable proportion of phosphate of lime. The late

are quoted at    41s.    per ton,    although there    is    next    to no    trade    in    Thomas always said that this ought to be utilised as a

these qualities of iron. Steel makers have in hand much more manure5 but many eminent chemists were of opinion that in its work, particularly in the steel rail department, orders of some PJ^mary condition it was not sufficiently soluble for plants to be magnitude having recently been placed, but it is probable now that a . J*tilise it. During the last two or three years, however, a makers have made a further slight reduction in prices further se*ie.s °* experiments have been made to test the validity of this orders of large dimensions will be placed, and these will    enable    °Pimon* and they seem to    have entire y disproved it.    The

makers to furnish employment for their mills night and    day for    experiments were made on    a number of plots of ground

some time to come. In the other departments of the steel trade enured with ground basic slag. Seeds of various kinds were there is still plenty of work, the output of tin-plate bars    alone    sown    Idots> and °n Slmdar    ones    which were not

being fully 1000 tons per week. In engineering there is nothing    manured. The manured plots produced on    the average far

much doing, except in the marine department, and the large    works    better crops than the unmanured ones.    It is    said by those who

in the district are employed night and day in the erection of    some    have seen the results that the effect of the    basic    slag is quite equal

large power engines for Pacific steamers and for Government boats. *® thatfof superphosphate made from bones or coprolites, whilst Iron ore finds a poor market at from 8s. 6d. per ton net at mines. *^e cost will probably not be more than one-fourth A cargo of Coal and coke are in fair consumption at easier rates than have ²⁰⁰ *?ns °f basi° sla« has Just bee? shlPPed from Middlesbrough to lately been ruling. The demand for shipping is also more marked. Kcenigsberg, and others are about to be forwarded to other Euro-This week has been more or less spent as a holiday at the large Pe?n Porta- These are, no doubt, for agricultural purposes. The works in the district.    only preparation required is to grind the s ag to as fine a powder

as possible. In that form the largest possible surface is presented to the action of the rain water, which acts as a slow solvent. It is then in a condition to be assimilated by the roots of plants.

The present defective arrangement by which the hand-brakes on railway wagons are fixed on one side only of the wagon has long been a ground of serious complaint as a source of danger to life and limb as well as of damage to property. One of the disadvantages of this arrangement is that it is constantly occurring that in “ fly shunting,” or running into a siding next to a wall, the hand brakes are on the “ off ” or inaccessible side of the wagon, and it is only at very great risk that the brakesman, by crossing the line in front of the running wagon, has any possible chance of attempting to put on the hand brake, and failing this he puts in a Bprag—an evil which all railway wagon owners fully appreciate. In order to remedy this serious defect, a form of improved hand brake has just been patented by Mr. Morton, of the wagon department of the Lancashire and Yorkshire Railway Company, which in a very simple manner effectively overcomes the difficulty to which I have referred. By constructing the brake shaft the entire width of the wagon, a brake handle is put on both sides of the wagon, and by means of a dutch motion the brakes on all four wheels can be put on by the person in charge from either side of the wagon which may happen to be the most convenient to him.

way in the price of rou which are getting rather scarce owing to the small quantity of house fire coal now being screened, show, if anything, a tendency to stiffen in price. At the pit mouth best coal about 8s. 6d.; seconds, 7s. to 7s. 6d.; common house coal, 5s. 3d. to 5s. 6d.; steam and forge coals, 4s. 9d. to 5s. 3d.; burgy, from 4s. for common to 4s. 6d. and 4s. 9d. for the better sorts; and ordinary slack, 3s. to 3s. 6d., with best sorts fetching from 3s. 9d. to 4s. per ton.

In the coal trade business is very quiet in all descriptions of fuel, and the month closes with a pretty general downward movement in prices. In house fire coals several of the leading Manchester firms have made a reduction of lOd. per ton on their delivered rates and 5d. per ton on their wharf prices, but at some of the principal collieries no change has been made; on riddled coal and nuts there is, however, a general reduction of lOd. per ton in the pit prices, and following the reduction at the commencement of the month of 5d. per ton on the delivered rates for burgy, a similar reduction is now being made on the delivered rates for slack. In the West Lancashire district, although there is no general announced reduction, there is in most instances some giving nd coals, but the better qualities of slack

(From our own Correspondent.)

averages

In the shipping trade there is generally only a slow business doing, and common steam coals delivered at Garston Docks or the high level, Liverpool, can be got readily at 6s. 9d. per ton, although for the better sorts sellers in some cases are still firm at 7s. to 7s. 3d. per ton.

Colliers and ironworkers have been holiday making, bad as the times are, and make and output in consequence have been small. During last week there was an increased briskness amongst the Rhondda collieries in getting off some special cargoes, so as to clear the ships before Easter. This week, what with the holidays and the old slackness, things look gloomier than ever. Some few good coal cargoes went on Saturday—2800 tons to Port Said, 2200 to Savona, and 2300 to Cape de Verds; but a few large ones are no equivalent for a crowd of smaller.

One result of depressed times in the coal trade, and the inevitable fall in the sliding scale, has been to make some of the less thoughtful of the colliers to doubt the excellence of the sliding scale, and I hear that the Caerphilly colliers have actually seceded from the scale!

some

Such a course cannot be too strongly condemned. The sliding scale has been of vast benefit to the country ; it has done away with strikes, brought about beneficial relations between masters and men, and told well upon the whole of the commercial and industrial interests. To lose it would be going back into darkness again, and I can scarcely think that men would be so foolish even though large numbers are irrational enough.

An instance of this came under my knowledge last week. In a certain colliery district the house coal, which supplies workmen and works, is under one manager; the sale coal, principally steam, under another; and because the quantity needed for works and cottages is regular, and necessitates regular working, that manager is held in higher repute than the other who is confronted with a depressed market and no demand.

The colliers must resign themselves to falling wages at such times as the present. Coalowners would only too gladly give higher wages.

Torpidity continues to characterise most of the branches of the iron industry, and large numbers of workers are mending roads, “ hobbling,” or occupied in agriculture.

It is fortunate for South Wales that some large undertakings are in hand, and these are taking up a good deal of the surplus labour. The Cardiff Waterworks and Barry Dock and Railway may be named among these, and the Taff continues busy, much to its credit, in the face of a falling revenue.

Attention should be directed by those interested in waterworks and reservoirs to the Swansea leakages, which are of a ruinous character, and yet the finest puddling clay can be had at Port Talbot. Sir H. Vivian states that the leak amounts to 42,000 gallons per hour.

THE SHEFFIELD DISTRICT.

I am glad to see that steel sleepers are slightly on the increase. This week a large consignment went to Paysandu from Newport. (From our own Correspondent.)    NOTES FROM SCOTLAND    In the tin-plate trade there is a good deal of confidence,

Very little work has been done in Sheffield this week, the    *    especially in the Swansea district, and this, too, in the face of a

Easter holidays coming at a time very suitable for stock-taking.    (From our own Correspondent.)    tin-plate works having been closed temporarily, on account of a

The weather has been magnificent almost beyond recollection, and The Easter holidays are not observed in Scotland, but they wages dispute. That the demand is well sustained is shown by the Sheffield artisans have enjoyed it to the full. At one or two might as well, seeing that our Exchanges and most of our markets the shipments of the week. Last week close upon 90,000 boxes establishments a few special orders have caused the works to be are closed, that business is suspended part of the time at the Banks, were shipped from Swansea—the largest yet made. Still there is kept going. This has been notably the case with one firm who and that the Post-office greatly reduces its service to the public, a steady increase of stock going on, which must be watched. At make a speciality of wheels for colliery and tramway purposes It is impossible to do any business of consequence either with Eng- present 369,000 boxes are held.

cast in solid steel. A good line in tool steel for immediate deli- land or the Continent, and the inconvenience resulting is fast Prices are firmer this week. Cokes are at 13s. 3d. to 14s. Bes-very caused another firm to shorten their Easter holidays. Gene- creating a public opinion in favour of arranging our holidays to suit seiners are touching 14s. 6d., and Siemens 15s. Coke wasters can rally, however, the men have been “ playing,” and the employers those of the rest of the Christian world.    be had as low as 12s.

have been similarly engaged.    Operations in the iron trade are still confined within narrow I hear that a new tin-works is to be built near Gower station,

On Good Friday the miners held a series of meetings in the limits. Pig iron is in very moderate request, but there is no abate- Loughor, by the Fairwood Tin-plate Company.

South Yorkshire district, the chief object being to induce the non- ment in the amount of the production. In fact, an additional Indications are again cropping up amongst the Monmouthshire unionists to become members of the Yorkshire Miners’ Association, furnace has been put in blast this week by Messrs. William Dixon, tin-works, which require no further commentary, that the process It was stated that the failure to obtain an advance of wages early at their Calder Ironworks, where they have now five blowing, and of weeding out is going on. The weak must go to the wall, the last year was entirely due to the lack of effective organisation, six at Govan. The total number in operation in Scotland is ninety- strongest only survive, and when this has been accomplished the Resolutions were passed to the effect that a wise and strong eight, as compared with ninety at this date last year. During the Monmouthshire trade will be firmer and better for all parties.

Shares.

as

Shares.

Shares.

are:—

Miners' Electric Safety Lamp Company, Limited.

Upon terms of an agreement of the 19th inst., this company proposes to purchase from Benjamin Nicholson, of 57, Coleman-street, a licence to use for mining purposes certain patented inventions for improvements in batteries for generating electricity, and for improvements in eletrical batteries for telegraphic, telephonic, and other purposes. The company was registered on the 20th inst.

Shares.

Shares.

100

100

100

Shares.

10

10

The subscribers denoted by an asterisk are the first directors.    _

The number of directors is not to be less than two nor more than seven; the subscribers are to appoint the first and act ad interim; qualification, 200 shares. After the shareholders have received 10 per cent, per annum dividend the board will be entitled to £400 per annum for remuneration.

Condensed from the Journal of the Commissioners of Patents.

Applicationa for Letters Patent.

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

19th April, 1886.

5391.    Waste Preventing Syphon Cistern, W. C. Baldwin, Selly Oak.

5392.    Smoothing and Polishing the Surface of Silk Hats, die., R. T. Eddy, Manchester.

5393.    Stops for Doors and Windows, A. Spencer, London.

5394.    Churns, T. Carroll, Dublin.

5395.    Lifting and Securing Windows and Shutters, H. J. Hampson, Manchester.

5396.    Weighting Motions of Looms, H. Lomax and W. Nelson, Halifax.

5397.    Ashes Pans, C. Stacey and S. Marshall, Sheffield.

5398.    Tession Pulleys and Rollers, B. W. Stevens, Bradford.

5399.    Impervious Elastic Composition, J. Swindle-hurst. Barrow-in-Furmss.

5400.    Stoppering Bowles, T Trussell, Nottingham. 540 . Case for Holding Artificial Fishing Flies, R.

Salmon-Backhouse, Leeds.

5402 Spring for Globe Holder Attachment, J. Law, Birmingham.

5403.    Waterproof and other Garments, A. M. and M. Hart, Manchester.

5404.    Folding Machines, D. T. Powell, London.

5405.    Fish-plates for Permanent Way of Railroads, T. Spir, Sheffield.

54 6. Circular Tills, T. Felton, London.

5407.    Mathematical Scales, W. F. Stanley, London.

5408.    Lifts and Hoists, die., W. R. Green, Loudon.

5409.    Dynamo Machines and Electric Motors, L Bollinann, Vienna.

54 0. Combined Refrigerating Apparatus, M. Brawn, London.

5411.    Indicating and Recording Apparatus, E. Harrison, Loudon.

5412.    Gas Retort Lids, die., H. Hawkins, London.

5413.    Providing Billiard Balls with a Durable Coating, E. Roese, Loudon.

5114. Fibrous Material, H. Drummer, Loudon.

5415. Presses for Lawn Tennis, die., Bats, W. Muckle, London.

54.6. Bearded Knitting Needles, W. Tatham, London.

5417.    Unhairing or Unwooling Hides and Skins, J. Palmer, London.

5418.    Walking-sticks, die., S. Simmons, London.

5419.    Lock-up Liquor Frames, T. W. Non is, London.

5420.    Indicating Weighing Machines, J. Roots, London.

5421.    Coupling, die., Trucks and Carriages, T. Wen-lock, London.

542 '. Stoppering Bottles, J. S. Davison, London.

5423.    Steam Pump, H. Long, London.

5424.    Water Gauges, J. J. Miller, London.

5425.    Boiler, T. P. Palmer, London.

5426.    Steam Boilers, T. W. Wailea and M. Fraser, London.

5427.    Bushes for Vehicle Axles, E. Rose, London.

5428.    Cleaning Tramway Lines, S. Strange and J. Norton, Liverpool.

5429.    Tuning Pianofortes, A. J. Boult.— (P. T. B. Berner, Germany.)

6430. Tuning Pin for Pianofortes, die., J. Bond, Liverpool.

5431.    Locking Devices for Paper Files, A. J. Boult. —(G. H. Richter, Canada.)

5432.    Watches and Clocks, A. J. Boult.—(J. D. Col-quhoun, W. H. Scott, and C. S. Ellis, Canada.)

5433.    Packing Casks, die., J. C. Chapman, London.

5434.    Elevating and Transporting Granular Matters, A. M. Clark.—(H. Delhaye, France.)

5435.    Skinning Potatoes, F. Schulte, London.

6436. Ribbed Tubes for Boilers, die., J. P. Serve, London.

5437.    Electric Arc Lights, A. N. J. Contarini and N. Contopoulos, London.

5438.    Chimneys, die., J. G. Lorrain, London.

20 th April, 1886.

6439.    Water Gauoes for Steam Boilers, R. N. R. Phelps, London.

6440.    Automatic Fire Extinguishers, W. Woodhouse, Manchester.

6441.    Mandrels, C. J. Phillips, Birmingham.

5442.    Turning Staircase Newels, die., J. C. V. Stacey, Sheffield.

5443.    Poles for Telegraph, &c., Wires, A. Eadie, Glasgow.

5444.    Looms for Weaving, G. H. Hodgson and W. Tetley, Bradford.

NEW COMPANIES.

The following companies have just been registered

Coruna, Santiago, and Peninsular Railway Company, Limited.

This company proposes to construct and work railways in Spain, and for such purposes will acquire the concession of railway, rolling stock, &c., of the Sociedad del Ferro Carril Composte-lana de la Infanta Dona Isabel, a Spanish Railway Company authorised by Royal decree of the 11th August, 1863. Power is also taken to carry on mining operations in Spain, to improve the navigation of any Spanish river or waterway, and to construct public works and buildings. The company was registered on the 15th inst. with a capital of £200,000, in £5 shares. The subscribers are:—

*Horatio Nelson Williams, J.P., Hastings ..    ..

*E. Swinton Holland, 45, Drury-buildings, Liverpool ....................

F. W. Brind, Chelsfield, Kent..........

F. J. Bladon, Stafford Lodge, Belvedere-road,

Upper Norwood................

A. Wilson, C.E., Heath Royd, Lewisham-hill ..

*H. Baron Doo, Epsom ............

H. F. Bing, 18, Manor Park, Lee ........

The number of directors is not to be less than three nor more than eight; qualification, shares upon which £500 has been paid, or credited paid, or £500 stock. The first directors are the subscribers denoted by an asterisk, and Sir George Kettelby Rickards, K.C.B., and John Livesey; maximum remuneration, £1000 per annum, with an additional £500 in any year in which £7 10s. per cent, is paid, and a further £500 per annum for each £2 10s. per cent, dividend over £7 10s. per cent, per annum.

Defries Safety Lamp and Oil Company, Limited.

Upon terms of an agreement of the 14th inst. this company proposes to acquire and work the letters patent, dated respectively 12th December, 1884, for improvements in burners for petroleum and for light oils, and 11th February, 1885, for improvements in lamps for burning mineral oils, applicable also to gas burners. It was registered on the 15th inst. with a capital of £150,000, in £i shares. The purchase consideration is £80,000, payable £51,000 in cash, the residue in fully-paid shares. The subscribers are

C. A. Harrison, 22, Duke-street, Manchester-

square ..    .. -................

H. Lowe, 7, Field-road, Forest-gate, clerk ..    ..

T. Andrews, H inhault-road, Leytonstone, clerk

B. Pinks, 80, Howson-road, Blockley, clerk Colman Defries, 147, Houndsditch, merchant ..

*D. Colman Defries, 147, Houndsditch, merchant Wolf Defries, 147, Houndsditch, merchant ..    ..

The number of directors is not to be less than three nor more than seven; the first are Messrs. A. J. Smart Eames, J. A. Carson, F. L. H. Collins, H. W. Maynard, and D. C. Defries, the latter of whom is appointed managing director. Directors’ qualification, 200 shares; remuneration, £1250 per annum and expenses.

Leslie Liardet, Limited.

This company proposes to manufacture and trade in mechanical, electrical, or other gear, fittings, machinery, &c., used in connection with ships, boats, railways, trucks, carriages, wharves, warehouses, &c., and primarily to acquire the patents of Liardet’s disengaging hooks (No. 4597, dated 27th September, 1883), and Liardet’s improvements in rudders and rudder fittings (provisional protection, No. 11,196, dated 21st September, 1885). It was registered on the 17th inst. with a capital of £8000, in £10 shares. The subscribers are:—

H. W. Royle, Crick lewood, merchant

A. C. Baber, Broadstairs ......

J. W. Postlethwaite, 7, Old Burlington-street,

merchant ..................

E. Samson, 1, Lincoln’s-inn-fields, chemist..    ..

R. Warner, 10, Priory-road, Kilburn, accountant 1 J. Banks, 58, The Grove, Camberwell, solicitor ..    1

G. E. Baker, 6, Guildhall-chambers, chartered accountant

The number of directors is not to be less than three nor more than five; qualification, 20shares; the subscribers are to appoint the first. Whenever the profits are sufficient for the payment of £6 per cent, per annum dividend, a sum of £200 per annum will be paid to the board. The purchase consideration is £70 cash and 793 fully-paid shares.

London Metallic Capsule Company, Limited.

This company proposes to trade as metallic capsule manufacturers in all branches, and for such purpose will enter into two agreements with Messrs. William Henry Quirk and Thomas Barton, jun. It was registered on the 17th inst. with a capital of £50,000, in £20 shares. The subscribers

Shares.

Henry Arthur Watson, Liverpool, metal broker..

*A. Moncrieff Burns, Liverpool, metal broker ..    1

Robert Bruce Millar, Liverpool, hemp broker ..    1

*H. Ansdell, 3, Westmtnster-chambers, contractor ....................

*E. M. Stone, Sydenham, East India agent and

merchant ..................

*T. P. Griffin, London, export beer merchant ..    1

F. Ansdell, 3, Westminster-chambers, contractor 1

The number of directors is not to be less than three nor more than five; the first are the subscribers denoted by an asterisk; the board may divide eight guineas amongst the directors present at each meeting. Messrs. William Henry Quirk and Thomas Barton, jun., are appointed joint managing directors for seven years at a remuneration of £500 per annum, and will also be entitled to an additional sum equal to one-seventh of any dividend above 10 per cent, per annum.

with a capital of £100,000, in £1 shares. The purchase consideration is £09,993 in fully-paid shares. The subscribers are:—

S. C. Woodley, 5, Montem-road, Forest-hill, clerk

F. J. King, Northumberland Park, Tottenham, commission agent ..............

F.    T. Ford, 1, Milton Villas, West Green-road, W.,

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

G.    W. Cook, 8, 4, and 5, Swan-buildings, Moor-

gate-street, printer..............

C. Luff, Chertsey, Surrey, clerk ........

A. E. A. Nicholson, The Torrs, South Norwood

Park, clerk..................

S. Innes, 94, Manor street, Clapham, clerk ..    ..

Registered without special articles.

New Zealand Midland Railway Company, Limited.

This company proposes to acquire a contract dated the 17th January, 1885, for the construction of a railway from Springfield, near Christchurch, to Brunnerton, and from thence to Bel-grove, near Nelson, in the South Island of New Zealand. It was registered on the 17th inst. with a capital of £500,000, in £10 shares. Power is taken to construct and work docks, harbours, and other public works, to reclaim and utilise the foreshore in New Zealand, and also to assist in passages of emigrants, and to make advances to emigrants to enable them to go to New Zealand to settle upon and develope the lands of the company. The subscribers are

Thos. Salt, Weeping-cross, Stafford......

H. J. H. Davis, Dimster Hous -, Mincing-lane ..    100

C. Shirreff B. Hilton, 79, Gracechurch-street ..    100

E. J. W. Mile9, Bagshot ..........

Sir Oharles Clifford, K.B., Cannock E. Brodie Hoare, St. Bernards, Caterham, banker 100 J. Ward Burchell, 5, The Sanctuary, Westminster 10

The number of directors is not to be less than three nor more than nine; qualification, lOOshares; the subscribers may nominate from among themselves the first directors. The remuneration of the board will be determined by the company in general meeting, but the minimum is to be £6500 per annum, with an additional £500 for every director above the number of five.

Shipping Appliances Company, Limited. This is the conversion to a company of the business of supplying signalling apparatus and other shipping appliances, carried on by John Sachverall Gisborne, of 66, Finsbury-pavement, the purchase including the letters patent, No. 311, of 1885, for electrical signalling apparatus. It was registered on the 16th inst. with a capital of £10,000, in £10 shares. The subscribers are:—

Shares.

Registered without special articles.

Lewis Great Eastern Exhibition Company, Limited.

This company proposes to hire the Great Eastern steamship, and to exhibit the same at Liverpool or elsewhere, and to provide amusements, entertainments, and recreations of every description on board. It was registered on the 19th inst. with a capital of £20,000, in £L0 shares. The subscribers are:—

Bertha Lewis, 13, Devonshire r^ad, Liverpool,

widow....................

*L. S. Cohen, Liverpool ............

*B. S. Cohen, Higher Broughton, Manchi ster .. *U. D. Cohen, Hands worth, Birmingham ..

May Cohen, A lexaudra-drive, Liverpool

L. T. Levy, Alexaudra-drive, Liverpool......

L. D Coneu, 25, Pembridge-garders, W., merchant .............

Woolwich (Old Barge House) Steam Ferry Company, Limited.

This company proposes to acquire and trade with all kinds of boats and barges, floating bridges, &c., and to convey passengers, horses, cattle, goods, &c., between places on the River Thames or elsewhere, and to carry on the business of lightermen or wharfingers. It was registered on the 15 di inst. with a capital of £20,000, in £1 shares. The subscribers are

Shares.

A. E. Klein, 32, Sistona-road, Ballum, secretary

to a company ...............

O. G. Camping, 175, Queen's-road, Dulaton, shorthand wi iter ..    ..    ..............

H. Campbell, 61, Seymour-place, W.C., musician H. Cox, 22, Gernon-road, Bow, accountant..    ..

D. A. Nicol, 8, Featherstone-buildings......

J. M. Scoble, 41, St. Peter-stieot, Islington,

stationer ..................

J. Lichfield, 61, Leyspring road, Leytonstone, musical agent ................

William France, Limited.

This company was registered on the 19 th inst. with a capital of £100,000, in £100 shares, to acquire the business formerly carried on by Wm. France, deceased, and to trade as wharfingers, warehousemen, shipowners, and ship and insurance brokers. The subscribers are

Shares.

Alexander Howden, 188, Leadenhall-street, shipowner .................... 1

C.    Howard, 17, Philpot lane, shipowner

D.    C. Thomas, 26, Billiter-street, shipowner R. W. T. Escombe, 3, East India-avenue, ship-

bi oker....................

J H. Howden, 138, Leadenhall street, shipowner 1 John Bell, 13, Fenchurch-avenue, shipbroker ..    1

A S. Kettlewell, Fenchureh-avenue, shipbroker 1

The business will be carried on under the joint management of the firms of Alexander Howden and Co., Charles Howard and Co., Escombe Brothers and Co., F. Green and Co., and D. C. Thomas and Son.

THE PATENT JOURNAL.

Ylth April, 1886.

5352.    Dental Tools, C. F. Mendham, London.

5353.    Apparatus fur Operating the Slay uf Looms, W. Jepson, Halilax.

5354.    Mechanical Pianino, G. Racca and W. Seward, London.

5355.    Gutting Shelled Oats, J. White, Belfast.

5356.    Regulating the speed of Engines on Board of Ships, G. Uoe, Ashton-under-Lyne.

5357.    Construction of Metal Sash Lines, &e., J. Cole, Coventry.

5358.    Axles for Vehicles, T. Wood, EastviPe.

5359.    Automatic Fire Extinguishers, W. Woodhouse, Manchester.

5360.    Manufacture of Covers for Side Dishes, H. Hutton, London.

5361.    Securing Wheels to Axles, F. Chamberlain, Sheffield.

5362.    Washing Machines, S. Barrett, Keighley.

5363.    Identity Ear Mark for Cattle, F. VV. Lambert and F. Campbell, Birmingham.

5361. Fire Guards, C. Meason, Birmingham.

5305. Pitch Chains, H. Kenoid, Manchester.

5366.    Taps, E. Griffiths, Liverpool.

5367.    Manufacture of Flour irom Grain, W. H. Price, Liverpool.

5368.    Horseshoes, J. Caillet, London.

5369.    Horseshoes, J. Caillet, Loudon.

6370. Writing Desks, C. Groombridge and W. A. South, London.

5371.    Inlet Ventilators, J. A. Macmeikan, London.

5372.    Railway Signalling Apparatus, J. Reid, Glasgow.

5373.    Cartridges, W. L. Wise.—(J. L. Didier, France.)

5374.    Suspending Trousers, 0. Steer, London.

5375.    Promoting the Healthy action of the Lungs and Heart, C. Uibrich, London.

5376.    Looms for Weaving, W. Hacking, London.

5377.    Vertical Direct-acting Engines, H. E. Newton. —(C. C. Worthing ton, United States.)

5378.    Picture Frames, E. V. Goad, London.

5379.    Alarm Bells, J. Bruck, London.

5380.    Securing the Stoppers of Bottles, &e , H. Ecke, London.

5381.    Electrical Contact Apparatus, A. de Kho tinsky, London.

5382.    Measuring Tapes, W. Chcstermin, London.

5383.    Syringe Attachment for Boitles, A. B. l’u ton, London.

5384.    Marine Vessel Shields, D. Jarves, United States.

5385.    Ingredients f,r Producing Explosions in Engines, R. C. Gardner.—(T. Gibson, trance.)

5386.    Photographic Shutters, F. W. Branson, London.

5387.    Compound for Rendering Wood Fireproof, A. Seefels, London.

5388.    Sighting Guns, J. G. Lorrain, London.

5389 Transferring Boats irom One Level to Another on Canals, S. Lloyd, London.

5390. Pessary, E. Dodd, London.

5415.    Chimney Cowls, H. 6. Bursoa, Mortimsr.

5416.    Buttons, C. A. Pfenning, Manchester.

5447.    Riddling Cinders, L. K Emmet, Sheffield.

5448.    Regulating ihe Range and Sinking of Torpedoes, W. Bryan and C. E Shorey, H.M.S. Agiucourt.

5449.    Padded Quilts or Coverlets, H. M. Matthews, Newport, Mon.

5450.    Cameras, W. Middlemiss, Bradf >rd.

545 U Governors, S. and J. Dawson, Manchester.

5452.    Trueing Bars f r Carding Engine Flats, G. and E. Ashworth, Manchester.

5453.    Screw Propellers, T. Ceitch, Glisg >w.

54 4. Combined Wardrobe, Bookcase, and Secretaire, C. Meyer, Glasgow.

5455.    Infants’ Chairs, A. Plant, Glasgow.

5456.    Purifying Crude Carbonate of Soda, T. T. Mathieson and J. Hawliczek, Liverpool.

5457.    Yeast, W. S. Squire, London.

5458.    Hydrocarbons, S Banner, Liverpool.

5459.    Passenger Hoists, E. Griffiths and G. Finning, Liverpool.

5460.    Horseshoes, C. W. Hayes London.

5161. Safety Devices for Drawers, J. G. F. W. Diet tel, London.

5462 Stoppering Bottles and Jars, W. H. Tucker, London.

5463.    Hydrocarbon Gas, H. S. Forbes, London.

5464.    Dome Food Warmer, L. G odday, Putney.

5465.    Permanent Way of Railways, j. S. Checsman, London.

5466.    Rotary Engines, W. T. Goolden, A. P. Trotter, and J. P. Binns, London.

5467.    Combination Ring for Fishing-rods, C. E. Routh, London.

5468.    Binding Music, &e., A. R. Walter and T. H. Mann, London.

5469.    Letterpress Printing Machine, J. H. Buxton,

D. Braitliwaite, and M. Smith, London.

5470.    Facilitating the Rapid Application of Type to Printing Machines, J. H. Buxton, D. Braithwaite, and M. Smith, London.

5474. Permanent Way of Cable Tramways, J. B. omith, Brockley.

5472.    Metallic Tubes, T. B. Sharp, London.

5473.    Playing a New Game of Skill, V. C. di Tergo-lina, London.

5474.    Playing a Game of Skill, V. C. di Terg dina, London.

5475.    Underframes for Four-wheeled Vehicles, V. C di Tergolina, London.

5476.    Tanning Hides, P. Haddan.—(The Dobson Patent Tanning Process Company, United States.)

5477.    Boot or Shoe Counters and Stiffeners, H. J. Haddan.—(J. M. Watson, United States )

5478.    Canea for Chains, W. Turner, London.

5479.    Gauging Electric Currents, S. C. C. Currie, London.

5480.    Automatic Brake for Vehicles, J. L. E. Daniel, London.

548'. Medical Apparatu J. D. Newton.—(V. Meyen-

berg, Germany )

5482. Imparting Motion to Carding Engines Asquith, Bradford.

54-3. Vapourising Chemical Agents, W. H. W. Wilkinson, London.

5484.    Receptacles for Food, R. T. Stra igman, London.

5485.    System of Rainwater Service, H. Curzon, London.

5486.    Excavating, &c., Apparatus, C. Sooysmiih, London.

5487.    Making Leads for Stained Glass, J. Pfleging, London.

5488.    Military and Riding Top Boots, Ac., H. Boyd, London.

5489.    Cock and Pipe Unions, J. Challender, Manchester.

5490.    Locking Devices, H. H. Lake.—(77. A. Harvey, United States.)

5491.    Tanning Hides, &e., N. A. Alexanderson and L. Hvass, Stockholm.

5492.    Money-box, T. Maras, London.

5493.    Reception of Coin and Delivery of Articles, C. H. Russell, London.

5494.    Igniting Matches, B. von Schenk, London.

5495.    Advertising, A. Kliiver, London.

21st April, 1S86.

5496.    Case Shot, M. Martin, Chatham.

5497.    Billi\rd Cue Rest, C. M. Foot it, Marlow.

5198. Splasher and Brake Attachments for Wheeled

Vehicles, F. H. Tidnam and F. Gunton, London.

5499.    Carding Engines, J. Heginb Atom, Manchester.

5500.    Ventilating Railway Carriages, J. Roth we 11, London.

5501.    Vertical Steam Boilers, C. C. Marley, Middlesbrough.

5502.    Detachable Clip for Neckties, G. Taylor, Birmingham.

5503.    Truck, A. Muir, Manche ter.

5504.    Sash or Window Fastener, G. F. Newman, B:r-minghim.

5505.    Signalling on Ships, W. Varley and G. Rimington, Skipton-in-Craven.

5506.    Water Gauges, G. Atherton, Manchester

5507.    Portable Metallic Mattresses, I. Cliorlton and G. L. Scott, Manche-ter.

5508.    Cartridges, G. Quick, Chipping Campden.

55(9. Cleaning Knives, W. A. Jamieson.—(A. IP.

Jamieson, Canada.)

5510. Furnace Chamber for Steam Boilers, T. J. Sullivan, Sunderland.

55 1. Obtaining Useful Products from Distillers’ Spent Wash, W. S. Squire, London.

5512.    Table Brackets, J. Jefferson, Manchester.

5513.    Cooking Ranges, W. Walke-, London.

5514.    Combined Deck Saloon and Floating Vessel, T. H. Purves, Glasgow.

5515.    Centrifugal Machines, A. Waldbaur, London.

5516.    Roads and Pavements, W. White, London.

5517.    Knvflope Machine, F. H. Richards, London.

5518.    Extinguishing Fire, G. L. C. E. A. C. Klingen-stein, London.

5519.    Fencing, C. Bennett, London.

5520.    Purgative of Fluid Substance, E. David, London.

5521.    Combining a Pianoforte with a Harmonium, O. Bohmer and F. Thiirmer, London.

5522.    Coke Ovens, T. F. V. C. Otto and C. Otto and Co., London.

5523.    Wire Ropes, H. Cheesman, London.

5524.    Lamps, E. M. Benet and P. F. Girard, London.

5525.    Spike for Tennis Poles, A. F. G. Brown, Glasgow.

552-i. Cleaning Knives, C. W. Spong, London.

5527.    Fibrous, Iron, A. de L. Long and R. Howson, London.

5528.    Shirts, C. P. H dliss Glasgow.

5529.    Perambulators, J. A. Macdoneld, Glasgow.

5530.    Safety Valves, J. Y. Johnson —(/. Barbe, B. Faucet, and P. Chalou, France.)

553!. Pole-pieces for Dynamo-electric Machines, W T. Gooldeu, A. P. Ti otter, and H. W. Ravrasliaw London.

5532. Electric Furnaces, W. P. Thompson.—(The Cowle’s Electric Smelting and Aluminium Company, United States.)

5533 Steam Boilers, C. T. Ramsay, Liverpool.

5534.    Wax Heads, J. A. Houghton, London.

5535.    Syphons, W. Firmin, London.

5536.    Clock Cases, Ac., O. Imray.—(R. P. Coughlin United States.)

5537.    Mechanical Musical Instruments, O. P. Loehmann, London.

5538.    Rest for Small-arms, J. Livtschak, London.

5539.    Artificially Rearing Poultry, Ac., C. Bell London.

5540.    Leather Gloves, E. Horsepo >1, London.

5541.    Lawn Tennis Net Stay Rod, M. W. Gataker London.

5542.    Production of Chromic Acid, D. G. Fitzlerald London.

5543.    Doors for Water-tight Bulkheads, P L. Isaac, London.

5544.    Stands for Supporting Cameras, &c., J. M. Farmer, London.

5545.    Lamp Stoves, E. A. and J. D. Rippingille, London.

5546.    Cleaning Windows, Ac., B. von Schenk, London.

5547.    Permanent Roadway, W. D. Curzon, C. R. Williams, and J. L. Nichols, London.

22ntZ April, 1886.

5548.    Internal Stoppers for Bottles, W. Roberts, Nottingham.

5549.    Damping Paper, A. Annandale, Glasgow.

5550.    Spun Silk Yarns, J. H. Charnley, Horsforth.

5551.    Flanged Bobbins, J. H. Wilson and J. Greenwood, Manchester.

5552.    Book, Ac., Holders, J. Cadbury and J. G. Rollason, Birmingham.

5553.    Chimney Cowls, J. W. Dyson, Newcastle-on-Tyne.

5554.    Ropes, G. Lee, Great Ayton.

5555.    Receiving Instruments for Mechanical Signalling, T. Bassnett, Liverpool.

5556.    Stoves, J. Smith, Sheffield.

5557.    Needles, E. G. Cleather and S. Davis, Brighton.

5558.    Castors for Pianos, W. Rankin, Glasgow.

5559.    Rotary Engines, J. A. Fielding, GroesiTord.

5560.    Sheet Steel for Pig Patterns, F. Barklam, Wellingborough.

5561.    Weighing Railway Locomotives, G. H. Garrett, Glasgow.

5562.

achines for Cutting Sugar Canes, T. M. Aitkin and J. McNeil, Glasgow.

5563.    Fire-proof Paper, W. E. Heys.—(E. G. H. Ladewig, Prussia.)

5564.    Pneumatic Despatch Tubes, J. G. Walker and J. Newton, Newcastle-on-Tyne.

5565.    Controlling the In-rush of Air into Pneumatic Despatch Tubes. J. G. Walker and J. Newton, Newcastle-on-Tyne.

5566.    Marine Artillery, A. G. F. Bernard, Bath.

•r 567. Bedsteads, W. W. Strode, London.

5568.    Stamping Handles, J. Bloor, Manchester.

5569.    Applying Steam Brakes, Ac., W. R. Anderson nd J. Raine, Sunderland.

5570.    Washing and Rubbing Machines, J. S. Davidson, Cumberland.

5571.    Nosing Motion for Self-acting Mules, R. Holt, Manchester.

5572.    Calendar Watches, C. H. Moody, Crewe.

5573.    Roller Blinds, J. Starley, London.

5574.    Springless Locks, H. Glendining, Carlisle.

5575.    Drawing Curves, W. Wright and Glasgow.

5576.    Prodding Fork, C. Gall, Halifax.

5577.    Clips for Endless Rope Haulage, Ac., W. Rice, Sheffield.

5578.    Footways, J. D. Gibbins, Middlesex.

5579.    Fastener for Gloves. Ac., M. Vigers, London.

5580.    Generating Steam, J. A. Walker, London.

5581.    Mitreing and Templeting Machine, R. J. Rastrick and G. Hughes, London.

5582.    Lamp3 for Burning Petroleum, B. Reichelt, London.

5583.    Sole and Heel Protecting Plates, G. E. Vaughan.—(A. Ahronsson, Denmark.)

5584.    Plinth for Doors, E. T. Hughes.—(E. G. Duru, France.)

5585.    Fastening for Lamp Reservoirs, H. E. Heame, London.

5586.    Paddle-wheel Steamers, J. G. Kincaid, Glasgow.

5587.    Steam Snow Plough for Railways, H. G. Bell, London.

5588.    Dynamo-electric Machines, W. M. Mordev, London.

5589.    Lawn-mowing Machines, J. R. Stoney, London.

5590.    Washing Hats, E. Flus, London.

5591.    Combined Scraper and Boot Brush, W. S. Roe, London.

5592.    Alarm Apparatus, G. F. Redfern.—(E. F. Garze-nel, France.)

5593.    Horseshoes, W. Schofield, London.

5594.    Oil Lamps, E. A. and J. D. Rippingille, London.

5595.    Photos, L. A. Groth.—(L. Collardon and A. E. Barthel, U.S.)

5596.    Photos, L. A. Groth.—(L. Collardon and A. E. Barthel, U.S.)

5597.    Preventing Back Ignition in Hydrocarbon Engines, J. J. R. Humes, London.

5598.    Bearings of Machinery, H. Crookes, London.

5599.    Centrifugal Pumps, Ac., for Blast Purposes, N. Frere, London.

5600.    Perambulators, D. H. Cowen, London.

5601.    Steering Mechanism of Loose-back and other Velocipedes, G. Hookham, London.

5602.    Motive-power Engine to be worked by Steam, Compressed Air, or Water, J. N. Floyd and G. Tangye, London.

5603.    Shaking Screens for Sifting Grain, Ac., G. Eisner, London.

5604.    Rifling for Ordnance, Ac., D. Gehrer, London.

4605.    Increasing Efficiency of Steam Boilers, D. Halpin and R. C. Rapier, London.

4606.    Electric Switch, W. H. Preece and J. W. Willmot, London.

5607.    Steam Motors, H. Davey, London.

5608.    Stop Motions for Looms, E. Viret, A. C. Pruvot, E. Mathieu, and R. Mathieu, London.

5609.    Ships’ Davits, O. Imray.—(E. Galbraith, New Zealand.)

5610.    Watchm4Ker’s Lathe, G. Cornioley and E. H. Law, London.

5611.    Generation of Electric Currents, H. H. Lake. —(The Helios Electric Light and Telegraph Construction Company, Germany.)

6612. Fire-extinguishing Apparatus, W. B. Dick, London.

5613.    Lamps, W. L. Wise.—(W. E. A. Hartmann, U.S.)

5614.    Button Fasteners, F. Loos, London.

5615.    Governors or Regulators for Gas Burners, E. Derval, London.

5616.    Felt Hats, C. Vero, London.

5639.    Compressing Brass-covered Rollers, J. Barbour, Belfast.

5640.    Saddles for Velocipedes, S. Nodder, Birmingham.

5641.    Duplex Screw-cutting Machine, T. B. Smith, West Bromwich.

5642.    Mail Bag and Life-saving Appliance, C. E. K. Gregson, Liverpool.

5643.    Cutting the Pile of Velvets, Ac., D. Scott, Manchester.

5644.    Converting Circular Motion into a Regular Rectilinear Motion, G. Urbain.—(P. Paris, France.)

5645.    Toy Mangles, G. W. Herbert, Birmingh

5646.    Fountain Pens, J. Klaucke. London.

4647.    Rotary Motor, J. Th6venet, London.

4648.    Refrigerating or Producing, Ac., Cold, R. Matthews, Manchester.

5649.    Railway Couplings, J. C. Mewburn.—(L. Ver-linde, France.)

5650.    Hair-cutting or Clipping Machines, A. Bain, London.

5651.    Spades, Ac., W. Edwards, London.

5652.    Flying Engine, J. K. Smythies, Colchester.

5653.    Lamp-burners, C. A. Allison.—(if. E. Shaffer, U.S.)

5654.    Photos, L. A. Groth.—(L. Collardon, Argentine Republic, and A E. Barthel, U.S)

5655.    Shield for the Knees of Trousers, B. T. Olcott, London.

5656.    Oil Lamps, A. Martin. London.

5657.    Car Couplings, W. I. Merritt.—(A. B. Dixon, Canada.)

5658.    Treating Chocolate, H. W. Hart, London.

5659.    Brake and Starting Apparatus, J. F. Duke, London.

5660.    Receptacles for Water, A. Gutensohn and A. Cox, London.

5661.    Portable Scaffold, W. E. Williams, London.

5662.    Fire-extinguishing Apparatus, A. Thompson and R. O. Ritchie, London.

5663.    Hydrants, W. G. Stuart, London.

5664.    Electric Motors, M. H. Smith, London.

5665.    Gas Engines, H. Bernardi, Lond

5666.    Oil Cans, F. Naps, London.

5667.    Steam Generators, J. A. Eno, London,

5668.    Looking-glass Holders, C. R. Mayer, London.

5669.    Filtering Apparatus, C. W. Rabitz, London.

enough to resist movement until a certain pressure is reached.

336,716. Rheostat for Incandescent Electric Lights, S. Ambrose Hill, Sunbury, Pa.—Filed November 26th, 1883. Renewed January Gth, 1886.

Claim.—(1) In a regulator for incandescent electric lights, the combination, with a drum or cylinder, of a series of insulated parallel wires having bare parts, a series of wires connecting the insulated wires, and a contact spring resting on the bare parts of the insulated wires, substantially as herein shown and de-

336,868 Dividers, George M. Pratt, Middletown, Conn. —Filed November Gth, 1885.

Claim.—The combination of the pivotal arm having the centre point 2, an externally screw threaded sleeve arranged transversely throughAlie]arm, a rotating nut

336.868]

G. Thomson,

24th April, 18S6.

5617.    Safety Seats of Vehicles, J. Griffin, Birmingham.

5618.    Safety and other Bicycles, J. and W. J. Watkins, Birmingham.

5619.    Manufacture of Leather, J. and A. Hall, Leeds.

5620.    Flower Holder, H. and J. Brooks, London.

5621.    Stretching Machines, S. Walker, G. Leek, and S. Lomax, Radcliffe.

6622. Tireing Wheels, J. Gillard and A. F. Williams, Cardiff.

5623.    Lavatories, Bowls, Ac., W. C. Owston, Pontefract.

5624.    Lock Nuts, J. Meeson, Sheffield.

6625. Spinning and Doubling Cotton, Ac., W. Leach, Halifax.

5626.    Luminous Paint, W. S. Whylock, Folkestone.

5627.    Metal Letters and Figures, 0. M. Jordan, Birmingham.

5628.    Handle for Rug, Ac., Straps, P. A. Martin, Birmingham.

5629.    Spring Traps for Animals, J. Roberts, Birmingham.

5630.    Catches for Window Blinds, W. O. E. Meade-King, Manchester.

6631. Bobbins for Cap and Ring Spinning, Ac., Frames, D. Clayton, Bradford.

5632. Carding Engines, W. Gawthorp, J. Reddihough, and S. Wade, Bradford.

5638. Combined Food Rack and Trough, J. A. Gordon, Glasgow.

6634. Producing Pressure or Vacuum, J. W. Holland, London.

5635.    Removal of Heavy Weights, C. M. Foottit, Marlow.

5636.    Partial Ball and Socket Joints, C. Pumphrey, Birmingham.

6637. Displaying Advertisements, W. Strain, Belfast.

5638. Cooking Ranges, J. E. Russell, Derby.

am.

1336.7161

(EX

i_ —

||

scribed. (2) In a regulator for incandescent electric lights, the combination, with the drum A, the insulated parallel wires E of unequal length, and having bare parts F, and the contact spring G, of the wires L, wound around the cylinder and connecting the ends of the insulated wires together, substantially as herein shown and described.

336,762. Tool for Drill Presses, Oberlin Smith, Bridgeton, N.J.—Filed July Gth, 1885.

Claim.—(1) An improved device for use in drill presses, composed of a forked stock that is adapted to be secured within and revolve with a drill spindle, and a tool which is pivotted centrally within or between the forks of said stock, and at each end is adapted for use in forming, threading, counterboring, or otherwise operating in connection with a hole, in combination with means, substantially as shown, whereby said tool may be locked in line axially with said stock, substantially as specified. (2) As a means

engaging said sleeve to adjust it longitudinally, and a sweep arm movable with the sleeve in its adjustment, and also capable of longitudinal adjustment in the sleeve independent of any movement of the latter, substantially as described.

336,979. Grinding-mill, James B. Atlfree, Cumberland> Md.—Filed July 2nd, 1884.

Claim.—(1) A grinding mill having one horizontal roll and two parallel bars arranged contiguous thereto —one above and one below the said roll —and suitable conduits for conducting the grain to the respective points of reduction. (2) A grinding mill having one horizontal roll and two parallel bars arranged contiguous thereto and on diametrically opposite sides of the said roll, whereby two reductions may be accom-

1336,979J

o.

SELECTED AMERICAN PATENTS.

(From, the United States’ Patent Office official Gazette.)

336,032. Piston Meter, John S. Barden, Warren.

—Filed October 2Gth, 1885.

Claim.—The combination of the crank shaft, the connecting rod lever pivotted to the piston, the valve adapted to reciprocate over the ports of the piston, the tubular extension of the piston, the upper and lower sections of the outer case, and the intervening

1336,032.1

fm

- ||

plate provided at one side with the piston cylinder and at the other with a tube adapted to receive the tubular extension of the piston through which the fluid passes, substantially as described.

336,654. Pump, William F. Mattes, Scranton, Pa.— Filed September 14th, 1885.

Claim.—(1) The combination, with the casing provided with a water port, diaphragms located within the same and forming an integral part thereof, a sleeve held within the diaphragms, the plunger working in and supported by the diaphragms, a third diaphragm integially formed with the casing, and located above the sleeve in the plane of its bore, and a valve plate and valves arranged above the latter diaphragm, substantially as shown and for the set forth. (2) The combination of the

purposes

(336.654.1

casings, having direct communication with each other, plungers working therein, apertured domeshaped caps inclosing one side of the casings, and forming chambers to one side of each casing, a cross pipe connecting the apertures of the caps and communicating with the chambers, an air chamber connected with the cross pipes and a check valve located within the cross pipe between the air vessel and the chamber inclosed by one of the dome-shaped caps, as and for the purposes set forth.

336,668. Pressure Indicator and Recorder, Alfred Shedlock, Jersey City, N.J.—Filed August 12th, 1885.

Brief.—The cylinder falling by gravity receives a rotary motion from its connection with the helical

u o ^ boS ft

CO

to

CO

CO

raj

,

III • 22 g₃p

§L

u 09

So-5

P p

■ill

0k P

Hi

|I

HI

(336.7621

/.—Vv

0

0,

and the friction of the roll grinding mill having one

ie

for counterboring the inner end of a hole, a tool composed of a bar which is adapted to loosely fill and to be revolved within such hole, and is provided within its lower end at one side with a radial longitudinally-arranged slot, in combination with a flat cutter that is pivotted at or near its upper end within and is adapted to swing outward from said slot, and has its lower projecting end made V-shaped with its point placed at one side of the axis of said bar, substantially as and for the purpose shown.

336,783. Pump-rod Coupling, Charles M. Bartholomew, Plainwell. Mich.—Filed December 8th, 1885.

Claim.—The combination of sections of pump-rod provided with end extensions constructed to overlap each other and to form when overlapped a tapered coupling portion, the engaging surfaces of the over-

plished simultaneously, i bearings relieved. (8) A horizontal roll and two parallel bars arranged contiguous thereto and on diametrically opposite sides of the said roll, the said bars being provided with elastic means for retaining them in operative position. 337,021. Clutch, Charles S. Scott, Cadiz, Ohio.—Filed December 21st, 1885.

Claim.—(1) In a clutch, a wheel within a wheel excentrically arranged, means for rotating the centre of one about the centre of the other, and a clog between the wheels, substantially as described. (2) In a clutch the combination of an inwardly toothed wheel A, and, externally toothed wheel B, meshing together, the

1337.Q2P

(336^7831

\c

lapping extensions being provided with studs and holes adapted to fit into each other, and a coupling band adapted to detachably slide over said lapping extension substantially as set forth.

336,829. Apparatus for Towing and Securing Hawsers or Lines of Vessels, Herman Winter, Brooklyn, N.Y.—Filed March 27th, 1885.

Claim.— (1) An improved clamp for hawsers, formed of two parts constructed to surround the hawser, and having an enlargement adapted to work and operate as a universal joint in the hawse pipe, substantially as described. (2) An improved clamp for hawsers, provided with an enlargement to work and operate as a universal joint in the hawse hole, and means for

'336,8291

gilLc

latter revolving about a cam C, together with a clog E, interposed between said wheels, and a spring e, for keeping said clog in a locking position, substantially as described. (3) In a clutch, the clog E, interposed between two wheels, A and B, and means for holding said clog in position, substantially as described. 337,147- Device for Operating Steam Engine

Indicators, James R. Goddard, New Bedford, Mass.

—Filed November 1 Gth, 1885.

Claim.—(1) In a device for operating a steam engine indicator, the combination of a pantograph adapted to be pivotted at one end to an engine cross head, with an adjustable stand pivotally conected to the other end of the said pantograph and provided with feet for securing it to the floor, and with adjusting devices, so that the position of the pantograph may be fixed at any required adjustment, substantially as and for the purpose set forth. (2) In a device for operating a

1337.1471

~nn^~

h’U

TiTT

a~u u

imm ~1.7J

holding the parts of the damp around the hawser, as set forth. (3) The combination with the windlass, the hawse hole, and the hawser, of the clamp C, composed of the two parts provided with the enlargements adapted to operate in the hawse hole as a universal joint, and attachments for drawing the two sections or parts of the clamp together, substantially as specified.

I"'

steam engine indicator, the combination of the panto graph A with the adjustable pantograph post consisting central tube D, having the flange screw d'², the sliding rod d³, having a circular groove therein, in which the said screw d® operates, the collar E, having lugs e, the tubes F, provided with thumb screws/i and having single eyes and pins at their lower ends, the sliding rods ft, hinged to the said collar, and the feet G, provided with double eyes substantially as and for the purpose set forth.

of the

d and thumb

■

'

krak6w

*s^«chnic**^

%

|#

'

-ZLT-i!____

T"T

OSZI

~%-

-----S ML—-----

I)

_______

=U

-------kOZI

[Supplement to THE ENGINEER, April 30, 1886.]

EXPRESS PASSENGER ENGINE-HUNGARIAN STATE RAILWAYS.

il

\--mc-    169-------

K 10^—*

001 7-----f-t

li

Ifnf

ii

El--------Otvz jjl—r-

-----)

-------^₇^r-

1 I llS- J

O Oi

-----V

-S

CONSTRUCTED IN THE HUNGARIAN STATE RAILWAY WORKS, PESTH.

(For description see page 343.)

ojjSppf?-

i 11|'

o-o-

0£9

oei;

T|

Si

jn

k......

"^fT

<L-J

—i09Z 4

o!

=i

344

cs»

s

sfpff

«F--

006

099

iii

m

11

■:

iLf .......

trrrppr;:

kf/l

OTdl

y~) i

—A£g_

vi

.!

aeof-r-t- ■■-

kiifflw

Il | i M

Vi !i

HpiJ

BSm

mm

II Ij Oj, Q

Hii

vfTT!

3

Vco

PI

! if

-f rtfctf

i\\

ITS

00

670

5i

-------1—t-*-

__

1 f-

te

L!

• - 8Zk-j

[o

!i

.0

I In

..

1 u*

4|J>

Icp

iii I i

J L lit!

p'\;

si

jjac

—i— ooz

Si

<o

2F

i|

«u®j

:z:f:

,1

=s

No—

2Q20 -

111

-4-*

1353

|oo

'raw

— ....

rorra

ji

Sf/

<idz

ooz

Hi

1800

1© _g>i

giafaU^F:¹

•v I \J' || N

l>

7<?tr

5l

/fjf

v_

/'j

Ti]

flSSlf

I:

IJ

Ha

IP

Hi

vp

s

-«'<■ --HE -S

■ Hc-IE

gwdy

V.

Xli

5........

1'

JBBa

-1-

HX

4-

"i

;!

'We

ii

jpffiFwy

V -i \ i / / JvnV

wdiflfa

v-4

-'!-)■

------------~y₆-r

ilol'

mi

\\

q;

□Ti~

i:

Til f Hi

IT® "" ® f©

.1.1

~Ti" §

""Ti

rm

WM

*----1—-— 099— — *

—f *JfZQV----*

1815

<01

N I

ar

Mb

* F4 >

-806-

HI

WG-

\\*

VIA

*s

15

S3

Pfabssp-#f

®m5> ifSWi

) I o ( T-lf ! I,

off

_y3<sc____

WE

1"" W9.......

i!s

*1

-V'r^ey

SI

mi:

Tflwjalw 4

Pf

I--p

il— i

i!

31=;

TO*

u>

Sjf

il

—4--

Ml

/>

v;

li

0)

•o

II

il

ill il

Hilf j

im

ih

ll

it

4—.....osff-------->

-4—!

2303 —

Y/ft

?:T

'k/r

4-

~T~

ii

-ii

—T~

Li!

- Z8|CI

“T

Si i

n i

tH

Ti

i---

\\

l! I

--

Ife

Ji

FNj

,/fi N

\— rr7/

S5

r±=:

sp

i!

-t

!H

N;:

n*

li

K.

f- iif,

.1

Oi

<o

<n

*■—G LM\

-‘-nil-

II

1490

2100

5850

49S0

VJj

'♦I

°i|

\|

r t,

ir

87*7

ap@- —

//

7/

70

ii!

12-77

8747

iii

ill:

DIG

l-----+ 089 —

•r/-—i

I!

//

//

\t

SCALE

=F

2T

Vi

A/\

isb

!•!!

ill

<\

^=-jb-p-gr-^fr-U |

Sill

il

nrm

ii

-a

r;

K)

WkB

._y»--

ir

}}~4

i\\ w

Mi

Jt ii'-:

11!

Hi i

iii I!

I!

i^BfFp

■==iBiiio p

iai-1

I?#

;L

ii I

|:f

tei

1 m u-i-

ill il

•2570

3 ii

IIS

IIS

li

ij

|*i

I; ‘‘

\\

rlH

o-ofo'oTffife® ?gkmMu

9 ii i⁰ i    j •/ 1 m

III

PS® i° *    fettiri -

i$

0208

2300----

t4

"03

't-----if —2ZV

44-

II

<11=0=3

— I!

•f

u-

VK

•2300

ranf

^800

Is

v:

-4

'v -

.......

oi*

8;

‘W

-----*

...

IN

ffiLL) P

j bEu.

j 0

®-Lai "^shIj

A'sx

{n

si

21

1,

jkk

/.v / s r

i!

Si

i7

at

—    885

PHt

CVS

pai.

1500

•2070

----|l724--]-----f---r----

_!__J__7------

CD

j” ST®

El

/n

[......it]

/i^~ t- TEii i

TvTf...

171

‘T

iii a

ii

1C.=

”'11 ImL xx

m!| 11M Im

wmMh

iMfeii!,

mflfm

Si

s.

ri

+-

I!

vo“

■i

T-

okn —

------- 00??

..... 0901 -—-j-----1

---------.”17X1,

'i J

00s

5Jpf

IB

— — 0911

27rmi7⁸i-r

iu.....t

t= : :: .-: 1M¹-I¹........ k:

!\

-—-f-

§1

i=

Till

oiv

Irl

j? ai

II

-clr

-fFV\. ymr<*r. A\n

*

.....~~J..................»wr

K?

r.1

mm

I:

Ns.

--t

~=H

|9

4: u

=k

9ii

li!

7/

15cc_

17ft

:-iF-

ioXp

SI/?

.jt.

P»,|

oi

§i

.........wrr\.....

CO

...i.

SI/

su

.

krak6w

<*0,'fechn''ciS^

r