VISITS IN THE PROVINCES.

NEW BRITISH IRON COMPANY’S WORKS AT RUABON.

In addition to their principal works at Corngreaves, near Birmingham, the New British Iron Company—new about a hundred years ago—possesses varied and extensive works, extending over about 20 acres, near the Arefair station on the Llangollen branch of the Great Western Railway, and directly connected with Ruabon junction by a private line. This railway, of 4ft. 8|in. gauge and ten miles long, also ramifies through the works, being stocked with four locomotives. The total number of men employed is 1060 ; including collieries, 600 ; ironworks and fitting shops, 400; and brick, fire-clay, and sanitary pipe works, 60. The output of coal is 250,000 tons per annum, and of pig iron usually about 30,000 tons ; but at the present time only one furnace is in blast.

The blast furnaces are supplied by a yellow gravelly ore found in the neighbourhood; by Staffordshire ore, and by the rich hjematite of Cumberland, no foreign mine being used. The coke is produced on the spot, the slack being ground and washed in Sheppard’s apparatus, in which the coal is separated from the shale by gravity, that action being assisted by keeping the watery mixture in constant agitation. The washed coal dust is coked in a hundred ovens of the form usually adopted in Staffordshire, with a chimney at the front or mouth end of each oven. This arrangement is preferred to one in which a single stack is used for a whole batch of ovens, because in the former case a single oven can be more readily thrown out for repairs. Placing the chimney at the front instead of at the back is also manifestly the better practice, because any air that may be drawn in through a defective joint in the door or cover is at once carried up by the draught, instead of passing coke, and thus causing a loss in the yield. The charge of each oven consists of four tons of washed slack, from which about three tons of coke are obtained ; or more nearly, one ton of coke is produced from 1 ton 12 cwt. of slack, the time occupied in the operation being seventy-two hours. It was found that the cradles placed in the bottom of the oven to permit of the coke being readily withdrawn became burnt out very quickly. Accordingly, a piece of old rail is now used for this purpose, connected loosely by a couple of round bars hooked on to the ends. At present the batch is drawn by a hand winch; but a steam winch is now being made for drawing the batch, and will take the place of three men, drawing seven batches in half an hour with the attention of only one man. The coke, though not presenting that silvery appearance so much esteemed by some ironmasters, possesses a high calorific power and sufficient resistance to crushing stress for the present height of the furnaces. Originally the blast furnaces were mere masses of masonry ; but in 1855 they were replaced by a couple of furnaces, 60ft. high, built of a very compact sandstone, which is a capital non-conductor of heat. The furnace in blast is now producing 300 tons of pig weekly, the description of iron being frequently changed to meet the demand, so as to leave no stock on hand. The top is closed by a cone and bell; and quite lately the improvement shown in the annexed section was introduced by the

over the whole charge of incandescent

are cast on the spot; and the roll-turning shop is placed conveniently near the rolling mill. A new department has lately been added for making iron gates, hurdles, and continuous fencing, which compare favourably with those of older makers. In the case of gates, the holes in the flat horizontal bars through which the diagonal rod passes are drilled at the proper angle.

The works are, as far as possible, self-contained, all repairs being done there ; and so extensive are the repairs and renewals that it isevidenta complete locomotive would not be beyond the capacity of the shops. The powers of conversion andadaptation possessed by the engineer seem unlimited,and have undoubtedly saved the company considerable sums of money. Old flue tubes are made to do duty as chimneys ; and boiler shells receive a new lease of life as foundry cupolas. They are fitted with two cast iron air belts carrying the tuyeres, as shown in the annexed J sketch. When the blast is on the i cupola there is a strong pressure ■ inside ; and when one of the valves is closed, and a door B opened, the flame is projected to such an extent as to melt and clear away any slag that may have collected round the orifice of the cor-| responding tuyere. There is a | separate valve to each tuyere, but only one to the blast pipe which supplies both belts. An old loco-a motive, built no one knows where, with llin. by 20in. outside cylinders, gave constant trouble, and was, in fact, the bSte noire of the works, being more in the shop than out of it, so that the company would have been glad to find a purchaser at £25 without warranty. Before consigning the engine to the scrap heap, however, it was decided to give it a last chance by thorough overhauling, when the cause of difficulty was discovered. It had been built too lightly, without a cross stiffener or stretcher bar, so that the frames yielded inwards and caused irregular wear of the brasses. The

Hi

ft

y\

si

vertical steam press, one only at a time in the case of large pipes, but two, three, or four together in that of smaller sizes. It is rare, however, that four perfect pipes can be obtained in the same pressing. Formerly the clay was carried up steps to the press mouth on an upper floor by boys ; but now it is raised by the lift, designed by Mr. Gregory, which is shown above. The Oft. stroke of the steam piston gives double the lift, owing to the pulley arrangement, like that in the Armstrong hydraulic lifts ; and steam is admitted below the piston to cushion the stroke. Safety stops, as shown, are added at both floors to support the cage, and so prevent any possibility of its falling through condensation of steam in the cylinder.

THE TRI ANGULATION AND MEASUREMENT OF THE FORTH; BRIDGE.

By Reginald E. Middleton, M.I.C.E.

No. IV.

The following tables are intended to show the instrumental errors in the theodolites used, and the personal errors in observing the several angles :—

Table No. 1 shows the error in the dividing of the circle of the 12" theodolite ; 324 readings were taken from each vernier at zero, therefore the means for each vernier are those for 1296 readings, and the means for all verniers are those of 5184 readings. The blocks of readings from which the first averages are made were taken without any selection, and are introduced to show how far the actual readings may diverge without interfering with the accuracy of the result, such differences being due to changes of light and other causes, and are not to be considered as errors.

Table No. 2 is a similar statement, showing the errors in reading for each vernier stated in terms of the average reading for that vernier when reduced to zero; the second portion of each set of observations representing the average of all the verniers in this set of readings at zero, and the divergence of each block of observations from this average, and in the second and third columns of the same part the divergence of the four verniers from the first at zero. Thus, taking the value of the four verniers to be 0, in the readings from A vernier the four verniers read + 5⁻694 seconds, and in the first series + 7‘339 seconds ; while taking in the same way the value of the four verniers, which actually read 360° O' 5’694", to be 0, then the reading of the first series is + T643, or 360° O' 7'337". The first column is, in fact, the ratio of the figures in the third to the average.

Table No. 3 shows the average error per angle in the angles of any triangle or quadrilateral figure in the whole triangulation, and also for a certain portion of the triangulation, which, for reasons given in the table, was more likely to be accurate than the whole.

Table No. 4 shows the difference between the angles as observed and the same angles corrected, so as to add up in the whole figure to multiples of 180 degrees.

Table I.

Instrumental Errors, 12in. Theodolite.

A.— Vernier at Zero.

\\

No. of observations.

60 ..

60 ..

60 ..

60 ..

60 ..

A.

B.

C.

D.

\\

24

324

_____i

IP

-->v

J*L__\

Highest ..    .. 0 .. 90

Lowest ..

Highest above average.

Lowest below

average.

1-873

, 0 .. } °

...

2-464 ,.

3-219 ..

B.—Vernier at Zero.

1-618 ..

1-616 ..

2-894

CONE AND BELL.

engineer, Mr. H. M. Gregory. This consists of a ring, cast in segments, secured as shown, for protecting the mouth of the furnace from wear, and also for directing the charge into the middle, and so distributing it evenly over the whole surface, whereas previously it had a tendency to become piled up against the periphery, leaving a hollow in the middle. The gases are taken off by a lateral passage and down tube, to fire two stoves of the ancient cast iron horseshoe pattern, that heat the blast to *700 deg. Fah., besides firing the six blowing-engine boilers and some of those in the rolling-mill. The steam is led long distances in lagged pipes freely suspended overhead, a practice which saves a great deal of trouble in joints, as the 1 itter are found to stand, while the pipes simply curves varying with the degree of expansion and contraction.

assume

The iron is puddled by hand; and the balls are shingled under the steam hammer. The waste gases of nearly every pair of the twenty puddling and eight heating furnaces fire a horizontal egg-ended boiler, 12ft. by 4ft., for supplying steam to the engines which drive the mills. Besides a cogging train, there are two roll trains for roughing and finishing. In addition to colliery rails and the ordinary merchant bars, a large quantity of strip iron is rolled. This consists of flat thin bars oe considerable length; and finished, when nearly cold, by being drawn through rolls on which pressure is brought to bear by a lever. They are worked up in the neighbourhood into tubes for iron bedsteads in the following A piece of rod, welded on to one end, is seized by a pair of clamps and drawn through a plate with a circular hole, in wire-drawing, the thin bar passing through a furnace and becoming bent into the tube as it passes through the plate, while the edges are welded together sufficiently for the purpose. A quality of iron is also here produced which is specially suited and largely used for cables. During our visit some bridge rails of heavy section were being rolled for a traverser at the company’s Corngreaves works. All rolls

manner.

as

ft

Si

STEAM LIFT.

necessary member was added, and ,£150 spent in thorough renewal, with the result that this engine is now the best about the place, and would not be parted with for £300. A useful addition has been made to the rolling stock by mounting a second-hand deck engine that cost £25 on a timber frame, with foot plate, tank, and vertical boiler, and making it locomotive by working the coupled bearing wheels by spur gear, with an idle or carrier wheel. The vehicle weighs eight tons, and will pull or lift seven tons.

All the fire-bricks for lining the furnaces are made at the neighbouring Plasynwern works belonging to the company, as well as a good shale brick, which is refractory to a certain extent, for ordinary purposes. Here, too, are made artistic terra-cotta ware and large quantities of sanitary pipes, which are highly appreciated on account of their uniformity and the absence of roughness, all excrescences being carefully chipped off. The pipes are made with the sockets downwards, in a

D.

B.

C.

No. of observations.

60 ..

60 ..

60 ..

60 ..

60 ..

24 ..

Averages

324 ..    ..    269    59    43,505    ..    0    ..    89    59    53-127    ..    179    £9    47‘957

Highest..    ..    269    59    44,416    ..    0    ..    89    59    54-266    ..    179    59    50-716

Lowest ..    ..    269    59    41,666    ..    0    ..    89    59    52-550    ..    179    59    46'450

Highest above average.

Lowest below average.

A.

deg. min. sec.

deg. min. sec.

deg. min. sec.

..    269    59    41-666    ..    0    ..    89    59    52'733    ..    179    59    46-450

..    269    59    43-733    ..    0    ..    89    59    52-836    ..    179    59    50’716

..    269    59    43-533    ..    0    ..    89    59    53-066    ..    179    59    47‘050

..    269    59    44-166    ..    0    ..    89    59    54 266    ..    179    59    46-883

..    269    59    44-416    ..    0    ..    89    59    52-550    ..    179    59    48-500

..    269    59    43-541    ..    0    ..    89    59    53-625    ..    179    59    48 416

0-910 .. 0    —

1-139 .. —

0-577 .. —

No. of observations.

60 ..

60 ..

60 ..

60 ..

60 ..

24 ..

Averages Highest .. Lowest ..

2-759

1-507

C.— Vernier at Zero.

A.

B.

D.

deg. min. sec.

Highest above ) _ average .. f

deg min. sec.

6-233 .. 6-466 .. 3-950 .. 8-617 .. 8-018 .. 8-625 ..

1-823 .. 0 .. —

Lowest below 1 _ average .. J

2-792 ..

1-584 ..

D.—Vernier at Zero.

1-273

1-952

B.

A.

<\

D.

..89 59 56-923 .. 180

Averages

Highest .. .. 89 59 59-150 .. 180 Lowest .. .. 89 59 54‘833 .. 180

Highest above )_

average .. )

Lowest below \_

average .. j

2-217 ..

2 100 ..

ooo oooooo

deg. min. sec.

2-653 ..

8-240 .. 0

3-297 ..

24-761

Average highest above average..    .. -----

16

Average lowest btlow average ..    ..

..    1-547

25 625

.. 1-602

2 187 .. 0

D574 seconds.

CO

CO

L<J.

7 in. Theodolite, Instrumental Errors. A. — Vernier at Zero.

No. of obser-tions.

A.

10

deg.

10

10

10

10

10

0 .. 60 .. 120 .. 180 .. 240    ..

300 ..

fcr© © O'. 05 05 © 5/ .4 £ CO 03 O O r^HH(N(NCO

Cn err Oi Ox © CO © ©

03 O* CH C71 S C CO -I H on CO 6\ Ot CO 05

Average index No. Series 1.....

C.—Vernier at Zero. sec.

ii

-    3-57

-    7-41 + 2-23 + 9 49

6-64

+ 5-89

sec.

sec. - 0-86

-    4-43

-    8-27 + 1-37 + 8 63

7-50

+ 5-03

10

10

10

10

10

10

B.—Vernier at Zero. deg. min. sec.

deg.

0    ..

60    ..

7in. Theodolite.—Personal Errors.—Average Zero of all Verniers.

Error. Seconds ..    +0-03

C.—Vernier at Zero. deg. min. sec.

359 59 50-7 ..

59 59 46-2 ..

The greatest error in any vernier of the 12in. instrument is IS'269 sec.

7in.

10

10

10

30

30

10

deg. min. sec.

59 59 56 2

deg.

Seconds.

60 03    .

60-00 .

6016 .

60-00 .

59- 78 .

60- 22 .

60-00 .

The error of -0 653 seconds in the 12in., and of +0"63 in the 7in. theodolite, are personal errors, the others being instrument d.

General average of all verniers Series No. 1    ........

ii    a ^    ........

ii ii ^    ........

n ii 4    ........

„    ,, 5    ........

ii i. 6    ........

......

.. +0-16

" '-I.

..    -0-22

..    +0-22

0-00

300

60

120

380

11

22 5 sec.

Table II.

Errors in Circle, 12in. Theodolite. A.—Vernier at Ze o.

Table III.

Errors in Triangles, 12m. Theodolite.—Averages of all Readings.

Seconds.

1-27 -0-10 + 2-48 -3-23 +1 17 -1-36

Average error ..

,, reading Greatest + error

Average + error

P.—Triangles.

No. of obser- A vations.

deg. min. sec. 324    .. 0 .. 90 0    18 269

+3-464 - 1 4('3 -3 219 -0-336 +0 597 + 2-231

60

60

60

60

60

24

Average index No. Series 1    ..    ..

No. of observations.

deg. min. sec. . 180 0

+ 1-618 .

sec.

sec. ..    5-694

..    7-337

.. 65-695 .. 63 762 ..    64 891

.. 66-212 ..    67-125

deg. min. sec. 270 0    3 127

---HI 806

---HO-956

— — -2-894

---1-6 1

---HO 989

--+1-873

sec.

.    ..    = + 5-694

.    ..    +7-337

.    ..    +5 695

.    ..    +3 762

.    ..    +4-891

. .. +6-212 .    ..    +7-125

Average error..

,,    + error

,,    - error

,, reading Highest + error error

11

Seconds.

1-90

.. +161 ..    - 2-15

..    -0-:7

.. +280 ..    -3-23

Average error

+ error

11

n rea Highest +

B.—Vernier at Zero.

deg. min. sec.

324 ..    ..    269    59    43-500    ..    0    ..    89    59    53-127    .

60 .. .

60 .. .

60 .. .

60 .. .

60 .. .

deg. min. sec.

O.—Triangles and Quadrilateral Figures.

ding

error

it

Triangulation of 1885.

1-08

+ 1-05 - I ll -0 03 +2-48 -2 80

24 ..    .

--HO-660 .. 0 .. —--H1-1--9 .

--HO 910 .. 0 .. — ---0 577 .

--(-0 035 .. 0 .. —--HO-498 .

deg min. sec. 179 59 47 957

—    — +0-543

—--HO-459

Seconds.

0 74 +0-82 -0 44 +019 + 200 -0-44

The triangulation of 1885 has been entered separately because the readings were taken on to the smallest visible poles or plumb lines, and therefore should be specially accurate, as is proved to be the case.

Avcrago error .. ,,    + error

ding error

,, rea Highest +

Average index No. Series 1    .....

sec.

+0-181 .. +0-218 .. +0-247 ..

, 00'N -i (N 03 CMC O ^ H (N -< (N O 03 0 “4 (N CO 03 CO CO CO

1C lO O lO lO lO o

(I II II II II II II

sec. -8 852 -9 788 -8-179 -9-088 -8-671 - 8-634 -8 605

Table IY.

Differences between Corrected and Observed Angles. 12in. Theodolite.

Triangulations up to end of 1884.

Average error per angle ,,    + error per angle

see.

3-81

+3-08

-4-24

C.—Vernier at Zero.

No. of observations. deg. min. sec. 179 59

A.

B.

D.

324 . 60 . 60 . 60 . 60 . 60 . 24 .

deg. min.

52-750 ..270 0 -1-584 ..

+ 1 116 ..

-1-534 ..

sec.

6-802 ..

--0 569 ..

--0-336 ..

--2-852 ..

deg. min. sec. 90 0 +4-744

---1-1-273

---1-0-606

---1-144

---(-0-906

---0-861

---1-952

Average error per ang’e ,,    + error per angle

Averages of all Best Observations.

2-06

ii

+ 1-78 -314

Averages of all Observations, omitting P. Ti-iangles.

Average error per angle ....................

,,    + error per angle............ ........

1-50

ii

+ 1-07 -1-88

sec.

-0-220 .. +0 316 .. -1-383    ..

+ 1-097 .. -0-111 .. + 0-666 ..

sec. .. 61-074 ..    60-854

.. 614 0 ..    59 691

..    62 171

..    60 963

.. 61710

sec. + 1-074 + 0-854 + 1-420 -0-309 + 2 171 +0 963 + 1-740

Averages of all Best Observations, omitting P. Triangles. Average error per angle ...................

0-7S

ft

it

+ 1 14 -0-43

Average error per angle

Triangulation of 1885.

D.— Vernier at Zero.

No. of observations. deg. min. sec.

89    59    56-923    ..HO 0

—    —    -2-090 ..---1-1-497 ..

324 . 60 . 60 . 60 . 60 . 10 . 21 .

Average index No. Series 1    ..

.. 6

A.

B.

C.

D.

deg. min. sec. deg. min. sec.

— +2-216 .. 0

— -0 281 ..

--0 717 ..

--3-297 ..

sec.

sec

0T0 + 1-20 — 0*40

The reason for omitting P. triangles is that many of the angles are verj ill-conditioned.

thick, 110 mm. deep, and 2⁻656 metres long, provided with involute teeth, and placed side by side, each being one-third of a tooth in front of its neighbour, as in the well-known Hooke’s gearing. In the pitch line of the teeth of the rack the spaces and the teeth themselves measure 60 mm., the teeth of the pinions on the pitch line 54 mm., and the spaces 66 mm. The pinion consists of three separate toothed discs mounted on the same shaft, the teeth being stepped in the same manner as those of the rack, and the discs themselves, being connected to the shaft by means of springs, are thus allowed a slight play relative to each other, to take up any slight irregularities in the spacing of the teeth. Owing to the plan of placing the bars, as described above, a fresh cog is engaged in every 20 mm., and at the moment of engagement five other cogs are in complete contact. The advantage of this arrangement is self-evident; a smoothness of motion, quite noiseless even at high speeds, is attained, which was quite impossible with the ladder rack, whilst the fracture of a tooth—an event which would have been disastrous with the latter system—is here, owing to the fact that several teeth are simultaneously in contact, not followed by any serious consequence. The bars are laid so as to break joint with each other, thus giving a practically continuous structure to the rack, and equalising throughout the effect of expansion or contraction from changes of temperature. With the length chosen for the bars, and a distance between the sleepers of 0‘880 metres, one bar—allowing 4mm. for expansion—just covers three spans; consequently one butt joint falls on each chair. On the ladder rack system the rack had, in the case of curves, to be specially designed and constructed for each radius; with the system under notice the same form of rack can be used for curves as for the straight road, and the strains are considerably reduced. No difficulty whatever has arisen from snow or mud even during very severe winters. A very important feature of the system is the means provided for ensuring that the pinion enters the rack, without necessitating a reduction of the speed of the train. The automatic entering rail—Figs. 8 and 4—about 10ft. long, is hinged at one end to the rack, and towards its other end is in the form of an inclined plane, the teeth gradually increasing in height from 0 to the height of the teeth on the rack. Under this end of the entering rail are placed strong spiral springs to admit of vertical play of the rail. Should the teeth of the pinion not gear immediately on entering they gradually adapt themselves within a few feet of distance travelled over. This arrangement has been found to answer perfectly.

The locomotive—see Figs. 5 to 7—is constructed as a tank engine. The three axles of the adhesion wheels, which are in front of the fire-box, are coupled. A Bissel truck is placed under the foot-plate. In working order each of the driving axles has a load of 14"5 tons, and the Bissel axle of 12"4 tons. The fuel and water are carried principally by the latter, so that the variation in quantity has very little influence on the adhesive power of the engine. There are two pairs of cylinders-—one for the adhesive and one for the cogged wheels—with separate steam pipes and independent action, the former outside, the latter inside of the smoke-box. Steam is only admitted to the latter pair of cylinders when the engine has entered the rack sections of the line.

The toothed gearing is supported by an entirely separate frame resting on the two outside axles of the adhesion wheels (Fig. 5), so that the grip of the toothed wheels is in no way affected by the play of the springs, the frame can be lifted to allow for wear and tear of the tires, and instead of the whole being a dead load when not in action, it adds to the adhesive power of the engine when working as an ordinary locomotive.

The two rack wheels are coupled, the rear one being the driver. With the ladder rack it was found to be impossible to couple thus two toothed wheels, owing to the inequalities in the pitch of the teeth. Each of the pinions is fitted with two disc brakes worked from the same spindle ; a second spindle brakes the leading and trailing wheels of the adhesion axles. In addition to this there are two separate air brakes, one for the adhesion cylinders and the other for the rack cylinders. The other fittings are much the same as in an ordinary locomotive, except that, owing to there being two complete engines under one boiler, many of them are duplicated. The chief dimensions of the engine are as follows

Outside (adhesion) cylinders, diameter stroke di imeter stroke

Inside (rack)

11

11

II II II

sec.

-    0'528

-    1-160 -0 616 -1-633 +0 796 —0-459 -0-145

Average Errors in Circle.

A.

Average index No. .. Series 1.......

sec.

B.

sec.

C.

D.

sec.

sec.

+1-643    ..    -0-936    ..    -0-220    ..    -0’632

+0-001    ..    +0-673    ..    +0 346    ..    -0-088

-1-932    ..    -0-236    ..    -1-383    ..    —1-110

-0-803    ..    +0 181    ..    +1-097    ..    +1’324

+0-513    ..    +0 218    ..    -0-111    ..    +0-069

+ 1-431    ..    +0-247    ..    +0-666    ..    +0 383

12in. Theodolite.—Personal Errors.—Average Zero of all Verniers.

sec.

>i

sec.

General average Series 1..

ii

error. .    -0-653

.    -0-589

.    -0-420

. -1816

5..

j)

59-347 .

59-411    .

69-580 .

58-184 .

59 797    ..    ..    -0-203

59    520    .

60    029    ..    ..    +0 029

.    -0-480

Average index No. = average of all readings Series 1..

7in. Theodolite.

A.—Vernier at Zero. sec.

sec.

sec.

1-17

B.— Vernier at Zero.

1-9.3

Average index No. Series 1.....

sec.

ii

-    2-50 . + 1-66 .

-    1-50 .

-    6 30 .

+ 2-23    .

-    6 C6 .

sec.

62-11 ..

+ + i ++ i +

0<C^©CO©Tj<rf4GO

THE ABT SYSTEM OF RACK AND ADHESION RAILWAYS FOR STEEP GRADE LINES.

In our last issue we called attention to some of the disadvantages which are inseparably connected with the any “ ladder-like ” form of rack for steep-grade railways, and we mentioned that a system of rack has been invented by which these difficulties are satisfactorily overcome. We now proceed to describe this system, as most successfully carried out on the Blankenburg-Tanne Railway, in the mountains of the Harz, and which has there afforded a most satisfactory proof of the practicability of working steep gradients in the most economical manner by combining the ordinary system of adhesion with the use of a peculiar form of central rack.

Mr. Roman Abt, the inventor, is a well-known Swiss engineer, who has been previously for some years associated with Mr. Riggenbach in the construction of central-rack railways.

The Blankenburg-Tanne railway opens up a large district of the Harz, and brings the mines of Huettenrode, the coal-fields and ironworks of Ruebeland, the stone quarries of Elbingerode, and the State ironworks of Rothehuette and Tanne into connection with the network of Prussian State railways, which had, till the construction of the line under notice, terminated at the foot of the mountains owing to the want existing at that time of means for surmounting the steep gradients in an economical and satisfactory manner.

The length of the line, which is of normal gauge, is 27 kiloms., of which 6'63 kiloms., or, including terminal ends, 7'8 kiloms., are provided with a central rack in lengths varying from 285 to 1550 metres, a practical solution being afforded, by the mode of working to be now described, of the very interesting problem of utilising the ordinary adhesion in combination with a central rack. As will be seen from the accompanying section—Fig. 1—there are two watersheds to be surmounted, the second and highest of which is 305 metres above Blankenburg. The prevailing gradient on the central rack portion is 60 per 1000, or 1 in 16'6 for a total length of 5 kilos.; the steepest gradient on the other portion, worked by adhesion, is 25 per 1000, or 1 in 40. No less than 50 per cent, of the line is in curve, the minimum radius on the rack being 250 metres, whilst that on the ordinary rail portion is 180 metres. Fig. 2 shows theconstructionoi the permanent way, which consists of steel rails weighing 30 kilogs. per metre, and resting on'Schneider’s improved Vautherin ' sleepers, which each weigh 41 kilogs. The characteristic feature of Abt’s system is its departure from the primitive and “ladder rack” employed by Riggenbach on the Rigi and other railways. Mr. Abt’s rack consists—as shown in Figs. 2, 2a, and 2b.—of three soft steel bars of rectangular section 20

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The engine can haul a train of 120 tons up the gradient of 60 per 1000 at a speed of 12 kilos, per hour, or the same train up the gradients of 25 per 1000 at a speed of 25 kiloms. per hour, it being thus possible in every case to develope the full power of the locomotive, and so to gain time, and diminish the cost of working. In descending the gradients it is not found necessary to brake the coaches, as the air brakes on the cylinders are sufficient to control the speed of, and stop the train, when required. By this arrangement the usual wear and tear of the tires is considerably diminished, but provision has also been made for emergencies by fitting the whole of the rolling stock with Heberlein friction brakes, which are under the immediate control of the engine driver by means of a friction reel and continuous cord, and which also apply themselves automatically on any coupling braking.

The cost of the Blankenburg-Tanne Railway (including four locomotives, six passenger coaches, two post wagons, thirty open trucks, six covered trucks, one saloon carriage, and six ordinary trollies, amounting to £28,500; purchase of land, £7000; stations, £11,000 ; permanent way, £49,000), was only £175,000, or about £6500 per kilom. = £10,458 per English mile.

A very careful estimate has been made to show what would have been the cost of constructing, in this case, a simple adhesion railway instead of a combined rack and adhesion line, considering the smaller area of land required for the latter and the economies of construction. The result showed a saving of about £1600 per mile in favour of the Abt system, the economy being especially noticeable in the items of excavation and masonry, the former being about three and a-half times and the latter about six times larger for the simple adhesion line than

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for the Abt system. Railways upon the Abt system are being constructed in the Stollenthal in Baden, and at Lehesten, in Bavaria. We understand that Mr. Abt has also submitted to the Swiss Federal Council a proposal to build a line of railway on his system up the Rhone Valley from Brieg, the present terminus of the Western Railway of Switzerland, to join the St. Gothard line at Airolo, in Italy, thus opening up the Upper Valais, and bringing the Western Railway into direct communication with the railways of Northern Italy. The estimated cost of this line of 61 kiloms.-—38 miles—is 23,000,000f.—£920,000.

Those of our readers who desire further particulars as to the

view of developing the magnificent territory over which it presides. Strategical motives, or motives of economy of distance, have, however, traced the Canadian Pacific Railway near the southern boundary of the Dominion in effect on a nearly straight line from east to west, and north of it lie great granaries and pasture lands yet to be brought into touch with the old country. The railway in all its length from Montreal to Vancouver is like an elongated artery in the human body, and the veins to feed it from the north are still to be formed. Already a number of the necessary lines into the northern provinces are projected or in course of construction, and there can be no doubt

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Canada, because both of these classes of exports are benefitted by a certain degree of cold. The line of railway—which has a total length of about 950 miles—is intended to follow the line of the Hudson Bay Company’s trade route from Port Nelson to Lake Winnipeg, and by its western coast to reach the city of Winnipeg—the capital of Manitoba—and the famous Red River Valley. The western branch, separating at Grand Rapids, will serve Regina, the capital of the north-west territory and the centre of the fertile belt. A considerable traffic is also anticipated by reason of the facilities which the railway will afford for the development of the fisheries of Hudson’s Bay, which are known to be extensive. The whole line, for the purposes of construction, is divided into three sections :—From Regina to Grand Rapids, 300 miles; from Winnipeg to Grand Rapids, 250 miles; and from Grand Rapids to Port Nelson, 400 miles. No particular engineering difficulties are anticipated, and only a small portion of the line traverses a rocky district, the remainder being located in prairie land or easy country. The sections throughout have been laid out with the view of economising works. Some large timber trestle bridges of the Howe truss type will, however, be required to bridge the gorges in which the rivers run. The railway throughout, both in works and permanent way, will be built to the same excellent standard as that of the Canadian Pacific Railway; and it is satisfactory to learn that the works in connection with the section immediately north of Winnipeg are now in progress and are being vigorously prosecuted, a shipment of 4400 tons of steel rails from England having been already made, whilst about forty miles of the line have been graded. Provision will be made along the route and at Port Nelson for the storage and rapid shipment of large quantities of grain, and for this purpose grain elevators constructed on the model of those already in use on the Canadian Pacific Railway and in the United States will be erected. The Provincial Government of Manitoba, as an evidence of the keen interest with which the undertaking is regarded in the North-west, has given a guarantee to assist in the execution of the works, and the Dominion Government has reserved a magnificent area of 8,400,000 acres from the Crown lands adjoining the railway as a subsidy or free gift. The contractors for the construction of the line have had considerable local experience, having been engaged upon the works of the Canadian Pacific and other railways in Canada. The consulting engineers of the company are Sir F. J. Bramwell, F.R.S., and Mr. W. Shelford.

A CRACKED STEEL PLATE.

SECTION OF BLANKENBERG-TANNE RAILWAY.

Abt system, all the details of which appear to have been most | that in the course of time we shall hear of their successful com-carefully and ingeniously worked out, we would refer to the very valuable paper on the subject read in March, 1886, before the American Society of Civil Engineers, by Mr. Walton W.

Evans, M. Am. Soc. C.E., and published in the fifteenth volume of the “ Transactions ” of that Society. To this paper we have to acknowledge our indebtedness for some of the data

pletion, with the result of an ever-growing development of the home trade of the colony.

Amongst the lines authorised by the Canadian Parliament, and now in course of construction in North-west Canada, there is one known as the Winnipeg and Hudson’s Bay Railway, which has already attracted some attention in this country, and is given above. Mr. Evans sums up the advantages of the j likely to assume considerable importance if its promoters are Abt system by stating that, in his opinion, “ the rack, which successful in their object of developing and improving the old thus far had been regarded more as a sort of makeshift to be Hudson’s Bay trade route to Great Britain. This route has applied in extraordinary cases which required extraordinary been successfully used by the Hudson’s Bay Company for means, has been advanced by Mr. Abt into a most important two hundred and fifty years, and was—until recently—the only element in the planning of new roads, or in the economical means of communication with their numerous trading posts on operation of old ones. New and vast fields are thus opened up the prairies ; and if the number of vessels sent out by the to railway enterprise, and roads which never could have been company to Hudson’s Bay is less now than it formerly was, it is

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The following document explains itself. We give it without comment. It is the report of the Engineer Surveyor-in-Chief to the Board of Trade respecting the cracking of a mild steel shell plate for a boiler:—

Consultative Branch, Bedford-street, Covent-garden, London, W.C., 31st August, 1886.

Sir,—It appears that a mild steel shell plate, intended for boiler under construction, was cracked for about 18in. while being worked in the boiler shop. The plate in question formed part of an outside ring or belt of plating that was being fitted in place preparatory to drilling the rivet holes. The boilermakers had been hammering the plate between two of the tack bolts in order to close the circumferential seams, and the crack produced was half-way between these bolts. The crack was about -shin, open on the inside of the plate and scarcely visible on the outside.

The plate was 14ft. 9|in. long, 5ft. ll^in. broad, and l^\in. thick. It was sheared to size at the steel works and its edges were planed by the boilermakers, but the amount so removed has not been ascertained. In order to render the curving of the plate easy it had been heated at one operation to a dull red before being passed through the bending rolls, but its temperature when the bending was completed has not been stated. This was the only occasion that the plate had been heated in the boiler shop.

The plate had not been tested for tensile strength and elongation at the steel works in the presence of the Board’s surveyor, but it appears to have been tested by the steel makers themselves, who stamped it thus: “Tensile strength 28‘9 tons; elongation 23 per cent.” The surveyor, however, witnessed a bending test at the steel works and found the result satisfactory.

After the plate failed, two portions of it close to the crack were cut out and tested in their normal condition by the surveyor, who found them to have a mean tensile strength of 28 "25 tons per square inch and a mean elongation in lOin. of 21’25 per cent. He also had two adjacent pieces bent in their normal condition, and found the results satisfactory.

In order to ascertain whether the plate had been softened by the heating it received in the boiler shop, the surveyor had two pieces annealed, which he tested for tensile strength and elongation. The annealing was effected by heating the pieces to a bright red and covering them with ashes for about two hours, after which they were allowed to cool in the open air. The mean results of the tests are: Tensile strength,25'75 tons per square inch; elongation in 10in., 28'75 per cent. The results of all the pulling tests are given in the following table for comparison:—

Specimens in normal condition.

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test.

Elongation

in

lOin.

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Elongation

in

lOin.

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Tons.

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MAP SHOWING PROPOSED HUDSON’S BAY RAILWAY.

28'2

21'5

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thought of on account of enormous expense, can now be built and operated at so much lower cost, that they will prove safe and paying investments for capital.”

THE HUDSON’S BAY RAILWAY.

The construction of railways within the United Kingdom has now reached a stage at which many railway engineers have to submit to intervals of inaction, and, as the natural and healthy result of this condition, to look abroad for new fields of activity ; and it is fortunate that the spirit maintained between the old country and the colonies opens a wide field. Any undertaking, moreover, that affects the safety, speed, and economy of the transport of our food supplies has an importance in that respect, which raises it from the rank of other colonial developments having only a local interest. North-West Canada is preeminently one of the colonies to which we may look for a large supply of grain and meat, and there can be little doubt of the immediate beneficial reaction on London of an improvement in the trade route from Manitoba. The supply of breadstuff’s and meat from that immense field of produce need be limited only by the capabilities of the transport arrangements. The energy displayed by the Dominion Government in fostering schemes for the improvement of internal communication is most striking and praiseworthy. The Canadian Pacific Railway is not only a monument of engineering skill and intrepidity in grappling with and overcoming natural obstacles of the most formidable character, but it is a substantial proof of what the Dominion Government is prepared to countenance and assist with the

because since the establishment of railways to the south of Manitoba it costs them less to export by this route a great portion of the goods that they formerly despatched by way of York Factory vid Hudson’s Bay. By the authorised line of railway above named it is proposed to connect Regina, its western terminus, and Winnipeg, its eastern—both on the Canadian Pacific Railway—with Port Nelson. The projectors claim for their route, wdiich is shown on the accompanying map, enormous savings in distance by railway, whilst the distance is practically the same as by other routes. The savings in railway transit by the Hudson’s Bay route to Liverpool are given as followsFrom Winnipeg over Montreal route, 775 miles ; from Winnipeg over New York route, 1129 miles ; from Winnipeg over Halifax route, 1618 miles: from Regina over Montreal route, 1081 miles ; from Regina over New York route, 1435 miles; from Regina over Halifax route, 1924 miles. As to the navigation, the projectors are supported by the most recent reports of evidence collected on the subject by the Dominion Government from their own agents, stationed at various points on the Straits and Bay. They say on this authority that navigation for ocean steamships will be open in the Straits for at least four months, and frequently for six months of the year; that the harbour selected near the mouth of the Nelson River is never closed by ice, and that the river itself has a tidal navigation of twenty-five miles.

As an advantage of detail, referring to the nature of the trade expected, it is pointed out that in the summer season the new route will be cooler, and that this peculiarity, added to the saving in distance, will tend to secure for it a large share of the meat and grain traffic from the United States as well as from

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It will be seen from the above mean results that the process of annealing reduced the tensile strength 2'5 tons per square inch and raised the elongation from 21"25 to 28'75 per cent., which is an increase of over 35 per cent. If the plate had been previously efficiently annealed this change in its tensile resistance and ductility would not have occurred, and therefore it would appear from this case that heating a plate to a dull red, as was this one, preparatory to being bent in the rolls does not efficiently anneal it. There is nothing in the results of the tests that accounts for the cracking of the plate, and therefore, notwithstanding an expression of opinion that a fine crack may have existed on the edge of the plate, I am forced to the conclusion that it was originally sound, and that the crack was caused by the violent vibrations set up by the heavy blows from the workmen’s hammers. If the plate had been cut to the proper length, it would not have puckered between the tack bolts as it did, and would not have required hammering, at least, not to an inordinate degree; but it should not be overlooked that the plate before it was bent was heated to a dull red, and there is no doubt in my mind that it was bent when it had cooled to a blue heat, at which temperature it is imprudent to bend or work steel. If steel will not stand bending cold to the curvature required for the shells of cylindrical boilers, it should not be used, and those who do not possess rolls capable of bending plates while cold should get them. The following analysis of the plate, like the results of the mechanical tests, shows that the plate was of a mild quality, and that there was nothing unusual in its composi-Carbon, "149; silicon, "Oil; sulphur, "042; phosphorus, •034; manganese, "574. This case affords the staff a useful piece of experience, and for that reason I think the foregoing remarks should be printed and the sketch lithographed for the surveyor’s information.—I am, &c.,    Thomas W. Teaill.

The Assistant Secretary, Marine Department, Board of Trade.

tion

RAILWAY MATTERS.

NOTES AND MEMORANDA.

MISCELLANEA.

It is said that 14 versts of the Merve-Chardjui section of the Transcaspian Railway have been completed.

The first section of the Homebusli and Waratah Railway, as far as Hornsby, was opened by the Minister of Works on Sept. 17.

Between the base of the Rocky Mountains and the town of Winnipeg, a distance of 900 miles, the Canadian Pacific Railway is said to traverse one of the finest agricultural regions in the world, hitherto unopened up by reason of the want of railway facilities.

White a locomotive was on Saturday passing along the lower portion of the North Shields Pier, it ran off the rails with three trucks, which were precipitated into the sea. The engine and trucks are entirely submerged, but the men in charge of them escaped.

The traffic on the Canadian Pacific Railway in connection with the trade from China and Japan to the North-West is rapidly increasing. This year 115,600 packages of teas and curios have been shipped by this route, and the receipts for live stock are more than double those of last year.

It is reported that street car directors in Brooklyn, U.S., are considering the adoption of electric motors. The question of establishing an electric railway to connect Cedarhurst, the Isle of Wight, and Far Rockaway, the terminus of the latter to be somewhere near the Long Island Railroad station, is also being discussed.

According to the Budget of the German State Railways which has been submitted to the Federal Council, the total receipts for the year are placed at 45,237,800 marks, or 2,153,900 marks less than in the preceding year. The total current expenditure is estimated at 28,541,204 marks, and the special and non-recurring expenses a 592,000 marks.

As compared with the Panama route between England and Australia, the total distance to bo traversed vid the Canadian Pacific Railway is substantially the same, i.e., 12,500 miles by Panama as against 12,300 miles by Canada, with a saving, however, in the case of the latter of 3250 miles of ocean steaming, for which about 3000 miles of railway travelling is substituted.

Before the New South Wales Parliament adjourned, the Minister of Works moved the adoption of the plans of the Narrabri to Moree Railway. It was explained that the line, which would cost £325.447, was expected to attract a large portion of the trade of Southern Queensland now carried by Roma and Cambogie on the Queensland line. The motion was passed with only four dissentients.

From 1837 to 1842 little appears to be recorded in the progress made with railway construction in Canada, and the first railway return presented to the Legislature was in 1844, giving the traffic results of that, and the two preceding years, the traffic of 1844 being represented by 27,118 passengers and 12,639 tons of freight, conveyed at a cost of £11,851, this amount representing 77 per cent, of the gross receipts.

The Board of Directors of the Berlin Machine Factory, formerly Schwarzkopf, has announced its determination to give up the building of any more locomotives, but instead, to give more attention to the development of torpedo-boat engines and to patented specialities. This may be considered the next most important factory for locomotives after that of. Borsig, recently closed, and there can be no doubt that other works will have to adopt the same policy, if in this country the manufacture of locomotives is ever again to become a remunerative business.

The Russians seem to be pushing their railroad enterprises in far-off Turkestan with something akin to American rapidity. Within a month they have crossed the Murghab river at Merv, very near the Afghanistan border, and but 500 miles of road must yet be located to connect the Caspian Sea with the Indian Ocean. The construction of this missing link of railway will be difficult and very expensive work, for the line will have to cross the mountainous watershed dividing the rivers of the Indian Ocean from those flowing into the Caspian and northward; and these mountains are high and abrupt, and the various ranges cover a wide extent of country.

A railway guard’s life is sometimes a game of skittles with live piece. In giving evidence concerning the collision which occurred on the 13th September at Woking station, on the London and South-Western Railway, the guard said:—“I had a lot of luggage and milk cans to attend to, and when I had finished the station-master and an inspector gave me the signal to start, and I signalled to the driver. It was then about 8 p.m. I was at the back of the train and did not look at the starting signal. The train moved off, and after we had run about the length of the train there was a collision, and I found myself on the floor with two milk cans on the top of me.”

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The New Plymouth, N. Z., Budget of Sept. 11 says:—“The railway management must be defective or there would not be such a steady falling off in the revenue as appears to be the case. The returns for the first sixteen weeks of the present financial year show a falling off of nearly £19,000 in the receipts as compared with the corresponding period of last year, although in the interval no less than 165 additional miles of railway have been opened, which, of course, has necessitated an increase of expense, the additional amount being about £10,000. The figures stand thus for the portion of the present year referred to :—Receipts, £311,143; expenditure, £225,413. For the corresponding period of last year : Receipts, £330,094 ; expenditure, £215,625. Last year the proportion of expenditure to revenue was 65'32 per cent.; this year it is 72‘45. The total number of miles of railway now open is 1652; this time last year it was 1487—an increase of 71 miles in the North and 94 in the South Island. The worst paying line in the colony—beating even Picton in that respect—is the Wanganui, 196 miles, the proportion of expenditure to revenue being 97'05. Picton comes next with 96'66. Auckland expenses absorb P0'21 of the revenue, Wellington 78'98, and Nelson 71'08. We are not surprised at our line not paying, for no attempt is made to meet the wants of those who it. The trains are made to run to suit the officials; or for political motives the termini are fixed at the wrong places. Until change is made in their management, it is hopeless to expect to hear of the railways yielding a profit.”

Referring to the dimensions to be observed for railways in India on the 5ft. 6in. gauge, as given in the Indian Engineer, the American Railroad Gazette says they include quite a number of details which would be accepted here only after protest, and even some which seem absurd. Perhaps the most so, according to American ideas, are the specified dimensions of ties, sleepers and rails. The ties are 3ft. apart, 10ft. (9ft. llin.) long and lOin. by 5in. section, and the rail put on these ties only 621b. per yard and has 4in. base. Over this kind of superstructure it is permitted to run engines loaded with 12 tons (44,800 lb.) per axle, and in some cases 14 tons. The size of ties is an exact copy of English practice where it is justified by the use of heavy rails and of chairs on each tie, and the high cost of ties, which are all imported. 1 nder the quite different conditions of Indian practice, except as to the cost of ties, the combination seems in every way unfortunate. The curves for ordinary country are to be 1500ft. radius—3 deg. 50 min.—and in difficult country 800ft. radius—7 deg. 10 min. The ruling gradient for ordinary railways is to be 1 in 150, or 0'67 per cent.—35ft. per mile—and in difficult country 2 per cent. No water tank must come within 30ft. of the track, water cranes being always used. The road beds are to be 20ft. on fills and 18ft.—excluding side drains—in cuts. For calculations nected with girder bridges, the live load uniformly distributed over the. entire span for a single line of rails may be assumed to be— various loads decreasing from 2J tons per foot run for 40ft. spans to 1 42 tons for .150ft. spans. The rolling stock specified is substantially according to English practice in all its leading dimensions,”

The estimated production of gypsum, or what is called land plaster in America, in 1885 was 100,600 short tons ; of calcined plaster, 72,200 tons; total, 172,800 tons, valued at 959,000 dols. The above includes 75,100 tons from native stone, the remainder being imported from Nova Scotia.

The total production of salt in America last year, in barrels of 2801b., was 7,038,653, exceeding the yield of 1884 by 523,716 barrels. The total value of all salt produced was 4,930,621 dols., an increase of 732,887 dols., which was due partly to the increased value of the Michigan product and partly to the large increase in the production of western New York.

In London 2256 births and 1332 deaths were registered during last week. The annual death rate per 1000 from all causes, which had been equal to 16 0, 17'7, and 17'4 in the three preceding weeks, declined again to 167. During the first five weeks of the current quarter the death rate averaged 17'0 per 1000, and was 2'6 below the mean rate in the corresponding periods of the ten years 1876-85.

Ip a fragment of potassium hydroxide be placed in some ferric-chloride, a few drops of bromine added, and if necessary gently heated, the mass dissolves in water, yielding a fine red solution of potassium ferrate resembling permanganate in its tinctorial power. A fine red solution of calcium ferrate is obtained by adding ferric chloride to bleaching powder and boiling with water. Manganous sulphate destroys the colour, and filtration through paper discharges it; barium chloride produces a purple precipitate of barium ferrate.

The official return of the coal sent to Hull from the Yorkshire collieries during October has just been issued. It shows a total of 148,424 tons, as compared with 138,680 for the corresponding month of 7885; for the ten months of this year, 1,167,024 tons, against 1,082,384 tons for the corresponding period of 1885. The export trade from Hull to foreign countries has fallen on the month from 84,654 to 76,361 tons; for the ten months the quantity was 541,970 for 1885, and 532,167 up to the end of last month. Russia is again the principal customer.

The consumption of wire netting throughout Europe, the United States, and Colonies, from the year 1842, when its consumption in Europe did not exceed 10,000 yards per annum, has gradually increased until at the present moment it is estimated to reach 40,000,000 yards per year, besides 15,000,000 yards in the United States, making a total of 55,000,000 yards. In the production of wire netting in Europe about 420 machines of the old type are in operation, viz.: England, 300; France, 100; Germany, 20. In the United States there is a number of machines in operation, and a few in Australia.

A paper on the intensity of the magnetic field in dynamo-electric machines, by Marcel Deprez, was read at a recent meeting of the Paris Academy of Sciences. Assuming that the most important element of a dynamo-electric machine, whether employed as a generator or receiver, is the magnetic field, the author deals with the influence of the distance between the magnetic parts, and shows that, contrary to the opinion of certain electricians, the intensity of the field decreases far less rapidly than the distance of the magnetic parts increases. The influence of the dimensions perpendicular to the lines of force was also considered.

Mr, L. Tietjens, of Stassfurt, Germany, has recently patented an ingenious method of damming back the flow of water in shafts by the application of the well-known fact that certain salts increase their volume very materially by the absorbing of water of crystallisation in hardening. To accomplish this, he takes either calcined soda, anhydrous alum, kieserite, or oxychloride of magnesium, mixes them into a paste, and then immediately injects them through a suitably arranged pipe into the fissures through which the water flows. It is said that as this paste hardens, it swells enough to fill all the interstices of the rock and to render it water-tighb.

From a report presented to the Birmingham Town Council this week upon the position of the Birmingham Proof-house, it appears that last year the number of barrels proved at Liege was 840,085, while at Birmingham 501,634 were proved. But out of the 840,085 barrels proved last year, 413,000 were pistol and revolver barrels, so that Birmingham takes the lead in regard to the number of gun barrels, and, it may be believed, also in regard to value. Many so-called London guns are made in Birmingham, and there are makers in Birmingham who send their barrels to London to be proved, in order to get the London mark upon them, and sell the guns as London made.

UNDERthe head of the Midland Iron Trade, statistics showthat the furnaces built in the district were—in 1878,147; in 1881,135; in 1883, 123; and in 1885, 116; the numbers in blast fluctuating in the same four years thus—55, 46, 46, and 34. In 1878, 392,949 tons of pig iron were made; in the other three years, 374,321 tons, 429,723 tons, and 344,079 tons respectively. Taking puddling furnaces in the same order they show—1684, 1623, 1822, and 1311 respectively; while rolling mills are figured as 303, 321, 361, and 278 respectively in the four years referred to. These statistics lead to the comment that the diminution in the number of furnaces does not seem attended with a proportionate decline in the quantity of pigs produced.

Statistics bearing on the state of trade in Birmingham of a special nature are available in a compilation which the Chairman of the Finance Committee of the Birmingham Corporation has just issued to the members of the Council. These statistics show that whatever may be the case with business, money continues to accumulate. In the eight years over which the returns extend, in the six banks having their head offices in the town, the deposit from a little short of £12,000,000 to over £20,000,000; while the savings bank deposits grew from £943,245 to £1,156,773, and the investments in building societies, from £543,626 to £586,009. Were statistics furnished of the amount held by Birmingham people in Corporation Stock, a considerable addition would probably be made to these figures.

No jury awards are to be made at the Manchester Exhibition next year.

The Sclcssin Ironworks Company, of Belgium, has appointed Mr. H. Seeger, of Mincing-lane, its London representative.

A verdict against the North London Tramways Company has been given in favour of one whose horse was frightened by a steam car.

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Professor Kick, the Austrian authority on modern milling, writing recently on automatic mills, the utility of the millstone, and the proper place of smooth rolls in the gradual reduction system, says :—“ A complete automatic plant can only be recommended where the quality of the products is of less account than their quantity and cheapness. The same remark applies to those mills in which rolls are exclusively used for the process of production. Such mills will require more power for the grinding of fine middlings (dunst) than plants in which millstones or dismembrators are also brought into use, and the bran will be less thoroughly cleaned. Where country folk do not object to branny flour, and where power is cheap, the miller may, from a commercial point, get along well enough with a pure roller plant, but if these conditions are not altogether fulfilled, as will happen in the great majority of cases, then such plants are to be rejected, however much they may be admired and praised.” Commenting on this the Millstone says :—“Anything that Professor Kick says is worthy of careful attention, and while we may recognise that the Hungarian millers are not taking full advantage of their opportunities in the matter of the introduction of automatic devices for handling mill, stocks, it is apparent that we, with our automatic devices and high-priced labour, cannot make as large a proportion of high grade flour out of the wheat as they can. The all-roller idea has proved to be a fallacy. We do not find all-roller mills in successful operation in Hungary. ' It is coming to be generally acknowledged that the millstone is a necessity to every complete gradual reduction mill, and that it is a next thing to an impossibility to make a proper finish where the complete equipment of rolls is used. This is notably true in mills operating on soft wheat, and as most mills now in this country have to mill this kind of wheat, at least a part of their time, it is coming to be recognised i that a certain number of millstones is necessary in all mills.”

. Messrs. G. MacLellan and Co. have been awarded gold and silver medals at Liverpool for their india-rubber manufactures, and for mechanical appliances.

At the Edinburgh Exhibition a gold medal has been awarded to Messrs. Simmons and Co., Renfrew, for hopper dredgers with patent traversing bucket ladder.

Two gold medals have been awarded to Mills’ boat-engaging and disengaging hook, one medal being by the Mercantile Marine Service Association, and the other by the jury of the Liverpool Exhibition.

In consequence of the death of Mr. William Morris, M. Inst. C.E., of the firm of Kinipple and Morris, Westminster-chambers, the business there will in future be carried on by Mr. Walter Robert Kinipple, as before the partnership.

Messrs. Robey and Co., Lincoln, have been awarded a gold medal—that being the highest award—for their engines at the Edinburgh International Exhibition. In addition to the above, Messrs. Robey and Co. have secured gold and silver medals for their machinery at the Liverpool Exhibition.

Orders have been issued for extinguishing the electric light in the tower at Hell Gate, New York Harbour, from and after December 1st. This action was based on the recommendation of the Lighthouse Board, and because of the constant complaints from mariners that the dazzling character of the light made it a detriment instead of an aid to navigation.

A company is being formed, to be called the Dennis Patent Continuous Wire Netiing Company, with offices at 101, Leadenhall-street, London, E.C., for the purpose of purchasing the patent rights and privileges belonging to Messrs. W. F. Dennis and Co., for improved system of manufacturing hexagonal wire netting by a continuous process and without the use of spools.

The members of the United Arts Club held their first meeting Wednesday evening last at their temporary premises in St. James’s-place, Mr. Edward I’Anson, President of the Royal Institute of British Architects being in the chair. The meeting was well attended, and the Club starts with a considerable number of members in the engineering, architectural, and artistic professions.

A newspaper, entitled Investments, published a few days ago a long article on “ Electricity as a Motive Power,” the subject dealt with being really the vague absurdities that an energetic amateur, and absolutely tyro to the subject, puts forth as to the way in which he thinks every moving thing should and will after a while furnish us with electricity for light and work. A man may not know “enough to come in out’n de rain,” but even that limit does not prevent his talk from misguiding a non-teclmical correspondent on a technical subject.

Messrs. Ruston, Proctor, and Co., of Lincoln, have been awarded a gold medal at the Agricultural Exhibition at Marseilles, in trials of centrifugal pumps and portable engines; the gold medal at the Agricultural Exhibition at Moelln, Prussia—first prize—for their thrashing machine, with excentric motion for driving shakers and riddles; a special prize silver medal at the Leicestershire Agricultural Society’s Show, Leicester, for their thrashing machine; and at the Melbourne Show and public trials of portable engines a special and only first prize of £20, offered by the agents of competing firms for the best portable engine.

Lieut.-Col. McFarland, Engineer Corps, United States Army, in charge of the river and harbour improvements in the vicinity of New York, has made a report of the operations on those works during the past fiscal year. He says that 18,288 lb. of dynamite were used in removing obstructions at Hell Gate and in the East River, and 28,622,313 tons of broken rocks were raised. The expenditures during the fiscal year amounted to 227,330 dols., and at the close there was a balance of 40,648 dols. available. It is estimated that it will require 1,488,840 dols. to complete the improvements in progress, of which amount Col. McFarland says 500,000 dols. could be profitably expended during the fiscal year ending June 30th, 1888.

The Liverpool Exhibition, which during the six months it has been open has been visited by upwards of three million persons, was formally closed on Tuesday. The undertaking, notwithstanding this large number of visitors, can, however, scarcely be said to have been a success; the long delay in the completion of the arrangements after it had been opened caused a great amount of dissatisfaction, and there has been far too much of the mere shop element, which has tended greatly to destroy its value, whilst the alleged scandals with regard to the awards have caused it to close under a cloud. This has probably influenced the managers of the Manchester Exhibition in the decision they have announced within the last few [days to dispense with awards by jurors ; and considering the discredit which has been cast upon awards of this class, the decision which has been come to with regard to the Manchester Exhibition will certainly meet with general approval.

The “ facts ” which appear from time to time respecting the Panama Canal continue to be very contradictory. M. Beyeler, a Swiss engineer, formerly engaged on the Panama Canal, has recently published some more “ Truth about the Panama Canal.” He gives the excavation work, as now estimated, of each of the twelve sections of the Canal, and the quantities excavated in each. The total of the estimate is 131 millions, and that of work done 16 millions of cubic metres. But to the gross amount have to be added 20 million cubic metres for auxiliary works and construction of dams, and an estimated outlay of £4,000,000 for the great weir at Gamboa. He says that since the spring of the present year hardly any work has been executed along the line. M. Charles de Lesseps stated, in March last:—“ I am quite sure that for the whole of 1866 the average per month will be over a million cubic metres, and that at first there were only 100 million cubic metres to excavate.” M. Beyeler states the expenditure to date “for excavations,amounting tol6,000,000 cubic metres,”at 542,516,440f., the cost required for completion at l,625,000,000f., and the interest and burden on shares and obligations, assuming the progress of the work to be at the rate of 7,000,000 cubic metres per annum, or 1,230,000,000f., giving a total of nearly £136,000,000.

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The electric light has been adopted in the offices of the Prudential Assurance Company, Holborn. It has been carried out by Messrs. Bernard, Drake, and Gorham, for the Electrical Power Storage Company. The number of lamps at present fixed is about 1500, supplied by two Crompton dynamos of 500 amperes each and two Siemens of 200 amperes. There are 528 E.P.S. cells of the 31 R type in glass boxes, coupled throughout four cells in parallel, and capable of supplying about a thousand lamps for nine hours. The engine plant consists of two horizontal engines of 35-horse power nominal, made by Messrs. Marshall, Sons, and Co., of Gainsboro’, which each develope 110 brake horse-power. The steam is supplied to these by three large locomotive boilers structed to work at 90 lb. pressure. Arrangements are made both for the purifying of the water and also for heating it on its passage to the boilers. The distributing switch boards in connection with the building have been carefully worked out, the switches being throughout of the ring contact pattern of Messrs. Drake and Gorham. The measuring instruments are also their steel yard ammeter pattern. This is by far the largest accumulator plant in England, and the working of the cells will be watched with considerable interest.

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ing straps, giving motion to the valve-rod ; to avoid confusion these are not shown in the figure.

It will be seen that when the engine is running at its greatest velocity, the weights, and consequently the position of the excentrics, will be as in Fig. 3, which is one extreme of the action of the regulator. The excentricity of the two combined excentrics is then the distance A, which gives the valve its shortest travel. When the engine has its greatest possible load the position of the weights will be as shown in Fig. 4. It will be seen that when the weights are in this position the inner excentric has been moved round, and the outer excentric in directly the opposite direction, and the excentricity of this combined action is increased to the distance B ; this is sufficient to allow the steam to follow the piston to about seven-tenths of the entire stroke; this wide range from the simple lead of the valve at A secures sensitiveness and quick regulation. The lead in all positions of the excentrics remains constant and is practically unchanged.

Much is claimed for this also, but no doubt Messrs. Greenwood and Batley could secure an equally good result as to cut-off and as to regularity by many other methods. The indicator diagram herewith is given as from an engine with 12in. cylinder and 12in. stroke, running at 350 revolutions ; the mean pressure being 45’28 lb., and horse-power 106'6. The engine is for small sizes, undoubtedly of good design, and will work well at high speeds, such as from 250 to 350 revolutions per minute.

BOILER EXPLOSIONS.

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The following report to the President of the Board of Trade upon the working of the “ Boiler Explosions Act, 1882,” has been prepared by Mr. Thomas Gray, Secretary to the Board of Trade:— During the twelve months ended 30th June, 1886, preliminary inquiries under section 6 of the Boiler Explosions Act, 1882, have been held in fifty-seven cases. This is the largest number of explosions reported upon in either of the four years during which the Act has been in operation; but whether the increase is real, or is only the result of a more general knowledge on the part of steam users with regard to the requirements of the Act, is uncertain. Although there was an increase in the number of cases, the life lost per case fell below the average of the three previous years, the figures for the four years being

Year.

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1885- 6

In addition to the number of persons killed there were 79 persons injured by explosions in 1885-6.

Of the boilers which exploded sixteen were in use on board steamers and fishing smacks, and the remainder were used for various purposes on shore. The following is a general classification of the causes to which the explosions are attributable:

Cases.

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Fig. 3

GREENWOOD AND BATLEY’S HIGH-SPEED ENGINE.

The engine illustrated by the accompanying engravings is of the Armington and Sims’ high-speed type, made by Messrs. Greenwood and Batley, Leeds. We illustrate it in perspective as shown in the Edinburgh Exhibition, in connection with a dynamo, and further by sectional engravings illustrative of the cylinder and main valve and governor. This engine is very popular in the United States, but it is rather curious that an American design of horizontal engine of small size should be taken up by an English engineering firm. There is nothing in this engine which Messrs.

Greenwood and Batley could not equally well have secured by making their own designs as by adopting those we illustrate. A special feature in this engine is its great rigidity, secured, first, by using a well-designed bed ; secondly, by using! a very heavy bed and placing the cylinder very low, so as to make the alternate bending moment as small as possible consistent with practical considerations. A second important thing is that the engine is well balanced, so that none of the effectiveness of the good and heavy bed and general design are thrown away. The whole value of solidity and weight is realised. The balancing is so important that -we might go on to say that a third and a fourth important feature is the balancing. Lastly, a special feature is the combined automatic cut-off and governor gear placed in the fly-wheel.

Fig. 2 is a section of the cylinder and steam chest; it will be seen that the steam chest S is filled with live steam which surrounds the valve, and that by taking steam in the centre of the valve and exhausting at each end at E, the steam ports can be very direct, and the waste room made very small ; in the figure the valve is shown as just taking steam at A into the cylinder port at. the piston end ; the port in the other end of the valve is also just taking steam at H, which passes through the valve into the same cylinder port A; this enables the steam to be taken quickly, as it would be by a Trick valve at the ment of the stroke. The steam is exhausted at each end of the valve by very direct passages at the ends E, and not shown. The pipe connecting the two ends is seen in the perspective view. The cylinder is lagged with iron and packed with mineral wool to prevent radiation. The piston is hollow, and is furnished with two Ramsbottom, or spring-over rings, which are found, on the whole, the best for service.

The valve is a hollow piston valve, and was adopted after trial

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of a great many valves of different types, because it is balanced, is simple, has nothing to get out of order, or to put undue work on the regulator ; and taking double as much steam as the ordinary piston valve, it gives a very quick admission of steam with a small amount of clearance.

The regulator—Figs. 3 and 4—is of that class by which the valve operating excentric is moved relatively to the shaft by centrifugally acting weights, to vary the throw and position of the valve, and thus govern the admission of steam to the cylinder

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Ignorance, neglect, or carelessness of attendants Miscellaneous..................

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From the above it will be seen that no change has taken place in the general nature of the causes to which explosions may be traced, no less than 56 per cent, of the total number of cases being due to neglect on the part of the owners of boilers. Only six cases arose directly from ignorance or carelessness of the, boiler attendants, although in a seventh case—No. 171—this was a contributory cause.

In ten cases the boilers were under the inspection of insurance companies or guarantee associations, but in three of these the explosions were due to causes other than defects in the boilers or fittings, while in another case the owner ignored the repeated applications of the company for an opportunity to make a thorough examination of the boiler. Three explosions occurred on board vessels classed by Lloyd’s, but only one of these was due to a defective design of boiler.

It has not been found necessary either to institute a formal investigation in any case which has occurred during the year, or to take legal proceedings of any kind under the Boiler Explosions Act; and although such a large proportion of the explosions were caused by the neglect or mismanagement of the owners—and not one of them can, as a fact, be called an inevitable accident—still in no case have the facts been such as to warrant the Department in taking the responsibility of recommending a prosecution under the criminal law. The verdicts of “accidental death” which were almost invariably returned, and generally without any qualification, by coroners’ juries in fatal cases, show that explosions are still regarded by the persons who sit on those juries as being due to causes which are beyond control, and unless evidence of the clearest

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and most conclusive kind can be produced, an attempt to criminal conviction would be certain to end in failure.

In making some of my former annual reports to your Lordship’s predecessors in office I have pointed out that the term “ accident,” as applied to the explosion of boilers, is a misnomer; and I have already more than once stated that the only circumstance connected with many of these explosions that could be called accidental was that they remained so long at work without exploding; and I have also pointed out in former reports that few of these explosions are brought about by the incompetency of the boiler attendant. At the time the Boiler Explosions Act, 1882, under which these inquiries are held, was passed, there was a strong opinion that all boilers should be inspected and all persons charged Pj 2    with the management of boilers certified. In that year, however,

it was thought better that a system of inquiry should be instituted ,    ,    , ,,    . , ,,    • tj. -n,    .    whereby the causes of explosions should be accurately ascertained,

and control the speed, of the engine. It will be seen on reference Without the knowledge gained by these inquiries the Board of to Fig. 3 that it consists of a wheel, which is fixed to the engine Trade were not in possession of adequate information. Now, how-shaft, to which are hinged the weights 1, 1 ; these weights are ever, with the reports before us of four years’ explosions, we have controlled by springs, one end of the spring being seated in a an accumulated amount of evidence which is so important and pocket forming part of the arm of the wheel; a rod being elusive that I should have been unable to pass it by without calling attached to the weight, takes hold of the top of spring, thus special and serious, attention to it, even if I. had not already putting it into compression by the action of the weight, instead received your directions to inquire into the question, of in extension. The inner excentric C having ears attached, is We n°7 know that boilers ar® sometimes worked long after they placed close to the wheel, acd is free to turn upon the eng „e

shaft, from these ear rods 2, 2 are connected with the ^own—indeed, in some cases without a safety valve; that an accu-regulator weights \ on the outside^ of this inner excentnc is rate pressure gauge regularly tested is rare. In short, we know placed an excentric ring D, which is free to turn upon it, and that both as to the condition of the boilers which have exploded from which a rod, 3, is connected to the free end of one of the and as to their fittings, the first were generally dangerously overweights ; on this outer excentric are arranged the usual connect- worked, and the latter were, as a rule, dangerously ineffieient.

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Oub illustration represents an improved multiple drilling machine by Messrs. William Collier and Co., of Manchester, specially adapted for drilling the holes in the faee of carding engine cylinders for fixing the card clothing, and it is arranged to drill twenty holes at once in cylinders varying in diameter from 24in. to 50in. There is a dividing motion for setting the spindles to any pitch of hole required. The drill spindles are all driven in one direction by means of a continuous steel worm, gearing into hard brass machine-cut worm wheels attached to the spindles ; the steel driving worm runs in a trough of oil for efficient lubrication, and is provided with hardened steel friction washers to receive the end thrust. Self-acting motion is attached to the cross-slide carrying drill head-stocks to feed in the drills perfectly parallel, and quick back motion is provided to wind back. A dividing motion is also provided to fit on the end of the cylinder mandril for dividing out the holes circumferentially. Two small drill head-stocks are attached to the machine for drilling the ends whilst the cylinders are fixed between centres.

mentioned, to the settling ponds at the pumping station ; and a high lift pump to raise 161,300 gallons per hour from the clear water reservoir against a total head of 230ft. in stand pipes placed near the engine house, on the delivery mains towards the city.

The engine in each case is self-contained on a massive cast iron bed-plate in one«casting of cellular box section, which contains the main crank shaft bearing cast on it near one end, and supports on its planed top surface the steam cylinders, the valve gear, and two massive A frames, also of box section, which are

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RACK CUTTING MACHINE.

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The rack cutting machine illustrated by the accompanying engraving is made by Messrs. Wilkinson and Lister, of Keighley, and is more especially constructed for cutting racks out of the solid, as used by printing machine makers and others. The machine illustrated is, we are informed, capable of cutting lin. pitch at the rate of lin. per minute at the full depth. The maximum breadth of cut is 24in. The slide is driven by a friction catch, and the feed is variable by means of change wheels. Any pitch of rack may be divided by sixteenths. A modification of this machine i3 made by which it is converted into a universal milling machine.

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PUMPING MACHINERY, AMSTERDAM WATERWORKS.

We give illustrations this week—see supplement—of the pumping machinery at the pumping station of the Amsterdam Hill Waterworks Company at Weesp, nine miles south-east of Amsterdam. Since the year 1853 that city has been supplied from gathering canals in the sand dunes bordering the seashore near Haarlem, the pumping station and filter beds being on the eastern side of the sand hills, with pumping mains 24in. and 20in. diameter from it to Amsterdam. Under recent arrangements the Water Company has undertaken to establish a complete system of dual water supply with duplicate mains through out the city, the main object of the new system being to separate the domestic supply from the water service required for manufacturing and public purposes. The water is to be taken from the Vecht, an outlet of the Rhine flowing into the Zuider Zee, and will be in the first place conveyed through a 48in. inlet pipe 4400 metres long to the pumping station, where the machinery described in the sequel is now being erected.

It has been constructed by Messrs. Easton and Anderson to meet the specifications and under the supervision of Messrs. J. Quick and Son, of Great George-street, the engineers to the Amsterdam Water Company. It consists in the main of four compound densing beam engines in two coupled pairs, capable of being worked singly or coupled, and ten double-flue steel boilers. Eaoh engine is fitted with a low lift pump capable of raising 183,500 gallons pf unfiltered water per hour from the suction reseryojrg above

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carried up to contain the main beam centre bearings at their upper ends. To horns cast on these A frames spring beams are connected and built at their outer ends into the engine-house walls to support the flooring at the entablature level. The only mechanical load put on these spring beams is the vertical component of the strain on the radius rods at the top and bottom of the engine stroke, and that is a very small amount; so that practically the walls are almost entirely free from strains due to the engines. The A frames are further stiffened by cylindrical distance pieces bolted between them beneath the beam floor level, Tfl? engine beam is constructed cf rolled

steel plates, with steel gudgeons forced in by hydraulic pressure. The crank shaft is also of steel, and the crank has a radius of 29in. The high-pressure cylinder is 30in. diameter by 58in. stroke, and the low-pressure cylinder 45in. diameter by 90in. stroke. Both cylinders are steam jacketted and lagged all over, and are fitted with main slide valves worked by an excentric and adjustable expansion valves on the high-pressure cylinder worked by a pin in the beam overhead. Enlarged sections of the cylinders wil Ibe found on page 370.

The low lift pump is placed beneath the outer end of the engine beam, its barrel being 28fin. diameter, and the plunger 20|in. diameter, with a stroke H    of 90in. The high lift pump is placed imme-

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the pump without passing through the engine beam at all. The pump is of the bucket-and-plunger type, with barrel 33|in. diameter, and plunger 23§in. diameter by 58in. stroke. The valves are entirely of gun-metal, of the annular ring type generally adopted by Messrs. Easton and Anderson in their high lift pumps. The bottom valve is easily removable by lowering it, and a short suction pipe beneath it, on long screws fitted for that purpose. A section of the pump and valves will be given in our next impression.

The fly-wheel for each pair of engines is 18ft. 9in. diameter, and 14 tons weight, and its outer rim was turned up in a powerful vertical spindle lathe at the makers’ Erith works, that machine having been specially designed for turning up bridge cylinders and other massive structures which could not satisfactorily be bolted to the face-plate of an ordinary horizontal lathe. The pumps are fitted with all necessary air vessels and retaining valves, and a donkey air-compressing engine is provided for the especial duty of keeping all the air vessels properly charged with air.

An overhead travelling crane capable of raising 12 tons spans the engine-room, and will be available for removing all working parts of the engines and pumps. The Lancashire boilers, illustrated on page 368, are ten in number, arranged in two groups, with independent main steam pipes to the engines and stop cocks on them, so that if an accident happens one half of the pumping machinery can always be kept at work. Each boiler is 28ft. long by 7ft. diameter, with two internal flues 2ft. 9in. mean diameter, and four vertical conical circulating tubes in each flue. The whole of the plates and angle iron are of mild steel, having a breaking tensile strain of 26 tons to 30 tons per square inch, with an extension of 20 per cent, to 25 per cent, in ten inches length, and they are capable of being made red hot and cooled in water at 82 deg. Fah. without taking a temper ; the rivets are also of steel of a specially mild quality. The boilers have been made and fitted throughout to conform with the Dutch boiler laws, which have many special provisions in them. The boilers are fed by two sets of duplex pumping engines placed under the immediate control of the stokers.

The engines and boilers with all their belongings were constructed in the Erith works, and were inspected when completely erected there by a party of engineers and other gentlemen interested in waterworks matters on the 7th June last. They were then dismantled and loaded alongside the works into sailing craft, which delivered them alongside the pumping station at Weesp. The erection of the machinery there is now progressing rapidly, and will probably be finished by the end of the current year, The foundations are of the simplest character

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being plain piers of brick in cement with intermediate arches and no ashlar work anywhere. All the working parts of the engines and pumps are easily accessible for supervision and repairs ; indeed, the lower engine room floor is well lighted throughout from windows in the sides.

LETTERS TO THE EDITOR.

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

TRIPLE EXPANSION STATIONARY COMPOUND TANDEM ENGINE.

Sir,—In the accompanying sketch of a stationary compound triple expansion tandem engine the same letters of reference are used in each view. Fig. 1 being an elevation and Fig. 2 a plan of the engine. It will be readily seen that the main feature in the arrangement is the disposition of the intermediate cylinder B, which is placed parallel to, and in a line with, the high-pressure A. The high-pressure piston rod D, and the intermediate cylinder rod E, are cottered into the low-pressure piston F in cylinder C; said cylinder having a rod as usual. The valve boxes are shown in the sketch, and arranged for piston valves in each case, but other forms may be applied. The said boxes may also be disposed on each cylinder, so as to facilitate and simplify the arrangement of steam and exhaust connecting pipes; the steam branch G of high pressure cylinder A may also be placed on the top of cylinder, or at a suitable angle to boxes on intermediate cylinder. The low-pressure valves can be worked as usual by an excentric on fly shaft; another excentric working high-pressure and intermediate valves by means of, or through, a cross shaft and links in the ordinary manner. A variable cut off may be applied to the high-p ressure and intermediate cylinder valves, and a fixed cut-off by

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lap on valve to the low-pressure valves only. The advantages and economy of expansion through three cylinders have been so often discussed that the question need not be renewed; it may be remarked, however, in reference to the arrangement shown in the drawing, that as the force of steam exerted on the high-pressure piston is to that on the intermediate cylinder, the piston rods are disposed in the low-pressure piston accordingly, thereby centralising the strain upon the main rod. The room taken up by the disposition of cylinder will only be the same as that required for an ordinary tandem engine with same stroke and power. To avoid complication the pipes connecting H.P. to intermediate cylinder, and low-pressure cylinder to condenser, are not shown, diameter of cylinders may also be proportioned to suit the pressure to be used. The form of frame connecting cylinder with fly shaft pedestal may also be otherwise arranged; of course there are one or two objections to the arrangement that may be made, but which in the practice would not be felt.    T, Sawyer.

Rochdale, October 18th.

THE WESTINGHOUSE BRAKE ON THE LONDON, CHATHAM, AND DOVER RAILWAY.

Sir,—In the last Board of Trade Continuous Brake Return it will be found that one of the failures on the London, Chatham, and Dover Railway is thus recorded; it is the last but one on the list, and is dated June 25th: “8.30 p.m. down Queenboro’ boat. Coupling hose burst between engine and tender when going ‘ light ’ to Victoria from shed. Brake not worked this trip nor on the return journey.” Now, it is my intention to point out that the risks run by this company in not seeing that the Westinghouse brake on their stock is kept in efficient order is very great. Your readers will see the same train was allowed to make the run to Queenboro’ and back without a new hose pipe being fitted in place of the one that failed, consequently we know this express train was sent off twice with the best life-saving brake yet invented fitted to it, but unfortunately not in working order. If this letter should catch the eye of a responsible official on the line of railway in question, he may feel disposed to throw light on the subject; as it is, it appears there must have been serious neglect on the part of someone.

The questions I would ask are—Why are not some hose pipes kept ready at the principal stations for a contingency of this sort? On the Midland, for instance, we constantly read of cases in which trains have been kept at stations whilst a new pipe has been put on. Why cannot the London, Chatham, and Dover do the same ? Or why should not a few pipes be carried in the trains themselves, so that when a failure took place a new pipe could be put on there and then?

It would almost seem that the London, Chatham, and Dover officials are not alive to the fact that it is absolutely necessary to safe travelling to have the continuous brake they chiefly favour as far as possible at all times in good working order. They seem to content themselves with a protest in each half-yearly return against the quality of the hose, and leave the brake generally to take care of itself. If the brake happens to be in working order on a train, it is used; but if not, it does not trouble them. All they do is to shut off the connection, and run part of a trip, or, as in the present case, two whole trips, without the brake in use, and take their chance, or maybe trust in Providence that no occasion would arise in which it would be urgently needed.

I am afraid this casual way of using the Westinghouse would hardly be good enough to recommend, and had any accident happened to the train on its outward or homeward journey, the officials could hardly have escaped the most severe censure. Their conduct seems inexplicable.

I am quite of the opinion that india-rubber is not a fit material for hose pipes, even though they may be bound with wire, and the sooner something far more durable is brought out the better it will be, and particularly so for the London, Chatham, and Dover. I know there is “ metallic ” hose, but understand it gives trouble by leaking at the joints. At the same time, so long as india-rubber has to be used, it is very bad policy to keep them on as long as the London, Chatham, and Dover appear to do. The life of an ordinary hose is three years in round figures, and a record should be kept when each one is fitted on, so that before the three years are up a new one should take its place. I do not suppose this would entail much extra labour, when we know that out of all their stock of 140 engines and 982 carriages and other vehicles run in passenger trains, only fourteen engines and 196 carriages and other vehicles are fitted with hose.

As there are several instances in the last return of trains on the London, Chatham, and Dover running part of their journey without the brake being in use on the whole of the train, it is clear that better arrangements than at present exist should speedily be brought into vogue. The London, Chatham, and Dover has got the best brake, only it requires better attention. Hose Pipe,

November 8th.    _

CHARGING FOR ENTRY OF NAMES IN DIRECTORIES.

Sir,—In reference to the letters from “Manufacturer,” Colchester, Messrs. Kelly and Co., and “B. T.,” appearing in your recent issues, I certainly agree with the former and latter, and do not see that Messrs. Kelly and Co.’s answer is to the point—for this reason: I think they limit one to five headings free, whereas properly to describe your business you would perhaps appear under a dozen or more. But if you go beyond the five free headings, you must pay a heavy charge of 5s. per line—I do not expect descriptive matter to be inserted free—and if you object to this charge you cannot have your name appear however important a manufacturer you may be; and therefore the Directory becomes a Directory of Advertisers. In fact, it seems to me, so long as you like to pay, you may appear under any or every heading in the Directory—that is, if you are really a steam boiler manufacturer, and like to pay to go down as a furniture manufacturer, you may do so. Now this is entirely wrong. What is wanted is a Directory of real manufacturers, &c., whose names should appear under all

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BlUkmn their proper headings free"; and no commission agent or merchant’s name should be allowed [to appear under the headings with the legitimate and actual manufacturer.

In the present day, when most of us have to work at what you may call “ high pressure,” it is out of all reason to have so many headings in Directories for similar manufactures; viz.—see Kelly’s “ London Directory,” Trades section, for example—“ Boiler Fitting Manufacturers;” “ Steam Engine and Boiler Fittings Manufacturers; ’ “Gauge Makers ” and “ Injector Makers;” “ Yalve Makers” and “Lubricator Makers.” Should not one heading be sufficient for all these, with a distinguishing mark against names of those firms making one or more of these articles ? Again, there are headings, “ Engine Packing Makers,” “ Steam Packing Makers,” and “ India-rubber Steam Packing Manufacturers.” One heading for these is quite enough. Here again is a heading simply reversed : “ Gauge-Glass Makers,” are supplemented by “ Glass Gauge Tube Makers.”

I could go on giving you any number of instances as above, but must not encroach further on your valuable space. It seems, however, to me, that Directory publishers should endeavour to make their works as concise as they possibly can, and by that means make their publications a pleasure to refer to, instead of a

Economy.

RAILWAY BRIDGE OVER THE RIACIIUELO.

Sir,—In the description of the above bridge, in your issue of October 29th, I have not observed any explanation of a feature of the structure which seems to distinguish it from other bridges of the same type. I refer to the vertical member adjoining the king-brace, and figured A I, of which the cross section determines it to be intended for a strut. It is the custom in pin-connected bridges to construct this member as a tie, and not only so, but also in large spans to joint the tie itself midway, so as to preclude any compressive strain from taking place in it; the reason being that a compressive stress on the vertical would produce a transverse strain upon the lower chord H I K, for which it is not designed in ordinary bridges of this type, but only to resist direct stress. Would the distinguished engineer of the bridge favour your readers with some elucidation of this point ? (1) As to the nature and amount of the maximum stress upon A I; (2) as to what becomes of this stress after its action upon A I,

Richmond, November 6th.

THE PROELL ENGINE.

Sir,—Pardon my replying to your note in yesterday’s Engineer, you have quite missed my point. My letter referred to one from Mr. Kuhne, in which it is stated that the setting of the excentric by a governor in the fly-wheel has been attempted before. I wished to point out that not only has it been attempted, but, as you are aware, the arrangement was successfully worked out and patented many years ago by Mr Hartnell. The plan of putting the yalve excentric on a secondary excentric keyed to the crank shaft is, so far as my memory serves me, similar to that adopted on the Armington and Sims engine, as shown at the Inventions Exhibition.

16, Erskine-street, Leicester, November 6th, W. H. Tozer.

SUPERFICIAL AREAS.

Sir,—Touching “Fireman’s” query on the subject of Mr. James MacDonald’s superficial areas, if he will consider the side of the square to be divided for the purpose of making the rectangle, so that the larger portion is represented by m a and the smaller by (1 - m) a, then the area of the square is a², and of the rectangle a² (m² + m). The difference of area between the rectangle and the square is a² (m² + m - 1), and the ratio between that

m² + m

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speak of an enclosed space regarding the difference of area, for the side of the square may be so divided that the parts shall overlap in making the rectangle, as in the converse of Mr. MacDonald’s second case. The above expression for the area of the difference, a² (m² + m — 1) shows clearly that the difference will disapp if m³ + m = 1, in which case m = ‘618 approximately. If “ Fireman ” has a scale whereby he can measure to the thousandth of an inch, and will then cut his cardboard of 8in. square so that the two parts are (8 x ’618) and (8 x ‘382) or 4⁻944 and 3'05G, he will obtain practically perfect coincidence in making the rectangle.

Glasgow, November 7th.    F. Loraine, Lieut.-Col.

Sir,—The problems on superficial areas have been very easily solved; and the fact of their being easily solved is a cause of so many eager pens willing to render me the knowledge I applied for, and for which I am truly thankful. Before sending you the problems I sketched them several times. I knew of their fallacy, just in the same way as I know of the impossibility of making sixpence count sevenpence. All the same, I wish to thank Mr. Dixon and M. Burkhardt for their kindness in setting the question down so clearly.

The problem as it first stood is at once interesting, and will serve —until found out—as a mathematical puzzle. I thank you for the space and attention given.

Mary-street, East Hartlepool,

November 9fch.

MARCH ANT ENGINE—STEAM FEED V. WATER FEED.

Sir,—You ask whether, “ I mean to say that steam can be forced back into a body of water with which it is in contact, and from which it has been liberated, without any expenditure of power by the steam engine?” And I answer that I have never meant to say anything of the kind, or said it, or so far as I know implied it.

Referring you to the manuscript of my letter which appeared in your issue of November oth, you will find that I endeavoured to avoid such possible implication by double underlining the word “ loss ” on two occasions of my using it, and by underlining this word on the last occasion that I had to use it as follows:—I wrote on the first occasion, “ And what I have finally learnt is, How to return a steam feed to the boiler with less loss of power than is required to do the work of a water feed.” On the second occasion I wrote, “By which I return a steam feed with less loss of power than that required for a water feed.” On the third occasion I wrote, “ And with less loss of power than a water feed requires.” I so endeavoured to direct attention by the usual means to the fact that in each case the word loss commanded the sentence.

I will now endeavour further to elucidate the matter. I state in the letter referred to, “ The sensible temperature of the feed is that due to steam of the pressure to which it is finally expanded in the pump.”

And this was one important fact by which I was aided towards my final conclusion and effected demonstration of what the process was, and as to what the mechanical arrangements should be to effect it. For it proved that compression of the steam did not form part of the process, because, had this been the case, pression must have evolved the sensible temperature due to higher steam pressure effected.

At my ordinary working pressures of 450 lb. steam the charge delivered into the first pump—which is with little drawback a pure cylinder to the engine—would be above 100 lb. per square inch of pressure, and in this pump it would be expanded, and to the purpose of effective power, to say 301b. steam pressure, and after such expansion to the purpose of useful work, the charge is passed forward to the second pump, where it assists in its propulsion, the two pumps working together during the period such charge is being delivered from the first to the second—• one delivering and the other receiving, with the valve bet ween them necessarily open—and all the pumps work in such relation to each other. The sustaining air to the spring and one-third weight of water are supplied to the passage between the first and second pumps, and the air spring comes into action in the second, and whilst the air charge retains by its gravity a more elevated position than the steam does, both are compressed by the pump piston, the steam entering the water supply of its own temperature and the air, as a spring, giving the required pressure over and above that pressure remaining in the steam after its former expansion; and it so gives, as a spring, the additional pressure that is required to open the forward valve, and to deliver the elastic charge of steam and water forward to the third pump, which is retiring in time to receive it. There then occurs a proportion of relief to the charge which has been so propelled through the forward valve, followed by a certain springing into steam of the relieved and elastic charge, which acts on the piston of such third pump. On the return stroke of this pump the steam is again put back into its water, and the air spring again sends it forward to the boiler. Between the last pump and the boiler there is an air spring chamber to equalise the action.

As the air spring is the effective of the operation, and as it has been frequently demonstrated that the engine will not run for ten minutes without the small supply stated as that which is necessary to keep it alive, I may advantageously refer more fully to this air spring.

A sapient writer in one of your contemporaries asks, "Why not employ a spiral spring ? Although the absurdity of such a suggestion is evident, I may use this gentleman’s spiral spring suggestion in demonstration. You are the engine for the purpose, and with one application of your power you push down a spiral spring —will it not on the return stroke give back all you put into it by such compression, and with useful purpose if you can so apply it ? So with my air spring, there is little loss of power by its application. The air so compressed remains behind in the clearances of the pump, and gives back on the return stroke all that was put into it on the forward stroke. The engine power had to compress the spring, but if it immediately gives back the useful power expended, and so gives it back to useful purpose, what does it matter ?

Again, in regard to why the air spring only fills the clearances of the pump. This is a mechanical necessity of the application, for with air enough for the first delivery, all air that is over and above that required to fill the clearances of the pump has necessarily been passed forwards with the first stroke and charge, and all that is required is to maintain the charge of air so established, and to keep it alive by a supply in excess of its natural waste.

I may in conclusion repeat my answer to what you ask:—1. The engine has to give out useful power to the purpose of compressing the steam into its water by the application of a power which is very little over the finally expanded steam pressure on the pump piston, and also for the pressure required on the air spring. 2. That this finally expanded steam pressure has already done its useful work by its action in the pumps—as the steam charge does also to any extent of its expansive use—before it is so compressed. 3. That the air spring immediately gives back, and to useful purpose, that which had been put into it. 4. That therefore the whole action may be expressed by the admitted action of a “ fly-wheel,” into which you put power which shall be advantageously returned to you at some other period of the same revolution. Indeed, in a fly-wheel it is stored for longer than this, and with actual ad tage.

And so I refer you again to the figures of the practical demonstration by which I showed you at the end of my last letter that the necessary result of such attainment must be 6-H. P. out of the coal, by which 1-H. P. is now obtained with the best water feed practice. So that a horse-power of work will yet be got on my principle out of one-third of a pound of coal, the present application of the principle being of a necessarily infantile character. So that the “ Ideal” engine of the future will have to be reckoned on a steam feed basis, and not on a water feed basis.

November 10th.

[The letter of Messrs. Alabaster, Gatehouse, & Co., which we publish above, appears to render comment on Mr. Marchant’s letter unnecessary.—Ed. E.]

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Tandem Engine—The Westinghouse Brake Chatham, and Dover Railway—Charging for Entry Directories—Railway Bridge over the Riachuelo-Engine—Superficial Areas—Marchant Engine: Steam-feed v.

Water-feed..........................

Lock Gates—Street Lighting—An Old Puzzle about the Strength of

Beams—Rc Railway Couplings................

The Marchant Engine ......................

Leading Articles—The Institution of Civil Engineers—Steel Projectiles and Armour......................

Naval Organisation—The Canvey Island and the London Sewage.. 390 Lower Thames Valley Sewerage—Dangerous Omnibuses—Northern Port Facilities

393

391

391

391

392

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395

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TIN WIRE.

Remittance by Bill on London.—Austria, Buenos Ayres and Algeria, Greece, Ionian Islands, Norway, Panama, Peru, Russia, Spain, Sweden, Chili, £116s. Borneo, Ceylon, Java, and Singapore, £2 Os. 6d. Manilla, Sandwich Isles, £2 5s

Oil

mer-

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

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PUBLISHER'S N0TI0E.

*** With this week's number is issued as a Supplement, a Two-Page Engraving of the Compound Pumping Engines for the Amsterdam Waterworks. 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, November 12th, 1886.

Visits in the Provinces...................

The Triangulation and Measurement of the Forth Bridge The Abt System of Combined Rack and Adhesion Railways for

Steep Grade Lines. (Illustrated.)...........

The Hudson Bay Railway. (Illustrated.) .......

A Cracked Steel Plate.................

Railway Matters—Notes and Memoranda—Miscellanea    .. .. 385

Greenwood and Batley’s High-speed Engine. (Illustrated.).. .. 386 Boiler Explosions Multiple Drilling Machine for Drilling Carding Engines. (Illus.) 3S7 Rack Cutting Machine Pumping Machinery, Amsterdam Waterworks. (Illustrated.) .. 387 Letters to the Editor—Triple Expansion Stationary Compound

on the London, of Names in —The Proell

388 392

389

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

August Borsig .......................j ..

The Consumption of Fuel ..    ..    ................

Mason’s Improved Stone-breaker. (Illustrated.) ........

Stopes’ Malt-cleaning Machinery. (Illustrated.) ........

The Inventor of the Iron Ship..................

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and other Districts..................

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

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

Paragraphs—Naval Engineer Appointments, 394—Our Embryonic Navy, 394—Liverpool Engineering Society, 394.

Two-page Supplement — Compound Pumping Engines for the Amsterdam Waterworks.

T0 CORRESPONDENTS.

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C. J.—The greatest depth below the normal level of an ordinary leave in the open sea is about 10ft.; that is to say, the total height from valley to crest would be about 20ft.

D.    R. (Gordon-square).—The breech mechanism of British and foreign B.L

guns is described and illustrated in a paper read by Colonel Maitland Superintendent of the Gun Factories, in the “ Journal ” of the United Service Institution, 1884, vol. xxviii., No. CXXVI., entitled, “ The Heavy Guns of 1884.” It will be doubtless very fully dealt with in the official treatise “ On the Construction of Ordnance," new edition, which may be out at any time. Clowes and Son, Charing-cross, and Harrison, Pall Mall See also The Engineer, Oct. 20th, 1880, p. 323; July 29th, 1881. v 73 and 77; July 27th, 1884, p. 488.    ’ P

(To the Editor of The Engineer.)

Sir,—Can any reader inform me •where tin wire of about 16 b w u can he obtained in quantities? It is necessary for tlio material to be absolutely pure and the gauge uniform.    oTlwm.r

November 2nd.    stannum.

PLOUGHSHARE IRON.

{To the Editor of The Engineer.)

p.os^VlSrC.to5^5«₁l™TMSALtSCiS

Cto^N.vmi,‘?Ithrardi‘1S’ Ir0“ “d Coid Comp”y'

FERRO-SILICON.

{To the Editor of The Engineer.)

SiR»—In reply to “ Go Ahead’s ” letter in your issue of the 5th Nov.. I wish to say that if he will apply to the Mostyn Coal and Iron Company Mostyn, North Wales, he can obtain the ferro-silicon he requires.

. November 5th.    _ W I P S

{To the Editor of The Engineer.)

respecting th^uso^f ^fe^o⁶ mPUt    ^dincorrfe8pondeni “ 9° Ahead ”

street, London.    Iron AND gTEEL Manager.

Newcastle-on-Tyne, November 6th.

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MEETING NEXT WEEK.

The Institution of Civil Engineers, 25, Great George-street, Westminster, S.W.—Tuesday, Nov. 16th, at 8 p.m.: Ordinary meeting. A series of six papers will be read “ On Concrete, as Applied in the Construction of Harbours at Quebec, Colombo, Newliaven, Wicklow, Fraserburgh, and Lowestoft,” by Messrs. Kinipple, Kyle, Carey, Strypo, Willet, and Langley, MM.Inst. C.E. Friday, Nov. 19th, at 7.30 p.m.: Students’ meoting. Paper to be read, “Diamond Mining in Parana, South Brazil,” by Mr. Arthur J. Russell, Stud. Inst. C.E.

THE ENGINEER.

NOVEMBER 12, 1886.

THE INSTITUTION OF CIVIL ENGINEERS.

The Institution of Civil Engineers field its first meeting in tfie session 1886-7 on Tuesday evening, and one of the best known of its leading members, Mr. Edward Woods, gave fiis address as President. With a list of predecessors in tfie chair of tfie Institution extending back to 1820, and after an equally long list of presidential addresses by men of known ability, a new President finds himself in the position of the after dinner speaker called upon after every suitable subject has been worn threadbare. The difficulty which attaches to an address becomes yearly greater if he who delivers it feels called upon to say much that is new in treatment as well as in subject. Mr. Woods did well Tuesday evening to confine himself chiefly to railway intercommunication, for there is no one by whom engineers would with greater pleasure be reminded from personal experience of the steps by which the now great railway systems of the world have been established, or of what may be called their babyhood and childhood. Mr. Woods glanced at all the salient points in the history of over half a century of the greatest civilising influence the world has known, and in all this long peep through the corridors of engineering time he was able to appeal to his own personal connection with railways, beginning as it did in 1830, when he entered into the service of the Liverpool and Manchester Railway. He took his hearers back to that time when the genius and energy of a few men opened up one of the grandest fields for enterprise and occupation the world ever witnessed, and of the time when, with very meagre facilities, these men overcame great difficulties, and did things that were really new; to the time when “the vast capability of railways for the transport of chandise as well as of passengers was foreshadowed, and the assertion fortified by a reference to what was then sidered an extraordinary performance, namely, that of ‘ a and powerful locomotive engine, the Samson, made by Messrs. Robert Stephenson, which conveyed a load of 107 tons of merchandise from Liverpool to Manchester, at an average speed of twelve miles per hour, having been assisted in the ascent of the Rainhill incline plane— lj miles of 1 in 90—by three other engines.’ The experiment, as the report—of the directors of the Liverpool and Manchester Railway six months after its opening—goes to state, exhibiting ‘ a practical answer to the confident, but ignorant assertion, that railways are not calculated for the conveyance of heavy goods.’ ”

This was a time when engineers had to fight hard to convince the public and the Parliament of the real and future possibilities of railways, and when no one would have believed that they would have become the universal system of inland transport in fifty more years; the time when engineers and deputations from Canada, from the United States of America, from France and other tinental States, flocked to England to study the working of the new system. Amongst these was M. de Pambour— afterwards Comte de Pambour—an officer of the French Government. .He spent many weeks in investigating all the. details of . its working, in recording the performances of its locomotives, and afterwards published—in 1836—a book, “On Locomotive Engines on Railways,” a book which put a little more science in the hands of the locomotive engineer than had hitherto been used, and thus Pambour took the place which the scientific man has generally taken, namely, of the improver, not the originator, the provider of tools to work with after the practical man has made a new thing.and shown what tools are wanted. Mr. Woods reminded his hearers of the experimental stages through which permanent way had passed—the fish-bellied rails of 35 lb. per yard, and chairs on stone supports, of wood sleepers only used for temporary purposes, of Hartley’s stone walls on the Bolton and Manchester line, of Brunei’s longitudinal wood sleepers on piles at short intervals, and the ultimate adoption of the wood sleeper alone, after very great expense, except on the Bolton and Manchester line. Mr. Woods could recount the experience which gradually increased the weight of rails from 35 lb. to 50 lb. on the Liverpool line as engines grew in weight, and afterwards to 62 lb., and finally to 72 lb., and the heavier type now in use; the gradual decrease in the price per ton of the rails, and their price now, made of steel, at a little over one-third the price paid for those on the Liverpool line in 1839. The battle of the gauges which cropped up after Brunei’s adoption of 7ft. for the Great Western line was one of those questions which seem to have caused hardly a thought before the great disturber of ordinary notions as to size came on the scene, and can only now be said to have settled itself by selective expediency.

The construction or evolution of the locomotive was dwelt upon by Mr. Woods with interesting historic particulars and instructive comparisons; the slow but constant growth from 7'5 to 45 tons weight, from 7 to 20 square feet of grate surface, and from 300 to 1400ft. of heating surface, of the improvement of the Liverpool and Manchester slide valves, by which a great saving of fuel was made by giving a free exhaust not hitherto obtainable, strange as it may now seem; of Gray’s first use of high-pressure and expansive working; of Howe’s invention of the slotted link motion, an invention the value of which was not then realised; all these, and a great many points of greatest interest in the years that included the work of the many whose names are inseparably associated with the locomotive, Mr. Woods touched upon, down to the present day of compound engines of great weight, heavy inclines, and high speeds. His reference to the old rolling stock makes us feel that we are thankful that the carriages are not now considered satisfactory or otherwise by comparison with the inside or the outside of the old stage coach.

Turning from the construction of railways and stock at home in the earlier times, Mr. Woods dwelt at length upon the establishment and the possible extension of railways abroad, and especially in our colonies. He referred especially to the remarkable energy which the Canadians had put into the construction of railways, and the vast growth of railway traffic in that colony, and he gave a mass of statistical information concerning the lines, their traffic, cost, gauge, and extensions in the Australias, New Zealand, the Cape, the sugar countries, and India, which must for a long time prove to be a rich quarry for the paragraphist. Finally, he referred to the great Nile irrigation works, and time prevented his dealing with much more than a half of that with which he was prepared.

The history of the rise and progress of railways must long remain a most interesting subject to all men, and Englishmen in particular; and it is the more interesting to the hearers when dwelt upon by one who has been for upwards of half a century one of the leading makers of that history.

STEEL PROJECTILES AND AEMOUR.

“ It is safe only to prophesy after the event,” is a well-known saying; but every rule has exceptions, and such are found with regard to the progress of so conservative a body as our English authorities. In artillery matters it is sometimes both easy and safe to foretell the introduction of new designs. It occasionally happens that some material or some design has been tried abroad, and fully shown to be the best of its kind. Then follows a time when our authorities fight a hard battle for some inferior article that ought to go out at once, and that we can see must go out eventually. This is the moment to prophesy. We will give examples. In 1880 it was obvious that steel had been proved superior to wrought iron for ordnance, and must eventually be adopted. We felt safe therefore in predicting it, and in The Engineer, July 30th, page 80, we wrote: “The introduction of built-up steel guns is a mere question of time;” and in the end of 1882, nearly two years and a-haif afterwards, wrought iron went out and steel came in, although it had been stoutly opposed by some high authorities. At the time the change was completely carried out only by the skill and tact with which it was advocated; but while delay would have caused great mischief and loss, it was inevitable that steel should at last be adopted.

With projectiles almost the same story may be again told. Chilled iron shot got their points into soft wrought iron armour, and received support laterally, before they met with sufficient resistance to break them up. Consequently their brittleness did not formerly tell against them as much as might be expected, while their unrivalled hardness enabled them to perforate well, and hold their own fairly, even when compared with the best steel shells, for many years. As soon as steel-faced, solid steel, and Griison’s chilled iron armour came in, the day of chilled iron shot was over. Resisted abruptly as soon as their points met the hard face of such armour, their want of tenacity caused them to break up before they could deliver a due proportion of their energy at the point of impact. It was only necessary to see a few experiments to be in a position to prophesy again. In 1879 Krupp attacked a chilled iron shield with chilled shot, but was sufficiently astute to change his plan and substitute steel after a few rounds ; and the lesson was read by lookers on, although quite beside the principal object of the experiment. Then it was safe to predict the adoption of steel shells—although up to the present time we question if a single one has been made in the Royal Arsenal, and but few purchased.

In the end of 1882, Schneider’s steel armour behaved so well at Spezia that, although the Italian Government adhered to their preference for steel-faced plates, the gravest doubts suggested themselves to many whether sooner or later steel would not displace iron for armour as well as for projectiles and guns. On January 12th, 1883, we discussed the adoption of steel for ordnance, projectiles, and armour, when we observed: “The application of steel, however, will not be confined to guns and carriages. . . . Steel is necessary to destroy hard armour of any kind,” and steel, we argued, was desirable also for common shell and shrapnel; and we pointed out that Sheffield armour might eventually be made not only with a steel face, but with steel of some quality throughout. “ If,” we asked, “ steel has greater tenacity and greater elongation than wrought iron, will it not in the long run make a better foundation-

to the estimates is deprecated. It is not easy, how- J Board is that if it does, the works which form the pre-ever, to understand how adequate numbers can be liminary stage will not be lost, but will take their place as provided without some such increase. The country has an integral part of the permanent plan. It may be that clearly recognised that a larger annual vote must now be the Board is already taking thought for the morrow, and devoted to the Navy than sufficed ten or fifteen years ago, anticipating what may possibly be demanded at its hands, and holds the head of that Department responsible for its The Royal Commissioners have declared that mere efficiency in all branches. The fact is, a thorough reor- chemical treatment is insufficient, if the effluent is to be ganisation of the Navy is required, instead of the continual discharged at the present outfalls ; but it would be tinkering to which it has been subjected for the last twenty adequate for the purpose if the point of discharge were years. Absence of any reserve of officers is only one of removed to some spot “ at least as low as Hole Haven.” many startling defects. The reckless manner in which Hence, if the requirements of the Royal Commissioners retirements were effected when it was thought desirable are to be fulfilled, the Board must either find an area of to reduce the Active List in 18*70 now bears fruit. No land near the present outfalls sufficient for the filtration other word than reckless can describe the policy by which of the whole of the London sewage, or the northern and a number of men, at an early age, became pensioners of southern sewage must be united by means of a tunnel the State, without any system by which their proficiency under the Thames, and carried down the river to could be maintained and services utilised in time of need, a point which can scarcely be any other than Canvey It culminated in the retirement of a number of Sub- Island. Even then there must be a separation of the solid Lieutenants, who, having just acquired at the country’s from the liquid portion of the sewage, for the Commis-expense sufficient knowledge of their profession to render sioners distinctly say that it is neither necessary nor justi-them useful, were permitted to leave with £90 a year for liable to discharge the sewage of the metropolis in its life !    crude state into “any part” of the Thames.

In the evidence given before the Royal Commission several engineers of eminence proposed plans for taking the London sewage to Canvey Island. Lieutenant-Colonel Jones, V.C., presented what the Commissioners call “an elaborate and ingenious scheme ” for this purpose. Mr. Bailey-Denton had a somewhat similar plan, and since that period these two gentlemen have combined their ideas, so as to produce a scheme which is urged upon the attention of the Metropolitan Board as fulfilling all the conditions of the Royal Commissioners. But the Board has prepared its own plan, and has treated the Canvey Island scheme as something altogether superfluous. Second thoughts appear to have intervened within a recent period, and Colonel Jones and his colleague have been encouraged to lay before the Board sundry particulars as to their project, accompanied by an offer of further information if required. The additional details thus promised are at present withheld, with a view to their examination by an independent engineer of eminence, should the Metropolitan Board be pleased to consent to such an arrangement. The particulars already furnished are by no means scanty, and the more technical details may be very well reserved for professional examination. It is assumed that all the sewage now discharged into the Thames at Barking and Crossness shall be carried forward in its crude state to Canvey Island, by an extension of the sewerage and by pumping, as estimated for by Sir Joseph Bazalgette. This is rather an awkward issue for the Metropolitan Board, as it would nullify all the proposed expenditure for precipitating tanks at Barking and Crossness. The estimate for the works requisite to carry out the purification of the sewage at the present outfalls was given in one of the official reports at ,£1,140,000. To throw away anything like such a sum as this would be a serious matter. Such an outlay should only be borne as part of a permanent scheme. The Royal Commissioners were willing to entertain the idea of having the sewage purified at the present outfalls, the effluent to be conveyed down to the estuary for final discharge. But they did not say that this would be the best plan. They simply left it an open question, to be decided by a due regard for cost and other considerations. The disposal of the sludge affects this part of the problem, and as this involves the treatment of 3000 tons per day, the difficulty is considerable. But Colonel Jones provides for the sludge, and may be said to want it, his object being to use it in such a way as to raise the level of Canvey Island, so that instead of being a miniature Holland it shall be transformed into terra firma of the higher order. There will be no “ pressing ” of the sludge by means of machinery, and no carrying of it away, either wet or dry, in ships, for the purpose of throwing it into the sea. The crude sewage being brought to the spot, the. solid portion is to be there separated from the liquid by simple deposition, possibly quickened or deodorised by chemicals under special conditions. This process is to be effected in earthen basins, designated “deposit basins,” formed by digging into the earth and raising banks or walls round the excavation by means of the material extracted. The solid matter of the sewage will remain in these places as it settles, and the effluent will escape through proper materials into the estuary. The available area is shown to be ample, not only for the sewage of London, but also for that of the Lower Lea Valley. An extension of the drainage area to be relieved by the Canvey Island scheme forms an auxiliary feature of the project, and as such is one of its recommendations.

The financial aspect of this question has unquestionably influenced the Metropolitan Board very materially in its proceedings with reference to the outfalls. A Committee of the Board reported some time ago that according to.an estimate submitted to them, the annual cost of treating the sewage at the present outfalls, including interest on capital, depreciation of plant, wear and tear, and all other expenses, would amount to £118,000 per annum. This put in contrast with a plan laid before the Royal Commissioners by Sir Joseph Bazalgette, whereby the sewage was to be conveyed to Thames Haven, and there discharged into the river. Including treatment by precipitation at the spot, the cost of Sir Joseph’s scheme reckoned at no less than £215,000 per annum, or nearly £100,000 more than the annual charge connected with the treatment of the sewage at the existing outfalls. In another report we find the first cost of conveying the sewage to Thames Haven estimated at £3,366,000. This doubtless includes the cost of sewage reservoirs, which would be saved if the sewage were carried on to Canvey Island. Colonel Jones and Mr. Bailey-Denton estimate the cost of acquiring the whole of Canvey Island for the purposes of their scheme at £230,000. With 10 per cent, for contingencies, the island may be re-sold to the Metropolitan Board. Other items bring up the total to £267,017. This amount, if raised at 3 per cent., would involve an annual charge of £8010. The purchase of the island for this sum can only be ensure^

CANVEY ISLAND AND THE LONDON SEWAGE.

Whether any particular significance be attached to the circumstance or not, it is nevertheless a fact that the Metropolitan Board is at the present time giving further attention to what is known as “ the Canvey Island ” scheme for the disposal of the London sewage. On the other hand, there are no signs that the Board is in any way slackening its efforts to carry out the engineering works requisite for giving effect to the plan of precipitation and deodorisation at Barking and Crossness devised by its chemist, Mr. W. J. Dibdin. The Board is evidently alive to the necessity of taking prompt action of some kind or other to preclude further complaint as to the state of the Thames, and is probably proceeding under the impression that, whatever may have to follow, it is desirable to push forward as rapidly as possible with the work it already has in hand. That which the Board is now doing has the sanction of the Royal Commissioners as a temporary measure. The only question is whether the Board can justify the present undertaking as a final and permanent scheme. If the treatment of the sewage at the existing outfalls by chemical means, and the discharge of the effluent at Barking and Crossness without supplemental filtration through land, fails to protect the Thames from pollution, something else must follow. The expressed opinion of the Royal Commissioners is that this “ some-extenffiyg addition thing else ” must really come to pass, and the hope for the

plate for armour ? Will it not as certainly replace wrought iron on this scale as in boiler-plate ?” If it was easy to predict that steel would come in for projectiles and armour in the beginning of 1883, what should we sayinthe summerof 1886, when our Royal Laboratory was still making nothing but chilled iron shot, and Sheffield was still supplying us with compound armour. We say was, for an order has recently been issued stopping the manufacture of the chilled iron projectiles. The inventor, the late Sir William Ralliser, in 1880 had recognised that ordinary chilled iron projectiles were useless against hard armour. This had been proved to be the fact again and again abroad. The case against them was completely established. How came it that we clung to them year after year ? and having found them so endearing in their inefficiency, why do we suddenly discard them now ? We think this can be explained. Our steel-faced armour, though hard in its face, as a mass has not at all the “ bone ” and stiffness of steel, much less of chilled iron shields. Consequently it turned out that we were able, by a sort of perverted skill, to improve our chilled iron projectiles sufficiently to get perforation to a considerable extent in our experiments at Shoeburyness. We consider it perverted skill, and we always regretted such success; because it did not appear probable that we should fire our own projectiles against our own ships, and they would be almost useless against the new steel armour adopted for foreign vessels, and quite useless against chilled iron coast forts. At the present moment most armour-clads are sheathed in iron, but the best foreign vessel of the future will have steel armour. We hoped that the feeble nibbling at steel which was going on in this country would eventually shape itself into something definite, and at last it has come. Some Holtzer and Firminy steel shells have been tried at Shoeburyness, with results which have settled the question. Fired from a 12in. gun against a 16in. compound plate 5ft. square, each projectile passed through intact, breaking up the plate, the former splitting against an old shield standing behind the target-plate, while the latter, happening to find a weak place, remained unbroken. Now while the projectiles might undoubtedly be expected to be a match for the plate in each of these cases, the fact that each shell held together and had the spare work in it that was exhibited, was startling when compared with the behaviour of our own projectiles.

Some months ago a competitive trial of steel projectiles from 15 cm. (5‘9in.) guns took place at Spezia. Fired against a steel 19in. plate, many of them entered to a depth of about 9in. and rebounded, without showing fracture or deformation. The whole of the projectiles supplied from Krupp behaved thus. In fact the Italian Commission considered that Krupp had beaten Holtzer, because, while the projectiles of the latter had in some cases done as well or better than Krupp’s shell, the uniform success of Krupp showed that he had arrived at a certain quality which could be reckoned on. In fact, his projectiles seem to have been regarded as an established article of supply, while those of Holtzer varied much, and were considered to be in an experimental stage. Supposing then that Krupp’s projectiles are practically about equal to those of Holtzer, it is clearly time for England to be in earnest; for it must be borne in mind that, for want of encouragement, our steel-makers have done little or nothing as to projectiles, while those on the Continent have pushed on with great success. Ten years, or even seven years ago, Whitworth’s steel shells were regarded as almost unrivalled. Now they are nearly forgotten abroad. We hear of one of our highest naval authorities stating that the French projectiles are capable of piercing our armour, and ours are incapable of piercing theirs. This is, happily, only true in certain cases yet; but it will represent the normal state of things if we do not bestir ourselves. Let us hope, then, that we shall hear of active efforts to push forward our supplies of steel projectiles for the service, both in our Arsenal and in private factories.

NAVAL ORGANISATION.

The confidential memorandum submitted by the Junior Naval Lord of the Admiralty to his colleagues, and published lately in an evening journal, embraces matter of great importance. That somebody has been guilty of a grave breach of trust is also apparent, and we trust the culprit may be discovered and punished. But as the article has thus been given to the world, and we may be sure well digested by the naval Administrations of other countries, there seems no reason why it should not be subjected to comment and criticism at home. One thing will be generally conceded, that the appointment of the author to a seat at the Board at so early an age has been fully justified, and it affords a precedent worthy of continuation.

A mobilisation scheme for the Navy, as this minute clearly advocates, is a vital necessity, and has often been urged by influential writers in the public press. But any coherent plan of this nature assumes the possession of material to give it tangible shape, and this does not yet exist. A celebrated Jingo song declared we had got the ships and the men, but it is doubtful if we have either at present, aud hence a scare is bound to find us in difficulties. Elaborate plans of naval campaigns may be framed suitable for every month of the year and all parts of the world, but with our existent means their practical value would be small. It is disappointing, therefore, to find that after pointing out all our deficiencies, Lord Charles appears to find a cure in- an extension of the Foreign Intelligence Committee and the expenditure of £2251 per annum. An additional admiral and commander will suffice to produce order out of the chaos in our naval organisation! The suggestion is a valuable one, no doubt, as must be any that tends to the further utilisation of unemployed officers ; but we must go much beyond the creation of a headquarter staff to place the Navy in a state of readiness for war. A similar vein pervades the remarks on our deficiency in 'personnel, After pointing out that the number of lieutenants, engineers, and •warrant officers is insufficient for a speedy mobilisation, any increase that may involve an

We have, it is true, the Royal Naval Reserve, in which are about 80 Lieutenants and 100 Sub-Lieutenants; butmany of these are past their prime, and the knowledge they possess of modern guns and torpedoes is of an extremely limited description. A glance at the “ Navy List ” will show what difficulty there would be to find lieutenants if we desired to commission a dozen large ships to-morrow, in addition to numerous small craft; and the want of officers was felt even with such a small matter as the campaign in Egypt and the blockade of the Greek coast. As regards men, our only real reserve is the Coastguard. They are certainly efficient, but few in number. The Royal Naval Reserve has not been developed in a manner to render it of much service to this country in case of war, as the amount of drill the men undergo annually is inadequate, and usually carried out with obsolete weapons. It is probable also that no arrangement exists by which the Admiralty is kept informed weekly of the number and whereabouts of the men available in view of an emergency.

The Royal Naval Volunteers have received little encouragement from successive Governments in their patriotic efforts to augment our maritime power. But there is no doubt that this country, not having conscription for Army or Navy, must always depend much on voluntary assistance if any serious call was made upon her naval and military strength. We have in our Volunteer army a most useful adjunct to our military forces, and a corresponding reserve is required for our navy. It is strange indeed with the sea proclivities of the inhabitants of this island, the number of yachts maintained showing that it extends from the highest to the lowest, and the large proportion of population directly or indirectly connected with the sea, that so little has been done to utilise this latent power. Coast defence might in a great measure be provided for at no great cost by voluntary effort if organised with intelligence and tact. In lieu of periodical drills in hulks or sheds with annual cruises in obsolete gunboats, the Gorgon, Hydra, Hecate, and Cyclops should be stationed off London, Liverpool, Bristol, and Greenock, for use by the respective brigade of naval volunteers in those districts. A very small permanent staff only would be required for instruction to keep ships, engines, and guns in order, as well as to assist the Volunteers when under way. Once a year all four vessels could rendezvous at some point, and carry out evolutions in view of an expected invasion. In course of time other posts should be similarly provided and supplemented with guard and torpedo boats exercised in the same way. A special branch for submarine mining should also be created. Thus we should have coast defence as a reality in lieu of its shadow, and the Navy would be enabled to direct its undiminished strength towards offensive operations, and the protection of that commerce on which our existence as a nation depends.

Should some such steps not be taken as we have indicated, there seems no alternative but to introduce short service for the Navy, or institute a more ultimate connection between it and the mercantile marine. The adoption of either plan would involve an entire reconstruction of our naval system, in which numerous obstacles would be encountered. The question, indeed, is of such magnitude that it might be submitted to a comprehensive Committee charged with the duty of ascertaining whether our Navy has sufficient power of expansion if this country were suddenly involved in a great war.

was

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The effluent water is to

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by the exercise of the acquired option before June next. Permanent work will cost £1,040,000. The extension of the sewerage from London to Canvey Island is estimated to cost £3,250,000. Working expenses are put at £20,000 per annum, and pumping at £41,141. Altogether the total annual expenditure appears as £197,851, equivalent to rather less than l£d. in the pound on the rateable value of the metropolis and the Lower Lea Valley. The scheme is intended to remove, “ for a constancy,” the whole of the dry-weather sewage now discharged from Barking and Crossness, and from Tottenham and the other towns below Waltham, in the Lea Valley. The project has undoubtedly been prepared with great care, and nothing but expense seems to stand in the way of its adoption, supposing it to be satisfactorily shown that no nuisance would arise from the proposed method for purifying the sewage. The isolated nature of the spot, and the absence of any immediate population, is in favour of the project so far as this consideration is concerned.

LOWER THAMES VALLEY SEWERAGE.

The engineering scheme by which Mr. Mellis, C.E., proposes to deal with the sewerage of the Lower Thames Valley, or at least that part of it comprised in the parishes of Richmond, Mortlake, Kew, Barnes, and Petersham, appears to be more extensive and important than has generally been recognised. Hitherto unpublished details were laid before Mr. Arnold Taylor, at Richmond, on Wednesday last, when he held a Local Government Board inquiry into the application of the Urban and Rural Authorities of the Richmond Union to borrow, for the purposes of the scheme, the sum of £100,000. It appears that the sewage from the district interested enters the Thames by some twenty-five outlets, and it is intended by the scheme to intercept all this and to prevent its discharge into the Thames. The new sewers are designed to serve a possible future population and to convey the sewage proper in twenty-four hours, and they have a discharging capacity, if running full during twenty-four hours, at the rate of 10,912,180 gallons. All the sewers will have self-cleansing velocities, varying from 2ft. to 3ft. a second when running a third full. They will be almost entirely built in tunnel in the London clay by means of shafts averaging about seventy yards apart, and each shaft being made with a manhole. The total length of sewers is 797l£ yards, and the cubical contents about half a million gallons. With a velocity of 2ft. per second, the sewage from the most distant parts of the district would take three hours to arrive at the precipitation works. The sewage will be brought by gravitation to the pump-chamber at one precipitation works. The floor of the pump-chamber is 25ft. below datum, and 37ft. below the surface of the ground. From this chamber the sewage would be lifted by pumps a height of some 40ft. into the works and tanks. Provision is made for pumping at the rate of 8,068,580 gallons in twenty-four hours, and the pumping power provided is 114 horse. It is intended to set up three compound horizontal condensing engines, with three sets of pumps, each set to consist of two single-acting pumps. The pumping machinery together is capable of lifting at the rate of 13,000,000 gallons in twenty-four hours, or 2|in. of rainfall in twenty-four hours. The site of the precipitation works contains about eleven acres, of which the necessary buildings cover three and a-quarter acres. The works will be raised one foot above the highest flood level of the Thames, and the following machinery is provided for :—Three sets of engines and pumps, three boilers, each 100-horse power; two 10-horse power steam engines, to work singly or together; two steam pumps of 14-horse power, to lift effluent water; and efficient modern sludge-pressing machinery, including three 30-chamber 36in. square presses; one set of hydro-pneumatic forcing receivers; one sludge pump; one air pump; one steel air receiver, and other pieces of machinery. The sewage will be treated with chemicals, mixed, strained, and passed to precipitation tanks with a capacity for 1,210,000 gallons, be thoroughly filtered, and then discharged into the Thames. The resultant sludge, which will be delivered from the presses in the form of solid cakes, will be utilised for manurial purposes. It is estimated that the pressed sludge will amount to about nine tons per day. As a further indication of the importance of the scheme it may be mentioned that the sewers and manholes will cost over £35,000, and the pumping station £13,680. The total cost of the scheme is within about £20 of £100,000; out of which sum £12,500 is for land and compensations. It is estimated that the total annual expenses will require a rate of about 6£d. or 7d. in the £. The promoters desire the repayment of the whole loan to be spread over a period of sixty years. The decision of the Local Government Board is anxiously awaited by a population of about 50,000, who, after many unsuccessful efforts in a similar direction, look to this latest engineering project to put 'their district into a decent sanitary condition.

DANGEROUS OMNIBUSES.

We have very good reason to fear that sooner or later a serious accident may result from the use of the system now so much in vogue of seating passengers on the tops of omnibuses. The demand for more room inside has resulted in augmenting the height of the roof to a considerable extent. In the old-fashioned omnibus the passengers outside sat back to back, and the “ knife-board ” being close to the roof was very low. The stability of a vehicle is assured until a line suspended from the centre of gravity falls outside the base. Now, it will be readily understood that the higher the centre of gravity, other things being equal, the greater the danger of an overset, and the height of the centre of gravity of the newer omnibuses with a full load of passengers outside is much in excess of what it once was. The driver, moreover, is rather farther from the ground than he used to be. The latter sat very little below his passengers, but the former is very much below them, an additional proof, if any were wanted, that the load is carried higher on the road car than of old. But this is not all. The arrangement of the “knife-board” effectually prevented one side of the omnibus being much over-balanced by all the passengers taking one side, but this is not the case with the new carriage. Let us suppose two boats, one of which has a straight thwart down the middle over the keel, while the other has seats arranged in the usual way. It is evident that the former would be by far the safer craft of the two as regards overturning. We now and then find an omnibus with all its passengers outside. The centre of gravity is then dangerously high, and an accident may readily happen in a street rather more curved than usual, or by a wheel getting into a rut, or on to a gully-trap grate. As to the consequence wffiich may ensue if an axle breaks, the less said the better. The fore-wheel of an omnibus broke the other day in the Old Kent-road, with the result that the omnibus was upset, and that some thirty passengers were more or less hurt. A gentleman and lady had to be removed to the hospital, and not a few of the passengers will bear traces of the accident to the last days of their lives. It ought to be possible to build an omnibus with a maximum of comfort and safety, but it does not seem that it is. Impunity renders builders audacious. It is time that attention was directed generally to the fact that some—we do not say all—of the public vehicles recently put into the streets of London are unsafe, and indeed could not be used at all save on roads with a very flat cross-section.

NORTHERN PORT FACILITIES.

There is at some of the north-eastern ports just now a tardy attempt to meet the requirements of modern shipping by the improvement not only of the ports, but also of some of the facilities of shipment. On the Tyne the River Commission has decided to remove a projecting point and the present coal staiths near it, and to provide new staiths. At Blyth there is an extension of coal shipping facilities ; on the Tees the same is being urged, and the shippers at West Hartlepool are greatly discontented with the antiquated coal staiths there. Coal is one of the chief articles shipped at the northern ports, and it is certain that at some of them there is anything but a proper appreciation of the need for improvement in the machinery for placing it on board the steamers which are so fast taking the place of the sailing vessels of old. The Tyne has in Tyne Dock a place for the shipment of coal, which has been described as one at which “ coal can be shipped cheaper and more expeditiously than at any other port.” The Wear, too, has good facilities of shipment, but the other ports are far behind. At Hartlepool the drops are still retained in large degree, and the few “spouts” are not adequate for a coal shipment which, though shrunken, is still over a million tons yearly ; and some of them are such that the coal is much broken in shipping. Now it is evident that there is likely to be a growing competition, not only between ports and districts, but between nations, in the oversea coal trade. The latter is of the utmost value to this country, for it secures at all times a return cargo to the steamers coming to our ports ; and it is therefore imperative that there should be the ability to ship the coal as cheaply and in as good condition as possible. The coal staiths and drops which did duty thirty years ago when collier ships were almost the only carriers, are now no longer sufficient, when we have steamships of many times the tonnage and of different proportions. Speed in loading, cheapness of transit from the pits to the ports, and ability to ship as little broken as possible, are essential now, and it should be a national desire to make our coal ports efficient in fulfilling all the needs of the receivers of coal. There is much to be done to make it so, and the North should set the example, as it is from it that the coal trade emanated, and from it that the coal supply is still most largely derived by sea.

LITERATURE.

Transactions of the American Society of Mechanical Engineers.

Vol. vi., 1885. Published by the Society, New York.

This is a large octavo volume of 887 pages, well printed upon excellent paper, and illustrated by 242 engravings. The subject-matter comprises the usual report of routine proceedings at the beginning of the first meeting, or, as termed by English societies, session; after which comes a very excellent address by the President, Mr. John Sweet, of Syracuse, N.Y. The volume includes the proceedings of the two sessions into which the year’s work is divided— namely, that from November, 1884, to the end of the year, the meeting being held in New York; and that opened in Atlantic City on May 26th, 1885. During the first session fourteen papers and one committee report were read and discussed, and the same number, minus the report, during the'succeeding session. We have noticed one of these papers —namely, that on “The Worcester Free Technical Training Institute,” in a recent impression. We may in future impressions notice one or two others of the more important papers; but at present we may say that the volume, if properly bound in stiff covers, will form a valuable addition to every engineer’s library. The papers are well and fully illustrated by excellent engravings, and there are also several elaborate tables and graphic diagrams. Amongst the papers is one on “ The Friction of Lubricating Oils,” by Mr. C. J. H. Woodbury, of Boston, and is the second on the same subject by the same author, the first having been read by him before the Society in November, 1880, and published in the first volume of their “Transactions.” In that he “ gave the results of experiments made with a variety of lubricating oil submitted to a somewhat narrow range of conditions.” In the present paper he treats the subject differently, in that “helimits his investigations to a single lubricant, tested under a great variety of conditions.” Another paper, by Mr. B. Thurston, of Hoboken, N. J., deals with steam boilers as magazines of stored-up energy. In his prefatory remarks Professor Thurston states that in his paper he proposes to present the results of a series of calculations relating to the magnitude of the store of energy contained in masses of steam and of water when heated to temperatures customarily met with in the various applications of the expansive power of steam, in the arts, and especially in steam boilers, observing that “ this energy may be measured by the amount of work obtained by the gradual reduction of the temperature of the mass to that due to atmospheric pressure by continuous expansion.” The paper is divided into two sections, of which the first is entitled, “Computation of Stored-up Energy,” and the second, “ Explosive Energy of Steam Boilers.” Some tables and graphic curves are included in the paper, and Zerah Colburn’s theory of the cause of violent explosion is referred to. The report of a committee, appointed by the society, on a “Standard Method of Steam Boiler Trials,” is lengthy and elaborate, and is followed by a discussion, to which we may return in a future impression. At the Atlantic City meeting a paper was read by Mr. R. Thurston on “ The Theory of the Finance of Lubrication, and on the Valuation of Lubricants by Consumers.” The object of the paper is “ To consider the errors of the customary methods of finance in their relation to the subject of lubrication; to exhibit the correct theory of such finance as it appears to him; and, finally, to show what is the proper method of valuation in lubricants.” The author adds: “ The singular and important losses which often arise from the common system of purchase, application, and valuation of the various kinds of unguents will be exhibited, and illustrations will be presented both of the present and the proposed systems.”

Another of the papers is on “ The Polar Planimeter,” by Charles Emery. Ph.D., of New York. The author’s opening words are: “ It is safe to say that the principles of the Polar Planimeter are not generally understood. The term ‘ Planimeter ’ was first applied to an instrument invented by a Mr. Oppenkoffer in 1827. instrument was improved by a Jewish engineer, Mr. Welty, in 1849, and in 1854 the now well-known ‘ Polar Planimeter’ was invented by Professor J. Amsler, of Schaffhausen, in Switzerland.”

Of the remaining papers we have only space to name that “ On Shell and Water-tube Boilers,” by Mr. Allan Stirling, of New York. The author prefaces his paper with a disavowal of any intention of advocating any particular form of steam generator, intending merely to state some facts which are strictly historical, and have been gleaned from various sources. Consequently he lays no claim to originality of treatment; all he aims at is to elicit a good discussion, and that may lead to useful results in advancing the art of boiler construction. The paper is good; but, as stated by its author, contains nothing new. It was well discussed, and one of the speakers, Mr. Durfee, made interesting reference to Savery’s and Newcomen’s boilers, and to boilers made of pieces or sections of cast iron bolted together; also to a boiler made and used in Cornwall in 1820, principally constructed of granite, large slabs of which were secured together by external clamps and bolts, making a rectangular box or tank about 12ft. square and 4ft. high, through the opposite sides of which passed copper tubes or flues communicating with an external fire-box. After noticing Watt’s wagon boiler, he proceeds to describe an ancient boiler as follows : “ It is not improbable that the ideas embraced in the construction of the granite boilers of Cornwall suggested the form of boiler—one of the first employed in the United States— which was used for generating the steam for the pumping engine at Centre-square Waterworks, Philadelphia, from 1801 to 1815.” Illustrations are given of this boiler, which consisted of stout pieces of timber securely bolted together and containing an iron box, the front of which is fitted as a furnace, and the rest constitutes a combustion chamber, crossed by some water tubes, while two oval longitudinal flues pass to the back and uptake. The interior of the boiler measured 14ft. long by 9ft. square; the grate was 3ft. wide by 5ft. long, and there was nearly 360ft. of heating surface. The above particulars, the author explains, are credited to “ A Report of Benjamin Henry Latrobe to the American Philosophical Society of Philadelphia, May 20th, 1803 which report, after giving in detail some of the defects of this boiler, and describing the attempts to remedy them, continues, “ I do not, however, believe that everything has been done which could be done to obviate these defects.” There are other interesting papers which we cannot now spare space to notice further than by giving their titles :—“ The Adaptation of Steam Boilers to Warm Dwelling Houses,” “ Early Experiments on the Flow of Metals,” and “ Trials of a Warm Blast Apparatus.” The whole volume contains ample matter for study.

AUGUST BORSIG.

The story of a successful self-made man is always interesting to record, and the closing of the locomotive works at Berlin, on the 31st of October, appears an appropriate time to say a few words about a man who has made his mark in Germany, inasmuch as he was the first to start a locomotive factory in the country, which soon attained a great continental celebrity.

August Borsig was born at Breslau in 1804, the son of a carpenter, who on leaving the elementary school at fourteen years of age began to learn his father’s trade. In the winter he attended the Breslau Technical School, where he showed such good parts that his father was recommended to send him to Berlin for further instruction ; so in 1823 he left home for that purpose. In the Technical Institute there he showed so little love or aptitude for chemistry to suit the ideas of the director, Beuth, that he forced him to quit the school. In passing it may be related that subsequently Borsig nevertheless named one of his locomotives after this pedagogue. Borsig now returned to practice, as science did not appear to be his forte, and he obtained a suitable situation in the machine factory of Egells, in Berlin, which so well suited his talents that we find him in 1836 the manager of the establishment. In the same year he started on his own account by purchasing, out of his savings, a piece of land, which still forms part of the large area on which the present works stand. In 1837 he was able to start his new factory, the motive power for which was at first supplied by horses ; but after a few months he had constructed for himself and set to work a steam engine with duplicate boilers. Borsig began the manufacture of locomotives in 1841, after the first Prussian railway between Berlin and Potsdam had been opened, which took place in 1838. At that time Borsig had conceived the idea of making locomotives; but the difficulties he encountered were so great that it was only in 1841 the first machine could leave his works, but the results obtained at the trial, in June of that year, were quite satisfactory. From this time forward the undertaking increased and flourished till 1880. In 1842 eight, and in 1843 ten locomotives were built, hundredth was finished in August, 1846, and in 1847 sixty-seven had been already exported ; and in March, 1854, the factory celebrated the completion of the five-hundredth, on which occasion Borsig was created a Privy Councillor.

The output and capabilities of the works will be seen when it is mentioned that in August, 1858, the one-thousandth locomotive was paraded through Berlin on the line which connects the several railway stations of that town ; on the 2nd of March, 1867, the 2000th was completed ; on the 19th April, 1873, the 3000th ; on the 7th December, 1883, the 4000th ; and in September, 1886, the 4208th, which was the last made at the works in Berlin. The 2000th received the gold medal at the Paris Exhibition in 1867. But in other branches as well Borsig has earned honourable mention, for in 1850 he established an ironworks, with rolling mills, at Moabit, near Berlin, in order to emancipate himself from England, and in the same year purchased the machine factory and foundry there already existing, which is, and will be, still carried on. But besides these he was

the proprietor of the now-called Borsig Ironworks, blast furnaces, and coal mines, near Gleiwitz, in Silesia, whence he drew his raw materials for the factory in Berlin. Borsig not only made locomotives, but also other constructions in iron, as the domes on the Palace and Nicholai Church at Berlin amongst many others. Borsig died at the age of fifty, in 1854, and left a large property, which his son, Albert, was able to manage, and carry on in the same spirit as his father, and brought the business to the time of his death, in 1878, to a high pitch of perfection. Since then it has been managed by his executors. But from the year 1876 the locomotive trade began to collapse, and only eighty were built in that year, fourty-four in 1877, seventy-six in 1878, and thirty-five in 1879. At the present moment only 24,500 marks is paid for a normal goods locomotive, which is just one-half of the sum paid in 1872. It is worthy to be remarked that out of Borsig’s workmen 637 have all cele-lbrated their twenty-five years’ term of service in the factory.

reaction Q will be perpendicular to B E, and consequently the gate B A will be inclined to B E at an angle = half aright angle, that is 45 deg. I hope the above will be clear to “ Fluvius,” if not, should be glad to assist him further. F. Garside.

Chester, Nov. 8th.    _

STREET LIGHTING.

Sir,—Referring to my former letter on this subject, to obtain an all-round refraction through lenses, they must be subdivided, the focal centres brought closely together, and the light placed in the centre of the subdivided ring of solid glass. All the rays must pass through the subdivided lenses, which I consider objectionable, preferring the light to be fully exposed in street lamps. With this object in view, I have arranged a subdivided ring of concave reflectors—similar to a flat glass sunlight reflector—distributing their rays from a single gas jet to a considerable distance Fig. I.

elastic limit in bending and at the limit in direct tension, as exists between the breaking stresses in bending and in direct tension.

I enclose the deflection curves given by two wrought iron and one steel beam, with the values of the stress at which the elastic limit was reached in direct tension for the material in each case. From these it will be seen that the discrepancy in the stresses at the elastic limit in bending and in tension is entirely without the limit of experimental error.

This discrepancy, as I have suggested in the paper Mr. Unwin makes allusion to in his article, may possibly be caused by the increased resistance to bending due to the fact that the same intensity of stress does not exist in all the layers from the neutral

THE CONSUMPTION OF FUEL.

The following table has been prepared by Mr. Wm. Bourn, of Newcastle-upon-Tyne. It will be easily understood, and will be found handy and convenient:—

all round the lamp, as shown by the pencils of rays as per engraving. In constructing these reflectors, Fig. 1 represents a full concave reflector; the dark part is cut away, and the glass formed as the central white part to the focus required, which in the engraving is 9in. It is then silverised or otherwise coated, and then forms the central or focal portion of a concave mirror—a series of which are fitted to the lamp at the top, the bottom edge being nearly in a line with the top of the flame, or the flame may be a little

Table of Consumption in Tons per Diem.

Lbs. per hour per indicated horse-power.

D 1C0Q0 2Q00D 5DQ0O 400QD 50000 EOOUO LBS PER SQ.INCH

axis to the outermost layer, for it is not an unjustifiable hypothesis that the amount of stress in a layer may be modified by the existence of another layer in which a lower stress exists when these two layers form part of the same mass. Still it is a question whether this helping action, when taken into account, would cause the discrepancy between the two stresses at the limit of elasticity to vanish entirely, or whether the limit is not actually raised by the behaviour of the fibres relatively to each other.

1-0 1-1 ] 1-2

1-3

1-4

1-5 I 1-6

1-7

1-8

1-9

12,000

11,000

10,000

9,000

8,000

7,000

6,000

5,000

4,000

3,000

2,000

1,000

128-5 141-4 117-8 129-6 107-1 117-8 96-4 106-0

85-7

75-0

64-2

53-5

42-8

32-1

21-4

10-7

154-2

141-4

128-5

115-7

102-8

90-0

77-1

64-2

51-4

38-6

25-7

900

soo

9-6

12-8

700

8-6

11-6

600

500

400

300

200

100

7-5 8-2 6-4 7-1 5-3 5-9 4-3 4-7 3-2 3-5 2-1 2-3

10-3

9-0

7-7

6-4

5-1

3-8

90

70

60

50

40

30

20

10

CO -~-I 9^- t—¹ GO or CO^O ^

1-2

1-0

2-6

1-3

1-1

HHHHM

HMMto^oi©cooHboo:o'0

HHHtO^OtOCOOHtOW'IHCRCOW-lHOtOW^I

MtO^COW©OCO-<lHCriCOOO<J-ja>C*Cr<rf».COCOtC>H*

180-0

165-0

150-0

135-0

120-0

105-0

192-8

176-7

160-7

144-6

128-5

112-5

90-0

75-0

60-0

45-0

30-0

15-0

13-5

12-0

10-5

9-0

7-5

6-0

4-5

3-0

1-5

1-3

1-2

96-4

SO "3

64-2

48-2

32-1

16-1

14-4

12-8

11-2

9-6

8-0

6-4

4-8

3-2

1-6

1-4

188-5

,171-4

1154-2

137-1

120-0

102-8

85-7

68-5

51-4

34-2

17-1

15-4

13-7

12-0

10-3

8-6

6-8

5-1

3-4

1-7

218-5

200-3

182-1

163-9

145-7

127-5

109-2

91-0

72-8

54-6

36-4

18-2

16-4

14-6

12-7

10-9

9-1

7-3

5-4

3-6

231-4

212-1

192-8

173-5

154-2

135-0

115-7

96-4

77-1

57-9

38-5

19-3

17-3

15-4

13-5

11-6

9-6

7-7

5-8

MMHHHRJiOW

HMHHMtOlAOlCOOW^aiCOOW*-

aCOORI^C5COOOHHHN)tOtOWC005^

MHNItOtOWWW-lO^COHai^tOCROtO

•59

•64

tO^O>QCOO OCO-T*—'CACOWS CO CO *4 CKR O'

1-0

1-2

1-5

1-8

3-8

•900

•750

•600

•450

■300

•150

•75

1-1

1-3

1-6

1-9

•964

•804

•643

•482

•321!

•160

•SO

1-2

1-4

1-7

1-0

1-2

1-0

•910

•728

1-5

1-3

1-1

•964

•771

•546    -578

•364

•182

•385

•91

•192

•96

1-2

1-0

•814

•610

•407

•203

•101

O OONN^OOHNINCO^COHOCOI'O^COHCNiOtNO

Cq NiO^(NHOCOKin-^(NHC5NiO(NOa}0^(NHHHH tOCOH05NO(NOK)0^(MnHHHH

<M 'M CJ T—I r-4 r—I 1—I r—I

J>(N CO 'I'N lO'ttNHO COOxjKN H

2-1

270-0

247-5

225-0

202-5

180-0

157-5

135-0

112-5

90-0

67-5

45-0

22-5

20-2

18-0

15-7

13-5

11-2

9-0

6-7

4-5

2-2

2-0

1-8

1-5

1-3

1-1

•900

•675

•450

-225

•112

MH'-'HbCtOtCtO HHMHtOtO^*qOH^GCOHWCROO HMMHtORJ^SIOH^ClCOHCO'IOl^MHOtCOtOOiOtO tO

>-‘^OOi-‘CO~Ib^tflcOI--jcAcOtOciit-^-ItOCO^OOtb-j^JtOCO to

2-3

2-4

2-5

205-7

271-0

246-4

221-7

197-1

172-5

147-8

123-2

98-5

73-9

49-2

24-6

22-2

19-7

17-2

14-8

12-3

9-8

7-3

4-9

2-4

2-2

1-9

1-7

1-4

1-2

985

•739

308-5

282-8

257-1

231-4

205-7

180-0

154-2

128-5

102-8

71-1

51-4

25-7

23-1

20-6

18-0

15-4

12-8

10-3

7-7

5-1

2-6

2-3

2-0

1-8

1-5

1-2

•492

•246

•123

321-4

294-6

267-8

241-0

214-2

187-5

160-7

134-0

107-1

1-0

•771

•514

•257

80-3

53-5

26-8

24-1

21-4

18-7

16-1

13-4

10-7

8-0

5-3

2-7

2-4

2-1

1-8

1-6

1-3

1-0

•804

•536

•268

•128    -133

12,000

11,000

10,000

9,000

8,000

7,000

6,000

5,000

4,000

3,000

2,000

1,000

900

800

700

600

500

400

300

200

100

0    2Q00Q 4QOOO EGCJOU 80000 100000 LES PEH

50 INCH

I' have lately made some measurements of the extension of a lOin. length of the outer layer of a beam loaded in such a way as to produce a constant bending moment along the lOin. These results have been satisfactory, and have led to some further experiments especially designed to obtain, if possible, a numerical value for the amount of helping action of the layers of a loaded beam, an account of which I hope to present to the Institution of Civil Engineers in a future paper.    Ed. C. de Segundo.

2, Aldridge-road Villas, Westbourne Park, November 6th.

90

SO

70

60

50

40

30

20

10

Note.—To find the consumption of a vessel, say, of 5500 I.H.P. at 1*4 lb. pel- I.H.P. per hour, take the 5000 in the first column, which gives 75‘0 tons ; then take the 500 in the same column, which gives 7"5 tons, and add the two together = 82⁻5 tons per 24 hours ; or, for example:

I.H.P. lb. hours, tons.

5500 X 1"4 x 24 = 82"5 per day.

LETTERS TO THE EDITOR.

(Continued from page 388.)

LOCK GATES.

Sir,—I submit the following solution to the question asked by “ Fluvius ” in this week’s number of The Engineer :

Let W = pressure of water against one gate, Thus ^ = pres-

above, and is always visible to the eye. The focal centres being brought closely together, in the above there are twenty-one subdivided 6in. reflectors, which are calculated to amalgamate and distribute the rays of the one into that of the other, forming a powerful allround reflector, flooded with reflection, and which is best adapted for a considerable elevation. The reflector being circular, and placed in a lamp, say, 12ft. from the ground, when at a certain distance the light is only visible, but as we approach the lamp the

Bib,—In reference to the remarks by Professor Unwin in last week’s Engineer as to the co-efficients of strength in cast iron, I find that Professor Rankine in his manuals notices the difference

between the co-efficient / in the expression and the tensile or

V

compression strengths, and states that “one of the causes of this phenomenon is probably the fact that the resistance of a material to a direct stress is increased by preventing or diminishing the alteration of its transverse dimensions; and another cause may be the fact that the strength of masses of metal, especially when cast, is greater in the external layer or skin than in the interior of the mass. In reference to the latter suggestion, I have not found in my own experience of breaking test bars that the removal of the skin, say by planing, weakens the bar. From the results of forty tests of cast iron bars for transverse strength, I found that the average value of /-—now modulus of rupture—was 48,411 lb. per square inch, and that the average tenacity of this metal cast in links at the same time as the transverse bars was 26,415 lb. per square inch, giving a relation of about 1 to 1'8.

Glasgow, Nov. 6th.

W. J. Millar.

!:

SCALE^lN TO 1F.T <ft

FIC 2

a.

Sir,—I think the reason that the transverse strength of beams is greater than their tensile strength would indicate, must be sought in cast iron beams at all events, in the nature of the fracture. The strength of the beam will be measured by the fractured area, just as it is when a bar is pulled in two, as I need not explain further to Professor Unwin.

Now a bar of iron broken transversely always has a fracture like this:—

0''¹

||

___!___

w,

;><

sure at a, or where the gates meet, and — = pressure at b, or

hinge. Now, if we suppose a smooth plane surface erected on a c, we may consider the case of one gate only resting against this plane surface and the point b.

Thus, the force tending to make the gate slide along a c towards — cos. a; and the force tending to make the gate slide along W

b c towards c is —- cos. /3. But when the angles /3 and a are equal,

the forces are equal, and the gates are held in equilibrium. This takes place when the angle between the gates is 90 deg., when there is no lateral thrust at b and d.

The question may also be determined thus: The triangle made by the gates and the line bed is a maximum when the angle bad equals 90 deg., and will decrease in area as that angle becomes either acute or obtuse. Now, if the gates be placed closer together, so as to decrease their angle bad, then there can be no lateral thrust outwards at b or d, for that would tend to increase the triangle bad, and by so doing diminish the capacity of the lock. If the gates be placed further apart, a similar but opposite result will be obtained.    j. W. Dixon.

Engineers’ Department, South-Western Railway,

November 6th.

c is

Sir, I beg to submit the following in answer to the query of Fluvius,” in yours of the 5th. In the annexed sketch A B and A represent the two gates which are keptait rest under the action of three forces, viz., the reactions Q and R, and the pressure of the water P, which may be supposed to act in the centre of the gate at C, and is at right angles to the gate. In order that each gate-take A B for example—may be kept at rest when acted on by three forces, the direction of the forces must meet point D. We have thus two triangles formed by the lines A C, C D, D A, and B C, O D, and D B. Each of the angles at C is a right angle, and therefore they equal, also AC = CB; therefore by the application of Euc. I. 4, the angle C A D = angle C B D. And^since,'if the „ u t? t> j.1. . •    , ³°.¹¹)t °* gates be true, force’R is

parallel to ju B, that is, at right angles to direction of stream; therefore, by n,uc. L 29, angle D AB, and consequently angle DBA, is equal to angle A BE. In other words, whatever be the angles of the gates, each of them always bisects the angle between its reaction and a line joining the hinges. If there is to be no lateral thrust

5---71 D

. P/

C\4R

in a

ps

are

s'

The shaded portion in the sketch represents a por-

___ tion    apparently    wedged

out of the top of the bar. Ml    It is    impossible    to show

on a small scale what the precise curve is, but I am |    sure    that any    of your

readers who are interested can find hundreds of examples of what I mean in Mr. Kirkaldy’s valuable museum at his fine testing works.

It will be seen at a glance that the fractioned area is much larger in this case than it would be if the bar had been pulled asunder; and I think, further, that the measurement of some of Mr. Kirkaldy’s specimens will be found to show that the breaking strengths of the bars have been very nearly as the fractured areas.

Southwark, November 8th,

J.

thin half of an ellipse meets the eye, until the eye takes the focal line as shown, and then the illuminated ellipse becomes more fully developed. Were the light placed in the true focal line, the light given off would be too blinding, but this is subdued by the subdivision and placing the light lower down. Experiments made on these suggestions will probably lead to further improvements in street lighting.    John G. Winton.

2, St. Mark’s-place, Portobello, Nov. 1st.

AN OLD PUZZLE ABOUT THE STRENGTH OP BEAMS.

Sir,—In an article entitled “ An Old Puzzle about the Strength of Beams,” which appeared in your issue of the 29th ult., Professor Unwin remarks:—“ The ordinary theory of transverse strength leads to the equation M = fZ, where M is the bending moment, / the stress at the edge of the beam, and Z the modulus of the cross-section. For stresses within the elastic limit there is no doubt the equation is strictly accurate.”

LB5 INCH

With regard to this last opinion, I would like to mention that the results of tensile and transverse teats of specimens cut from the same piece of material show the same marked difference between the calculated stress—from the formula M s= / Z—at the

10000 guano 30000. 400.00 SOQOO soooo

PER SO

RE RAILWAY COUPLINGS.

Sir,—May I be permitted to offer a few remarks in reply to

Common Sense,” who having admitted so much in my paper on

Railway Couplings ” to be reasonable, cannot, even with such a signature, admit the rest. I have already given my reasons why I thought that the non-automatic system was more suitable under the present circumstances than the automatic, but will add, that unless sweeping parliamentary powers are obtained to compel all railway companies to use the same coupling, and a uniform stroke of buffer—which now varies from no stroke at all up to llin.—the automatic system would be comparatively useless; for suppose you take a group of 1000 wagons, and fit 100 of these with automatic couplings, it is 9 to 1 whether similarly fitted wagons come next to each other, because the wagons are continually changing their relative positions, as the trucks are put off and taken on at the various stations, so that the old system of coupling by hand would often have to be reverted to. Now a good non-automatic coupling can be worked in any case, and without going between the wagons, so that in the above example it is nine times as effective, as it is a mechanism that is independent of anything else, and will couple onto any hook. Therefore looking at the question in that way, and regarding the fact that Government interference is a remote contingency, I still adhere to my opinion. “ Common Sense ” does not appear to have thoroughly grasped the conditions or risks of fouling with a projecting piece. Take Fig 3, for instance; if the’hooks almost touch each other, as they often do, the coupler A would foul the opposite hook and probably be damaged; and if to get over this difficulty the coupler be raised, as at the left of Fig. 3, it ceases to be automatic.

In reference to being able to uncouple on tension, that is a defect rather than an advantage, because if the connecting pieces are at all strained, the couplings would draw clear of each other under a heavy load, or even the sudden shocks and jerks would render them likely to uncouple when not required. Automatic couplings are not always so certain as “Common Sense” seems to think they are, as I have seen them fly up on contact, but they have not dropped quickly enough for coupling before wagons parted. As regards the saving of time [by the automatic system, I think it is rather overrated, for although the seconds saved on each operation

Edwin H. A. Heinke.

at the

a pressure,

and so on.

was

seem

enomena

ow

one

L. P. B.

We

can

were

G. A. J.

when added up, say, at the end of a year, look formidable, that time is so distributed among the many journeys, that practically it would not make much difference in that respect. “Common Sense” does not appear to understand that in my paper I was endeavouring to look at the question of couplings from all sides, or he would not try to make capital out of a question that, I, personally, do not ask. In conclusion, as I do not wish to be guilty of questionable taste by criticising a particular combination when dealing with a subject generally, I will refrain from mentioning points that at once suggest themselves; but if “ Common Sense ” is interested in the coupling he so ardently advocates, it might perhaps bo advisable for him to see Mr. Brocklebank’s automatic coupler.

I trust that “Common Sense” will sign his real name if any further correspondence ensues.

November 3rd.

THE MARCHANT ENGINE.

Sir,—The discussion now going on in your own pages and those of several technical journals directs attention to certain questions connected with heat and steam which have been scarcely, if at all, touched directly by any writer on heat. They are indirectly handled, it is true, but not in a satisfactory manner, and I propose to say something here with regard to these questions, which may help to put the Marchant engine controversy on a firmer basis. I may say here that the subject possesses an interest quite apart from the Marchant or any other existing steam engine.

Let us suppose that we make a cylinder fitted with a piston, which piston has an area of precisely 144 square inches. Let us further suppose that the whole of the cylinder and piston, with the exception of the bottom of the former, i3 made of some absolutely non-conducting material. Beneath the piston is placed 1 lb. of water at 32 deg. The piston carries the pressure of the atmosphere, equal to 14'7 lb. on the square inch. Heat is now applied to the bottom of the cylinder. The water is gradually warmed up, and at last begins to boil. As soon as it does so the piston will begin to rise, and will continue to do so while there is any water to boil. At last all the water is converted into steam, and the piston stops ; at the same moment the source of heat is removed, and the bottom of the vessel is protected with an absolutely nonconducting material.

The volume of this steam will be 26'36 cubic feet, and inasmuch as the piston with which we are dealing is one square foot in area, it will rise to a height of 26 36 ft. from the bottom. But one cubic foot of space was occupied by water to begin, so that the total stroke.of the piston will be 25'36ft., and the “ external ” work done by the steam will be = 144 x 14'7 x 25'36 = 53,776 foot-pounds, omitting fractions. The work done by the furnace or lamp must be divided into two portions, namely, “ internal ” work, which I shall call a, and external work, which I shall call 6. The external work consists in raising the piston against the atmospheric resistance, and amounts, we see, to 53,776 foot-pounds. This

represents -    = 70 units within a small fraction. Each unit is

772

equivalent to the quantity of heat required to raise one foot of water one degree Fah. But the total heat imparted to the water was 1146 deg., equivalent to 1146 units, or 1146 x 772 = 884,712 foot-pounds. For my purpose I assume that the whole of the water is converted into steam, consequently more heat must have been supplied by the furnace or lamp than 1146 units. That is to say, we must add 70 units for external work, bringing the total up to 1216 units. Therefore a and b together equal 1216 units, while a alone is 1146 and b alone is 70. It will be seen that the proportion borne by the external work to the internal work is very small. I shall not complicate the question by assuming that the steam may be subsequently worked expansively. That has nothing to do with the matter in hand.

In the practical steam engine the steam is thrown away when the steam has reached the end of its stroke. It goes to the condenser, and surrenders its 1146 units, representing 884,712 footpounds of work, to the cold water. It is thereby reduced to the condition of 1 cubic foot of water at 32 deg., and can be restored to the cylinder again, down which the piston has descended meanwhile, and is ready to be boiled away once more; and so the process described may proceed indefinitely. Mr. Marchant, seeing that the throwing away of the steam into the condenser represents a great loss, proposes to compress it—that is to say, to force the piston down again, and so reduce the volume of the steam by degrees, until by mere pressure alone it is restored to the condition of water. This he holds that he is able to do with little expenditure of energy, provided that there is some water in the cylinder.

Now Clausius has shown that the specific heat of saturated steam is negative, and that therefore saturated steam, if suffered to expand in a non-conducting cylinder, must partially condense, and conversely, if compressed, it will be superheated. This is contrary to the views held by Rankine at one time at least. Under these conditions, it is clear that the steam in our imaginary cylinder cannot possibly be liquefied by compression, but that, on the contrary, it will be converted into a steam gas as the process of compression goes on. “ The circumstance,” says Clausius, “ that the specific heat of saturated steam has a negative value, and that of so large an amount, gives it a special character of its own. We may explain in the following manner the cause of this singular condition. If steam is compressed, heat is generated by the work thereby expended, and this heat is more than sufficient to raise the temperature of the steam to the point at which the new density is more than the maximum density. Accordingly, if the steam is to be treated in such a way that it remains saturated, it must be deprived of a part of the heat thus generated.” But as we have seen, the conditions of experiment are such that no heat can leave the cylinder, and therefore liquefaction cannot take place. Let us now suppose that means are taken by which the additional heat is absorbed. This is effected by Mr. Marchant by introducing water. The result will then be that the steam may be reconverted into its original state of a cubic foot of water. It will be seen, however, that this foot of water is under entirely different conditions from that which prevailed beginning. Then it had a temperature of 32 deg., now it will have a temperature of 1146 deg.; then its vapour exerted a pressure of about '0891b. per square inch, now it will exert according to the late Jacob Perkins, of about two tons on the square inch. We shall have, in a word, “red-hot water.” The actual temperature will depend, of course, on the quantity of cold water introduced into the cylinder. This I assume to be very small. Such a result may appear to be astonishing, but it is nothing of the kind. When the piston had reached the top of its stroke, there was in the cylinder one pound of steam containing 212 deg. of “ sensible” and 965 deg. of latent heat. All this latent heat becomes sensible when compression is complete; and that this must be so, is clear from the fact that all the heat put originally into the water by the lamp remained there. The internal work was all expended in repelling the water molecules to such a distance from each other that steam was formed. The work of driving them together again will exactly equal that expended in forcing them apart, or, in other words, it will amount to 884,712 foot-pounds.

No allowance-is made here for the additional water introduced by Mr. Marchant, but its presence will only qualify the preceding figures without vitiating the basis on which they have been calculated. Thus, for example, if a second cubic foot of water be added, the 1146 units will be halved between the two, ;_______

We have next to consider what would happen if the water

permitted again to become steam. At first sight it would l___

that it must be competent to do much more work than it did the first time; but this is not the case. The heat contained in the cylinder is—neglecting the addition of water on Mr. Marchant’s system only just what it was before—that is to say, just sufficient to reconvert the pound of water into steam, filling a space of 26'36 cubic feet; and the lamp will have to be used to supply the additional 70 units required to do the external work of pushing back the air, but as will be shown further on, the water has acquired a capacity for doing more external work than before, although the sum of a and b remains constant.

We are now in a position to consider a certain cycle. Let us suppose that we have a cylinder as before, in which, however, there is always a little water left unevaporated. Then, after the first compression, it will be possible to go on working without any expenditure of heat save that required for internal work, representing 70 units per stroke, because apparently the work done on the steam by compression will be restored during the next evaporation; and we have here a most tempting picture of a perfect heat engine—an engine, that is to say, in which no energy is wasted in the performance of internal work on the fluid. Such is virtually the Marchant engine as it exists in Mr. Marchant’s mind. The imperfections of it in practice are not due to faulty principle but to defections in construction. It is, for example, totally impossible to make a perfect non-conducting cylinder. For convenience he is obliged to use more water than is theoretically necessary in order that his pressures may be measured by hundreds of pounds instead of by tons. He is only able to save two-thirds of his working fluid instead of the whole of it, and so on. The whole world of engineers would rejoice if only Mr. Marchant was right. Unfortunately, however, there is a fatal flaw in the whole line of reasoning which is readily enough explained.

We have seen that not less than 884,712 foot-pounds must be expended in reducing the steam to the condition of water, provided, of course, that the compression is conducted adiabatically. This is external work done on the steam, and must be got from some external source. The whole of it is converted into internal work done in the steam, having the effect of turning it into water; and the result is simply that the steam is reduced in volume 26⁻33 times. This external work can never reappear again as work without involving the sacrifice of a corresponding volume of steam, and so vitiating the cycle. It is not locked up in the water, nor converted in any way into potential energy. In so far as it is converted into heat, that heat must be withdrawn and wasted, or liquefaction could never take place for the reasons given above. The water produced by the condensation by compression of the steam, contains no more heat than is just sufficient to separate all the molecules once more. In other words, to reconvert it into 2G'3G cubic feet of saturated steam, and it is impossible that it can do any external work whatever and reappear as 26 36 cubic feet of steam of atmospheric pressure at the same time. Thus, then, it appears that we must in any case waste 884,712 foot-pounds under the conditions stated per stroke. We either throw that much away into the condenser in the form of steam, or if we want to keep it we must employ energy equal in amount to restore the steam to the condition of water. It is impossible to see how we can escape from these conclusions. The notion that the molecules of steam will fall readily together almost of themselves in the presence of water is entirely fallacious.

As to what becomes of the energy expended in forcing the molecules together it is not very easy to speak. To talk of “latent” heat is convenient but incorrect; all the heat called latent has really been converted into mechanical motion. The molecules vibrating have an increased range of motion or swing. As the piston advances, compressing the spring, the whole of the motion is taken out of the molecules and reappears as another mode of motion, namely, heat. A proportion of the external work done during the compression stroke would reappear as super-heat were it not drawn off as already pointed out; but another portion is expended in a way not clearly understood, and which will not be clearly understood until we know why water resists being converted into vapour. Everything is not yet known concerning the behaviour of vapours, or, more strictly, concerning the reasons for their behaviour. Thus, for instance, although it is now known that steam is condensed by expansion, Rankine held and taught that it was superheated. Ether vapour, on the other hand, liquefies by compression, while chloroform is negative, positive, or neither according to the temperature. Enough is known, however, to prove that Mr. Mar-chant’s conclusions that power can be gained by compressing steam too near the point of liquefaction are delusive. What you have previously said on the subject holds good. It is impossible to get any return from the work of compressing the steam—pumping it back into the boiler—in excess of the work expended on pumping it back; and it is very easy indeed to get back a great deal less. If, in future practice it should be proved that the facts are opposed to this conclusion, then Mr. Marchant will have discovered, if not an hitherto unknown law of thermo-dynamics, at least ph which have not been dealt with by any authority on the subject of heat and steam, and apparently involving the existence of such a law. I have as yet seen no proof that any such facts, law, or phenomena are in existence. It is for Mr, Marchant to sh that they are.

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I may now proceed to consider one or two other aspects of the problem presented to us by evaporation and liquefaction by compression under the stated conditions.

I have stated that the work done on the steam during the period of compression must be as great as that previously done on the water to convert it into steam, and this will amount to 884,000 lb. In point of fact, however, it must be much greater. Let the work done during the first stroke be represented in the usual way by the rectangle A D C D. The usual formula for the efficiency of a

heat engine is —- where T and £ are the limits of temperature.

In this case, however, T and £ are identical, so that the steam ought to have no efficiency ; but it has, as shown above, an efficiency of nearly 54,000 foot-pounds. Compression introduces us to an entirely new phase of the problem. Beginning at B, we have the pressure B C = to 14'7 lb. and a temperature £ of 212 deg. As we go on compressing, the temperature keeps rising, and finally we have water with a temperature T of 1146 deg., and a pressure of probably two tons on the square inch. The work done during compression will be represented by the space E D B C, and is obviously very much larger than the space ABCD. It will in effect be about 3'25 times as large. If now we permit the steam to be re-formed, it will drive the piston before it, and will perform 3'25 times as much work as it did during the first operation, and provided about 224 units of heat are supplied to it during the period of expansion, to compensate for work done, and so prevent condensation, we shall have at the end of the third stroke cylinder full steam at 212 deg, and 14'7 lb. pressure. That is to say, by the act of compression we have apparently exalted the capacity of the steam for performing work, and this exaltation is due to rise of temperature at the end E D. Unless some action takes place which is not mentioned by Rankine or Clausius, or, so far as I know, Hirn, the work of compression must be greater than the work done by evaporation in the ratio of the shaded portion of the diagram E A B, and the unshaded portion ABCD.

But by the conditions of the experiment the total quantity of heat in the contents of the cylinder has remained entirely unchanged during the cycle, and is only sufficient to reconvert the water into steam—that is to say, to perform internal work. What then has become of the external work represented by E A B, and done on the steam by some other external force, as, for example, by another steam engine ? It cannot be found in the steam or water at the end of the stroke for obvious reasons. It must in some way be rejected during the period of compression, for if it were not then the steam would be superheated, and an infinite expenditure of power could not produce liquefaction, which depends for its existence at the end of the cycle on the quantity of heat remaining unchanged. Now if this heat is rejected it seems to me that it is lost, and if this be so then the system of liquefying steam and restoring it to the boiler must be about the most wasteful that it is possible to attempt.

I feel that I have left much unsaid that ought to be said to make my meaning clear, but this letter is already too long. Perhaps I may ask you—should you see fit to publish this letter—to give me space to explain myself further if any of your readers should fail to understand me.

The great difficulty which stands in my way is, that I do not know how to calculate the curve of compression, near the E end of the diagram, when the steam is near the point of liquefaction. On this point, however, I do not know that anyone else is very much wiser than I am. It depends, I take it, on what is known as the critical point. I know that certain experiments have shown that with some fluids we may have a tube full of invisible vapour at one instant and the next a drop of liquid into which the vapour has suddenly changed with an enormous reduction of volume and very trifling increase of pressure. The action seems to me to resemble that of a bar of iron in breaking. It carries its load, say of a ton, all right; a pound or two is added and it gives way. It is possible that some of your readers can take up this matter where I leave it, correct where I am wrong, amplify where I am right, elucidate where I have been obscure, and so settle this question for ever, not only in the abstract but in the concrete; showing not only in general terms, but in detail, why Mr. Marchant’s system is nothing more than perpetual motion under another name, or else that, to paraphase your own words, he has discovered an entirely new thermodynamic law.

London, November 9th.

Sik,—On the 17th of September last, we published in the Electrical Review a series of tests which had been made by a lepresen-tative of that journal and Mr. A. Reckenzaun. Full particulars of the apparatus employed were at the same time described and illustrated, and we need now only say that our experimental run was not made professionally, but simply in acceptance of the Marchant Engine Syndicate’s invitation for anyone who wished to do so to make use of the engine and brake as it stood.

We need not do more in referring to the controversy which has taken place in the technical press from the moment our article appeared than admit that, at the outset, the results shown were generally deemed impossible. With the view of settling once for all how much the brake — which was apparently the source of error—was in fault, we proceeded this day, with Mr. Macfarlane Gray and Mr. Reckenzaun, to the works of Messrs. Fraser and Fraser, to make a flnal run.

Our first operation was to pump the pit in which the lower half of the brake is sunk free of water. The stop F had already been removed, and we next knocked away the stop E, with its “ Timmis” spring—the existence of which we only became aware of on reading the letters of Messrs. Garrett and Hollick in last week’s Engineering. There then remained a Prony brake pure and simple, which we had no difficulty in manipulating. With a boiler pressure of 250 lb., we invariably stopped the engine with a pull on the Salter’s balance amounting to, roughly, 100 lb. Naturally, under the circumstances, we took no notice of fuel consumption, and we left the Marchant engine to its fate.

Our feelings may be better imagined than described; but we have the satisfaction of knowing that the matter no longer remains in doubt. Had it not been for the illustrated publication of the brake in the Electrical Review, the whole mystery might have still remained unravelled; for naturally the discussion which has done so much towards pointing out the real cause of error would never have taken place.

We beg to offer you, Sir, our warmest thanks for the manner in which you have lent your pages to the elucidation of the suspicious circumstances surrounding the published performances of the Marchant engine, which we trust will not soon be forgotten.

only express the hope that Mr. Marchant and his friends in blessed ignorance of the effect produced by “ block E.”

H. Alabaster, Gatehouse, and Co., Editors and Proprietors of the Electrical Review.

Paternoster-row, London, November 10th.

Sir,—Theory is the outcome of practice, especially in engineering, and without doubt the steam engines of the present day are perfect of their kind, but as heat engines they are defective, since they utilise and convert into power only about one-tenth of the total heat of the steam, and any means whereby a greater quantity of heat from coal, through steam, may be converted into power, should be welcomed, especially as theory cannot deny its possibility.

After carefully reading Mr. Marchant’s letter and the article in the preceding week, I beg to offer the following proposition, which possibly lies hid to a considerable extent in his engine;—“ That the steam as it comes from the boiler does work, and the expansion of the same compresses the expanded and weakened steam of the previous stroke.” I can imagine it quite possible for an engine to return all its steam to a boiler to be re or superheated, relying upon the steam from the boiler to do work, and its expansion to compress and return steam to the boiler, assisted perhaps by some of the power from the unexpanded steam, and on consideration, a compound engine, or rather a triple or quadruplex engine, will be necessary, in order to do a round of work equivalent to a singie cylinder; also leakage and condensation through radiation would no doubt increase the ease with which the expanding steam would exert its compressive action.

Now, although this is a supposition and proposition on the subject, and serious practical difficulties may be in its way, I am quite in the dark as to the raison d'etre of the so-called air spring of Mr. Marchant’s engine, and upon which he seems to rely entirely. In any case, it cannot be denied that steam cannot be forced back into a boiler without an expenditure of power on the part of the engine, and which must be appreciable.

Questions and possibilities of this kind possess considerable fascination for some people, and I for one offer a solution which— although I believe it not to be the best—seems clear, and may help to clear up the point at issue.

November 9th.

South Kensington Museum.—Visitors during the week ending Nov. 6th, 1886:—On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 8548; mercantile marine, Indian section, and other collections, 3142. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. to 4 p.m., Museum, 1311; mercantile marine, Indian section, and other collections, 175. Total, 13,176. Average of corresponding week in former years, 14,298. Total from the opening of the Museum, 25,252,164,

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STOPES’ MALT CLEANING PLANT.

Broseley, July 17th, 1787.

Yesterday week my iron boat was launched, it answers all my expectations, and has convinced the unbelievers, who were 999 in 1000. It will be a nine days’ wonder, and then be like Columbus’ egg.

Wilkinson went on building other barges. In a letter dated

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The accompanying engravings illustrate a new form of stone-breaker now being made by Messrs. S. Mason and Co., Leicester. It will be seen to be a simple arrangement, in which the crank or excentric shaft is employed direct in actuating the crushing jaws, thus dispensing with several parts which have usually been employed, and making it easily possible to obtain different lengths of stroke for the jaw. This is done—see Fig. 1—by simply inserting the end of the toggle or, in this case, pushing piece, into either the one or the other of the grooves at the back of the jaw. By this means a short stroke for hard material or a larger stroke for softer material is readily obtained. Another fea-feature is the hanging of the jaw from an excentric pin—see Fig. 2— so that by putting the driving pulley upon the top spindle instead of the ordinary one, as shown in Fig. 1, a compound movement is given to the jaw, which when fitted with the form of teeth shown, is adapted for granulating purposes, as required in cement works and for making concrete material.

The machine consists of very few parts, and many advantages are claimed for it.

STOPES’ MALT CLEANING MACHINERY.

At the recent Brewing Exhibition,

Messrs. H. Stopes and Co. exhibited drawings of machinery for cleaning malt in breweries by one process. This is performed by means of a combination of scalpers, graders, and screens, in conjunction with fans and collectors, in such a manner that nearly all dirt, dust, spores, and mould found in malt are removed, the sample graded, and damaged grains removed. The malt before grinding, or prior to storing in the brewery, is passed through a “Victoria” separator and grader. This divides the malt into two, three, or four samples, separates all half-corns, seeds, and foreign matters, excepting those just the same shape and size as barleycorns. The best, or all that intended to be used in brewing, is then passed through a “ Van Gelder ” scalper, and is driven at a high speed between a stone cylinder and a woven wire drum rotating rapidly within the stone cylinder. This effectually loosens all adhering dust, dirt, &c., and breaks away any combes, cockspurs,

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skins,_&c., that have passed all previous cleanings. This dust, together with all other dirt and dust set free in the screens and graders, is driven or drawn by fans to collectors or receivers, or in its application in the brewery of Messrs. Barclay, Perkins, Co.—is carried directly to the chimney shaft and disappears without further trouble. One form of arrangement is illustrated by the accompanying engraving, in which A is a feed hopper ; B, separator and grader—five .to twelve grades ; C, “Victoria” cylinder separator ; D, elevator ; E, smutter, scourer, or scalper ; F, fans ; G, dust and similar refuse pipes ; H, dust receiver ; I, feed to rolls or mill. It is claimed that the beer made from malt cleaned by this process is purer and sounder than other beer brewed from the same malt cleaned only in the ordinary way.

Messrs. Stopes and Co. also exhibited a barley washer as illustrated herewith. It consists of a galvanised iron trough with a double bottom, the outer one watertight, and the inner or upper one perforated with fine holes. This inner skin is set at a particular sweep to permit of thorough washing and cleaning

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of the corn when at work, at an angle of about 30 deg., and parallel with them a shaft is fixed, to which is attached a worm, that propels the corn to the delivery end of the machine. Taps and overflow pipes are affixed to secure a proper flow of water. In operation the corn to be washed runs into the bottom end of the washer, which has a considerable depth of water, and at once all light particles that will float are removed by the overflow current. The action of the screw carries the submerged corn into the opposite or outlet end, and this action causes the corn to be rubbed and washed effectually. The mud, sand, and dirt pass through the perforations, and are carried away by an under outlet provided for that purpose. Eventually the corn is lifted from the water and discharged into the steeping cistern, if it be desired, entirely free

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from water. The water is run in at the delivery end, and flows in the opposite direction to that of the corn.

THE INVENTOR OF THE IRON SHIP.

Mr. Alderman Bailey, as president of the Manchester Association of Engineers, took for the subject of his presidential address, delivered on the 9th ult., the inventor of the iron ship, from which we make some interesting extracts:—

The county of Lancaster, said Mr. Bailey, is already famous as the birth-place of the first practical steamboat, which was placed on the Bridgewater Canal by Fulton, and I think it would not be too much to say that the great majority of the modern machine tools in the workshops of the world have been invented in this shire. It may give us some satisfaction to know that the first iron boat was also made in this county, certainly just inside our borders, at Cartmel, near Lancaster, by John Wilkinson, about 1750. John Wilkinson was in partnership with his brother and father, their chief business being in the manufacture of flat-irons for smoothing linen. It is related that John’s father bought his iron in the molten state, by the ladle full; it was then carried across the high road to the small foundry and there run into these smoothing irons. The Wilkinsons prospered, business increased, for John invented the box iron, with its inside heating piece. They erected more extensive works in the neighbourhood, engaged themselves in smelting the rich hematite ores, or what was then called Furness iron. The furnaces were at Nelson House, near Lindal, in the parish of Cartmell. They used the peat and turf of the district for fuel, and to get a proper supply of this to the furnace John Wilkinson designed a short canal which was cut through the Turbary, and the iron boat was constructed, which not only excited the emotions of the astonished village blacksmith, but also created great astonishment along the whole country side. Wilkinson’s patent box iron became in great demand, and was probably the foundation of his wealth; he extended his operations to Chester, Bradley, Liverpool, Brymbo, and other places at which he erected smithies and furnaces, and eventually became the most extensive and wealthiest ironmaster of his day. This first small iron boat at Cartmell was succeeded by others made by Wilkinson. The pioneers of inland navigation were at work, pamphlets were written, folios were printed to show how the wealth of the country might be increased by a proper system of inland navigation. The Duke of Bridgewater, Brindley, Telford, and other enterprising men had created these waterways, the Manchester and Worsley

Canal was being initiated, the Birmingham Canal had been finished, and the great Staffordshire Canal ran not far off Wilkinson’s furnaces. Wilkinson had heavy contracts, and the boat builders were very busy supplying these new canals with boats, but the arts of peace and the arts of war created a great demand for John Wilkinson’s manufacture. He obtained the contract for the Paris Waterworks, which included all the pipes, tubes, cylinders, and ironwork for that enormous undertaking, and which was considered the greatest of its kind of that day. His friend, James Watt, having designed the steam engine, and Wilkinson not being able to get boats of wood to convey the materials for the above contract, determined to design boats of iron to go down the Severn and the canals.

The next iron barge that was made was called the Trial, and according to the record of the day, Wilkinson set to work building this at Willey with John Jones as chief smith, John O’Lincoln he was called. The Trial was finished in 1787, and a great crowd came down to witness the launch of the iron barge. As a chronicler of the time says, “ The woods wore their summer foliage, the sun sent down approving smiles, and the Apley rookery disturbed by the incursive visitors, furnished a hovering cloud of sable spectators, the plodding ploughman left his task, the artisan his shop, the pedlar his pack, and swarms of sturdy yeomen from vale and upland, dell and dingle, came pouring down to witness the novelty of the launch. ‘ Will she swim ?’ ‘ Will she work and prove manageable on the water, and who will he get to work her ?’ were questions that served to occupy the time. Never did son of Vulcan look more proud than John O’Lincoln ; if his descent direct from the patron god had been made out and patented, he could not have felt more so. A discharge of 32-pounders told that all was ready, and before the white curling smoke had well died away the newly christened Trial descended the way pieces into the river with a splash.”

The following is Wilkinson’s account of the event in a letter to Mr. Stockdale

Bradley Ironworks, October 20th, 1787, he says been two iron vessels launched in my service since September 1st, one is a canal boat for this navigation, the other a barge of 40 tons for the river Severn. ***»,    ^

expect, now at Stourport with a lading of bar iron. My clerk at Broseley advises me that she swims remarkably light, and exceeds even my own expectations.”

The first iron bridge if not actually designed by Wilkinson, was to a very great extent the production of his constructive genius. This bridge was cast at Coalbrookdale, and erected in the year 1779 : it has a span of 100ft. 6in., and weighs 370^ tons. It was proposed to put a bridge across the Severn to connect the Madeley and Broseley banks of the river, and Wilkinson at once proposed that cast iron should be employed for the purpose. Wilkinson was declared to be iron mad. He was a large shareholder and a wealthy

was decided at last to carry received the co-operation of Abraham Darby and others. This iron bridge was the first of its kind. It was deemed when erected as a great triumph of enterprise, skill, and unique engineering.

John Wilkinson’s father was a labourer, and John had very little education. By the power of original genius and hard work, Wilkinson became a very wealthy man, and was justly entitled to

the “Father of the Iron trade.

contract of the Paris Waterworks, in which his achievements as an engineer were eloquently described by the delighted Frenchmen. He said that if the Frenchmen gave over the fiddling and dancing, and took to engineering, Englishmen would have to look to their laurels. In the latter years of his life he lived at Castle Head. He prepared his coffin and the large cast iron pyramidical tomb, and gave instructions as to the manner of his funeral. He died in the 80th year of his age, on July 14th, 1808, and was buried in his garden at Castle Head; but the estates having been sold, the body was afterwards removed and buried in a grave in consecrated ground, within the very beautiful snow-white chapel of Lindal, in Cartmell.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—George F. Laird, chief engineer, to the Wivern; James B. E. Warrington, engineer, to the Mistletoe; William T. Allen, engineer, to the Humber; William F. Hinchcliffe, assistant-engineer, to the Humber; William E. Pilcher, fleet engineer, to the Invincible; Bryant G. Little, engineer, to the Invincible; John J. G. G. Percey, assistant engineer, to the Invincible.

“Our Embryonic Navy.”—In speaking of the ships it is proposed to build for the U.S. Navy, the American Mechanical Engineer says: “ In the building of a new Navy we start fairly. We have no failures to deplore, and have those of other nations as examples to be avoided. The experiments of England in the last twenty-five years with ironclads of various forms have been closely watched by our naval constructors and engineers, and they have sagacity enough to select the best features, and leave those of doubtful value alone. The Benbow, and others, have not been copied. Their immense cost, comparative unwieldiness, and great expense of maintenance in commission, are features which will not find favour with our people. It is much more likely that, for the present, we shall have a fleet of high-speed cruisers partially protected, and with good sea-going qualities.”

Liverpool Engineering Society.—The usual fortnightly meeting of this Society was held at the Royal Institution, Colquitt-street, Liverpool, on Wednesday, November 3rd, Mr. Coard S. Pain, Assoc. Inst. O.E., president, in the chair. A paper by Mr. Ludwig Benjamin, M. Inst. N.A., entitled “The Practical Use of Stability Calculations,” was read by the author. After a brief review of the development of stability calculations, the author, who has taken an active part in the investigations of that branch of science, dealt with the question why these calculations are not made use of in a larger degree by shipowners and masters. He pointed out that this was mainly due to three sources, and that it rested with three classes of men to improve upon the present state of things. Firstly the naval architect, who, instead of giving the results of his calculations in a manner easily understood by those who are supposed to make use of them, adopts a system of curves and diagrams which captains and others cannot be expected to understand. The author proposes a tabulated form which could be understood without scientific knowledge, and which meets all the requirements. Secondly, the shipowner, who, in the case of mixed cargoes, often adopts a system of stowage which renders it impossible for any guiding information to be given by the naval architect, and which results in vessels being sometimes sent to sea in an absolutely unstable condition. The author pointed out that it should be a matter of legislation to amend this dangerous state of things, which is of far greater importance than the question of freeboard, upon which the Board of Trade has for so long a time been occupied. Thirdly, the sailor, to whom a certain amount of blame must be attached for having so little confidence in the results of scientific investigation, trusting as he does almost entirely to his own experience, which experience, the author pointed out, must in cases prove misleading and have dangerous results.

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

shown that deceased was mixing fulminate, chlorate of potash, and ground glass, when the explosion took place. Major Cundill, inspector of explosives, stated that in his opinion the explosion was the result of an accident caused by deceased whilst weighing fulminate. He expressed the opinion that stricter supervision should be exercised over dangerous shops, such as the one in which deceased worked. A verdict of “ Acccidental death ” was returned, the jury exonerating the proprietors from any blame.

An adjourned conference of miners’ delegates was held this week at Walsall, representing the South Staffordshire, East Worcestershire, and Cannock Chaise districts, to consider the wages’ question. Resolutions were passed expressing the opinion that wages were far too low at the present time, and determining that the employers should be again written to asking for a meeting to be convened explaining that the men considered that they were entitled to an advance at an early date. It was decided that the whole of the districts should be represented at the forthcoming national conference at Manchester on the 23rd inst.

A better demand which is being experienced for wrought nails has induced the majority of the makers in the Old Hill, Black-heath, and surrounding districts to concede the increase of 10 per cent, in wages lately asked by the men.

The horse-nail makers of Old Hill, who some weeks ago struck for an advance in wages of 6d. per thousand, but who eventually compromised with the masters for 3d. per thousand, have now reconsidered their decision and have determined to accept nothing less than their original demand.

The rivet makers of Halesowen, Blackheath, and Old Hill turned out on a strike on Monday after making an unsuccessful attempt to secure an advance in wages. They declare that of late years wages have been reduced from 30 to 50 per cent., and they decline to resume work unless the 4s. list for fin. rivets, paid in 1870, is conceded.

Some of the chain makers in the Cradlry Heath and Old Hill districts having declined to concede the advance demanded by the men, all those operatives who had resumed work at the increase have turned out again. It is estimated that over 2000 operatives are thus thrown out of work.

as any is Mr. Robt. Austin who for thirty-nine years has been a member of the Old Mechanics’ Society and the present Amalgamated Society of Engineers, and who took an active part with Messrs. Allen, Newton, and others in bringing about the amalgamation. He has held an official position in the society for thirty-five years, and for a long series of years he has been called upon by the executive council to represent the society in complicated law cases and the settlement of disputes between the members and their employers. Mr. Austin is receiving not only the warm and unanimous support of all the Manchester and Salford branches, but also of the Oldham district and the branches in the Central London district, which have all sent out addresses to the members setting forth Mr. Austin’s special claims and fitness for the office of general secretary. Mr. Austin is also receiving warm support outside the Amalgamated Society of Engineers, and at a meeting of the Manchester and Salford Trades Council, held on Thursday last, a resolution was passed testifying to the great respect and high appreciation in which Mr. Austin is held by the Council. The resolution added that Mr. Austin had ever been found ready to give to others the valuable advice and assistance which his long experience and connection with the Amalgamated Society of Engineers placed within his power, and the sound judgment he had displayed on so many occasions had placed him in the position of an authority on all questions connected with trades unions, and of one in whom every confidence could be placed..

In the coal trade of this district there is a moderate business doing, which, with a few exceptions, is keeping pits going on about full time; but all classes of fuel are plentiful, and prices continue extremely low, the only advance that so far has been possible with the present winter season being a very trifling upward movement on some of the better qualities of round coal. At the pit mouth best coal averages 8s. 6d. to 9s.; seconds, 7s. to 7s. 6d.; common house-fire coal, 5s. 6d. to 6s.; steam and forge coals about 5s.; burgy, 4s. 3d. to 4s. 9d.; best slack, 3s. 6d. to 4s.; and common, 2s. 6d. to 3s. per ton.

shipping trade is quiet, and steam coal delivered at the high level, Liverpool, or the Garston Docks, can be got at 6s. 9d. to 7s. per ton.

Barrow.—There is a good demand maintained for all classes of hematite pig iron, and the enquiries to hand areas well maintained on foreign as on home account, and even more so. America is a good customer, and the colonies and the Continent are doing an increased trade in the qualities of hematite pig iron produced here. Prices are somewhat advanced. Mixed parcels of Nos. 1, 2, and 3 Bessemer iron are quoted at 46s. per ton net at makers’ works, and No. 3 forge and foundry iron at 45s. to 45s. 3d. per ton. Forwards are at more money by Is. 6d, to 2s. per ton. Stocks of iron have been largely reduced in some quarters, but increased in others. Makers in other parts of the district have sold largely on warrants, and these are resulting in the accumulation of stocks in the hands of holders in Furness and Cumberland, who are speculating on a rise. There is a good trade doing in steel rails, are very busy, and they are now experiencing an enquiry which is likely to result in still greater activity. £3 18s. 9d. is the quotation for prompt deliveries of heavy sections of rails net at works. £4 2s. 6d. is sometimes quoted, but no business has been done at this figure, although there are indications of a further advance in prices. Other qualities of steel are in better enquiry. Shipbuilders have booked no new orders. This trade is now exceedingly quiet. Engineers have not much to do, except in the marine department. Iron ore brisk at from 9s to 11s. per ton net at mines. Coal and coke firmer.

(From our own Correspondent.)

Business this week is apparently quite as buoyant as it was during October, notwithstanding that the shipbuilding season, for certain of the markets, is nearing its close. There is no giving way in prices, and the increased activity at the mills and forges is fully upheld. Ironmasters who have been long acquained with the trade express their preference for quiet progress rather than for a more rapid and less safe improvement.

The state of the pig iron market warrants the sheet makers in declining to accept business over the first quarter of next year, except at a rise of 5s. per ton upon present prices. This course the sheet makers are this week pursuing. Numbers of firms have now a good reserve of orders, and these are manifesting the strongest front. The tonnage of iron produced during October was considerably above the average of the last six months. Deliveries for certain of the sheet works are being pressed for by telegraph daily, consumers being very short of stocks. Sellers will accept nothing less than £6 5s. to £6 10s. for doubles, and £7 to £7 10s. for lattens.

Galvanisers quote £10 7s. 6d. per ton for 21 gauge, delivered in the Thames, packed in bundles, and £10 17s. 6d. in skeleton cases.

These manufacturers are becoming increasingly busy.

Best thin sheets for stamping and working-up purposes are fairly active. Notwithstanding the lateness of the season, some orders are still upon the books for the United States, the Australias,

Italy, Germany, France, and some other markets. Prices are a little unsettled just now, and makers are not pushing for new business. Open market quotations are without alteration, on the basis of £10 for working-up sheets, and £11 for stamping qualities.

Messrs. John Knight and Co., Cookley Ironworks, quote K. B. C. sheets, £9; Crown sheets, £10 10s.; Plough sheets, £12;

The

NOTES FROM LANCASHIRE.

C. S. S. charcoal, £14 10s.; and full charcoal qualities, £19 ; Crown bars, £7; plough bars, £9; and charcoal bars, £15. Tin-plates the firm price at:—Cookley K. Charcoal, 22s. per box; C. S. S. qualities, 20s.; and Cookley cokes, 19s. Tinned sheets are priced at First qualities, 27s. per cwt.; second qualities, 25s.; and cokes, 22s. per cwt.; all for singles. Doubles are Is. 6d. per cwt. extra, and lattens 2s. per cwt. extra.

Best sheet and tin-plate makers continue to use large quantities of imported steel, for which some of them are paying as much as    (From our own Correspondent.)

£4 15s. per ton for Bessemer qualities of tin bars delivered here,    Manchester.—What in some quarters is termed‘‘a healthy re-

and £5 for Siemens-Martin quilities. Bessemer blooms of excel- action” has come over the iron trade; buying has certainly relent quality from Lancashire works are selling in this district at ceived a check, and there is an easier tone in prices. This could £4 12s. 6d., and Siemens qualities at £4 17s. fid.    only be expected, considering the basis upon which a large pro-

Makers

Consumers of steel on ’Change in Birmingham have this—Thurs- portion of the recent business has been done. As I have more than day—afternoon stated that it was impossible to place orders for once pointed out in previous notes, the recent; heavy buying has bars, blooms, billets, and slabs, for delivery over the first quarter not been backed up by any materially increased weight of actual of next year except at the full 5s. per ton advance advised last requirements, but has been largely of a speculative character. A week. All steelmakers, from whatever district, were said to be good deal of the iron, it is true, has gone into the hands of con-alike firm in demanding this rise, arguing that there is every proba- sumers, but this has not been because of any really increased wants, bility of hematite pigs further advancing, and that their order but more as a matter of precaution in view of the possible con-books are already well filled. Local makers of large thin steel tingency of a permanent advance in prices. In most cases sheets were, therefore, also strong in asking a 5s. advance.    consumers, as the result of this extra buying, are now more

Staffordshire steel plates are sympathising slightly with the than filled up for any requirements they may have for some advance of £1 per ton in Lanarkshire. That advance is under- time to come, and there is a large surplus in the hands of specula-stood here to be mainly due to the Lancashire boiler-makers having tors which they are naturally desirous of turning over to secure a rushed in for heavy supplies to cover contracts into which they profit on their speculation, and the first symptoms of reaction in had entered. It is hoped that a somewhat similar effect may be the market produce an anxiety to realise, with the inevitable experienced in this district, though no official advance has yet been weakening of prices. There is no doubt that trade is on a better made by Staffordshire steel masters. Iron plates are £6 10s. for footing than it was a couple of months back, but the improvement tank sorts, and boiler qualities. £7 10s. to £8 and £9.    has been rather overdone, and probably the present check has come

THE SHEFFIELD DISTRICT.

(From our own Correspondent.)

The Biard of Trade returns for October are not quite up to expectation.

The great advance in unwrought steel has been anticipated in previous letters. The return for October makes it abundantly clear. During that month steel has been exported to the value of £183,677, as compared with £99,272 and £97,414 for the sponding months of 1885 and 1884. France shows a slight increase —from £6906 to £7797. The United States, which took values of £25,176 and £2L,263 for October of 1884 and 1885 respectively, increased last month to £L09,144; while other countries fell from £71,103 to £66,736.

The existence of an extensive bed of iron ore at Conisbro’ has long excited the interest of local geologists as well as of business people. Experiments which were commenced there years ago are now being continued. The trustees of Lord Conyers have had a couple of shafts sunk on a part of the estate known as the Park, near Micklebeing. At a depth of 30ft. a bed of iron has been reached by one of the shafts, extends from Conisbro' as far as Shireoaks, in Nottinghamshire. Little doubt is entertained as to the quantity of the mineral; the important point is as to its quality. If it is proved to be sufficiently good to warrant the expense of work-ing it, and the sinking of the second shaft proves equally satisfactory as the first, the discovery will materially affect the trade of the district. A third seam of fine coal is stated to be there in addition to the iron, with limestone and china clay and fire-clay. The ore obtained has been forwarded for analysis. If this proves satisfactory, the working of the mineral will no doubt lead to railway extensions of great consequence.

corre-

Most of the business doing in bars, hoops, and engineering sec- in time to prevent a more serious collapse, which would have been tions of iron is upon almost the old prices, except where delivery the certain result if a continued upward movement in prices had over the first three months of next year is required. In these led to the re-starting of works now lying idle, and the consequent cases makers compel an advance of 2s. fid. to 5s. per ton. Makers flooding of the market with iron, for which the present require-of marked iron are notreceiving additions to their order-books in such ments of consumption could afford no possible outlet. As it is, numbers as the makers of second .and third-class qualities, but they although makers who are mostly fully sold several months ahead, are are nevertheless busier than they were in September. Prices of firm at their late quoted rates, prices in the market have gone back marked iron continue unchanged at £7 for first qualities, and £6 little ; at present they show no indication for touching anything for second branded qualities. Good merchant bars are £5 10s., like their old level, but there is the prospect that for the next and common £5 down to £4 17s. fid. or so. Tube strip makers are month or so, whilst makers may be in a sufficiently strong position increasingly busy at £4-17s. 6d.    to abstain from forcing sales, the speculative holders may seek to

The bar and hoop and other merchant iron mills of the Warring- dispose of the iron on their hands by competing for the limited ton district are understood by ironmasters here 1 obe rapidly filling business that may come upon the market at such prices as they up their order books at present prices. The advantage which the can get.

It is believed that the ore

A\ arrington ironmasters possess over those of Staffordshire in the The Manchester iron market on Tuesday was fairly well attended, matter of freightage rates is an important item at the present time but there was only a very slow business doing. For pig iron there of severe competition for export orders. They can get to Liverpool were scarcely any inquiries of any weight stirring, and where offers at something like 7s. per ton less than the Staffordshire makers, were made they were at considerably below current rates. Makers, and the North Staffordshire works, who are also getting business on however, showed no disposition to give way. For Lancashire pig the export account, are 33. or 4s. nearer to Liverpool than is South iron quotations remained firm at 37s. fid. to 38s. 6d., less 2^, for ot“⁸‘llreV .    _    _    _    forge and foundry qualities delivered equal to Manchester, and in

ihe Shropshire wire-rod makers are receiving better inquiries, but district brands makers are still holding out for about 36s. 6d. to German competition is still complained of. The foreign article is 37s. fid., less 2!f, for forge and foundry Lincolnshire, and 39s. fid. being delivered into this district in good quantities at £6 2s. fid. to 40s. fid., less 2|, for foundry Derbyshire, delivered equal to Man-U®rr^orl> while native makers quote £6 10s., or at the very lowest Chester. In outside brands there is some little giving way, and *rriu'    ........    .    .    makers of Middlesbrough iron are not holding to the extra prices

1 here is no disposition by pig iron vendors to give way in price they have recently been quoting for forward delivery. It is, how-w®ek- A⁸ ^.° imported sorts, indeed, sellers are strictly pro- ever, in the second-hand lots of pig iron that the giving-way in hibited by principals from accepting anything less than recent prices is chiefly noticeable; and in these buyers are able to place advances. Contract books at the furnaces are now well filled, and orders at quite Is. per ton under the figures they would have had makers prefer to wait for further development of the market, to pay a fortnight back.

per

Northampton pigs are quoted 36s. 9d. to 37s., delivered to con- In hematites some makers are still holding firmly to 54s. fid., less sumers works here, and Derbyshires 37s. to 38s. fid. Lincolnshires 2i, for No. 3 foundry delivered into the Manchester district, but are strong at 40s. to 41s.    _    there are sellers in the market prepared to take Is. or Is. 6d.

THE NORTH OF ENGLAND.

• Tr£ma*'¹/es, maintain a vigorous front, and sellers are largely ton under these figures to secure orders.

ui i i ftbout doing more business at present, since the demands    There is no very material change to notice in the condition of

of the steel makers have placed producers’ order books in a capital the manufactured iron trade; a fair business continues to be done,    (From our own Correspondent.)

corn!¹ ion. o.is. to 5fis., delivered here, is this week again quoted and the forges that are in work are kept about fully employed, Notwithstanding t’he very considerable diminution in Cleve-° VWl aWp V    Ure S°xuS' fix-    x wbilst the recent advance, which brought prices up to the basis of land pig iron stocks, shown by last month’s official returns, the

ar, i tvfn i irr nfi    f busier than for a long time past, £5 per ton for bars delivered into the Manchester district, is being general tone of the trade is flat, and prices are easier than they

Srtf    ^ aVt been blx°wn !n ln the Bllston maintained.    were a week since. Scarcely any business was done at the market

directlv    rVy for a re'?.tart , The condition of trade amongst engineers and machinists still held at Middlesbrough on Tuesday last. Several merchants were

directly prices warrant such a step. Medium and common qualities shows no real improvement. A few more orders have recently anxious to sell, but they only succeeded in disposing of small lots, --SS    f1CeS    ate rr; ³⁷" “• been coming int0 the hands of locomotive builders, but they are and that at fid. per ton below the maximum prices recently paid,

mml^: d‘ l    f x P^'T u’ Sl-gbt y under 30s- for cinder still very slack, and in some instances engineers report rather a As yet none of the makers will accept less than 33s. per ton for

x tj . . ,    , fluie«ng drn> “ anything’ with the close of the year-    prompt delivery of No. 3 g.m.b.; whilst those whose order books

carrffid^n hv Tr All^n    O' est Bromwl°b-formerly    Messrs. B. and S. Massey, of Manchester, have just completed a are well filled, and whose stocks are insignificant, still ask as much

i lif- 1 ‘ -^i¹    ’ hav? Just been sold for £3o20, and it 2J-ton steam hammer for the Russian Government, made upon a as 33s. fid. Merchants quote 32s. 6d. for this month’s delivery,

mu¹.    SOfi°n- be V\°Peratl°n agam-    principle the firm have recently introduced for securing special and can occasionally be induced to deliver to the end of the year

in    KT8hedlI+>intr^d-e8h0nSfu0fallm?-0ff 8treDgth by constructing the framing entirely of wrought iron, at the same figure. For next year’s delivery sales are few and

no Mihsvan^t ill    ⁷ ^ !?’ uAf S® 8ame    The,shdes which guide the trips are also of wrought iron, but sepa- far between, as buyers and sellers cannot agree on the price to be

no substantial advance in prices has been made, but the movement rately attached to the general frame, so that steel can be used if paid.

tba* n° badcward te“d*“‘^ wiU desired- They have also in hand steam hammers of similar con- Nothing is being done in warrants at Middlesbrough. At Glas-chiellv for oiiffineerin^hSenHnn« Ordel"books ar.e wel1 filled UP, struction for the New Zealand Government and for Sweden. This gow they have lately changed hands at as low a figure as 32s. l£d. chiefly for engineering sections. Hoops are not in active request, form of construction seems to have been received with considerable per ton, or 6d. below last week’s values.

Crownbars^arp nnntwi    ’^?gp.more tban four turns a week, favour in countries where the climate during the winter is exces- The stock of pig iron in Messrs. Connal and Co’s Middlesbrough

£5deliveredVVrVV^a^ l⁵    1 beSt? £° 7s>,bd-to sively cold, as the wrought iron framework is less liable to fracture stores has not fluctuated much. The quantity held on Monday

favoi raWe trfnsVtns Vl Loq1, Blf ,show vlgour- and some ^om this cause than cast iron. It is also much lighter for trans- last was 300,657 tons, which represents an increase of 39 tons ^vourabie transactions heve been completed.    port, and in the hammer for the New Zealand Government the during the week.

this1S ="3= a\LreS, °f Kihe /eCfnt St!rxvm h.aTxmxer blxckr haf- been cast in two pieces, each weighing about Shipments from Middlesbrough have fallen off, owing partly to nuttine- of tlTo hranfls nf v, +    am cable trade, and the eight tons, to facilitate shipment.    the stormy weather and partly to the closing up of the Baltic

Iron The actfon which the lLVl °TS    fT™ a    ¹³ W toAbe ,a keen competition for the post of general ports. The exports had on the 8th inst. reached only 21,335 tons,

issuintr ciiV^arsVrnadonsf    !    Association took in Secretary of the Amalgamated Society of Engineers rendered as against 26,876 tons during the corresponding portion of last

issuing circulars bioadcast putting customers upon their guard has, vacant by Mr. John Burnett’s acceptance of the offer of corre- month.

are    ^ ir0n    8PondiDg secretary to the new department termed the Labour The prices of finished iron are fairly well maintained, and speci-

instances of'fraud he discovered    ^ ngbts sbould any further Bureau recently created by Government. The period for sending fications are somewhat more plentiful. Ship plates are £4 12s. 6d.

The revival in    10-    , ‘ t • , ,    ,    ^ fbe nominations of candidates closed last week, and there are per ton, free on trucks at makers’ works; angles, £4 5s. to £4 7s fid ;

shinniM tackle anehorf !ohiaSehfU-rD1Sb(ed so.rne good orders for about a dozen aspirants for the office. Amongst these are Mr. Robt. and common bars £4 12s. fid. All less 2J per cent, discount. valviWJVkihie ihV’ V hx 7 ,Engmeers who supply Austin, the secretary of the Manchester district; Mr. John Wilson, Puddled bars are offered at £3 per ton net.

busier than at anv    vSr11 are getting much thf. Present a^istant secretary at the head office, and who is The Cleveland ironmasters’returns for October were issued on

6r promlS1Dg act?ng as genexral secretary pro tern.; Mr. John Anderson, third the 3rd inst., and proved highly satisfactory from a producer’s At the innuest this week    f    secretary at the head office; Mr. John Wesley Bacon, point of view. The number of furnaces at present in blast is

who was kaled bvan    b °f tbe °P,erratlve general secretary of the Auxiliary Superannuation Fund; and eighty-four, of which fifty-one are producing Cleveland and the

Kynocli and Co Wilton near    Mr- H- Ev.e-Leigb. member of the executive council. The remainder hematite, spiegel, and basic iron. The make of Cleve-

^    '*    ’    irmuigham, on the 2nd mst., it was candidate who is considered to have as good a chance of election land pig iron during October was 109,689 tons, being a decrease of

6 120 tons as compared with September. The other descriptions of iron made amounted to 82,710 tons, representing an increase of 8099 tons on the previous month. The total pig iron stocks on the 3ist October were 690,735 tons, being a decrease during the month of 29,687 tons.

Although the price of pig iron seems to have gone back considerably during the last two or three weeks, and railway shares have also fallen in value, still, strange to say, the shares of all limited companies connected with iron, coal, and allied industries have gone up, and do not as yet seem to have suffered any reaction.

NOTES EEOM SCOTLAND.

(From our own Correspondent.)

There has been a want of strength in the Scotch iron market this week, and the prices of both warrants and makers’ iron have had a drooping tendency. The foreign inquiry is now acknowledged to be disappointing, notwithstanding the recent activity in the market and the upward movement in prices. The week’s shipments of pigs were, however, somewhat better than for several previous weeks, amounting to 9235 tons, as compared with 6364 in the preceding week, and 7617 in the corresponding week of 1885. A number of furnaces have been put out, and others relighted, with the result that there are now 74 in operation against 91 twelve months ago. The week’s addition to stocks in Messrs. Connal and Co.’s stores is about 1900 tons.

Business was done in the warrant market on Friday at 41s. 9d. cash, and on Monday the transactions were at 41s. lid. to 41s. 7Jd. On Tuesday the market was quiet, with a decline to 41s. 5d. cash.

The current values of makers’ pigs are somewhat lower, as follows :—Gartsherrie, f.o.b. at Glasgow, per ton, No. 1, 47s.; No. 3, 43s. 6d.; Coltness, 50s. 6d. and 44s. 6d.; Langloan, 47s. 6d. and 44s. 6d.; Summerlee, 49s. 6d. and 44s.; Calder, 48s. 6d. and 43s. 6d.; Carnbroe, 44s. 6d. and 41s.; Clyde, 44s. 6d. and 40s. 6d.; Monkland, 433. and 39s.; Govan, at Broomielaw, 43s. 6d. and 39s.; Shotts, at Leith, 46s. 6d. and 44s. 6d.; Carron, at Grangemouth, 46s. 6d. and 43s. 6d.; Glengarnock, at Ardrossan, 44s. 6d. and 41s.; Eglinton, 42s. 3d. and 39s.; Dalmellington, 44s. and 40s.

The recent advance in the price of steel has already set the workmen moving for an increase of wages. Representatives of the melters employed by the Steel Company of Scotland had an interview with Mr. Riley, the manager, on the subject a few days ago. That gentleman informed the men that the advances obtained in prices had not yet brought prices anything like back to the level of twelve months ago. He submitted the following prices for the past year:—

hampering production, but in the Swansea district there is a good make going on and a free demand. Over 35,000 boxes wore shipped last week, while the stocks show sensible signs of lessening ; 104,000 boxes in round numbers now represent the quantity held, or a little over a fortnight’s good sale.

Siemens steels are being sold at 13s. 9d., and the lowest for ordinary cokes has been 13s., while a good amount of business in best brands has been done up to 13s. 6d.

New York took in spiegel iron and tin-plates from Swansea last week 2500 tons.

A good idea of the activity in the Swansea tin-plate trade is afforded by the list of imports for the week. These were 1050 tons pig iron, 344 tons tin-plate bar, and 752 tons steel blooms.

The best figures given for charcoals have been 16s. 6d.; as for terns they are notin demand, quotations being regarded as too high.

In coal Swansea has not made a flourishing appearance, but better work is being done at Newport and Cardiff. Guided by the import list, it would strike one as curious that Swansea is an importer of coal, but I find that it is of a special kind, cannel coal, and that a cargo received last week was only 150 tons.

Newport shipped coastwise last week 22,000 tons, and, taken altogether, the shipments were good, the house coal trade showing a great deal more vigour.

Cardiff exported 140,000 tons coal last week to foreign destinations, good cargoes going to the coaling stations, to Gibraltar, Buenos Ayres, Marseilles, Lisbon, and Rio Janeiro. A quantity of patent fuel also went to the last-named destination.

In the colliery districts work generally is more plentiful, and a better tone prevails. It is tolerably well understood that we have turned the corner, and as sales increase and contracts multiply, better prices will obtain. Even now there is a stiffness with owners of best qualities, and a slight increase in quotations for prompt delivery is not uncommon. Coalowners are quite convinced that better times are at hand, and that the winter will bring advanced quotations. The improvement in general industries always tells favourably upon coal.

Pitwood is going steadily up in price, and is noted as scarce.

There is a paucity of Parliamentary notifications now framing. I only hear of one important one, which is to link the Monmouthshire coalfields with the Bute Docks.

Mr. Walker, whose success with the Severn Tunnel has given him well-merited distinction, is progressing well at Barry, and has just won golden opinions by his success at the new Cardiff voir. Mr. Jones at the Cwmtaff reservoir is making good headway.

Passenger traffic will very shortly begin in connection with the Severn Tunnel.

NOTES EEOM GEEMANY.

reser-

Boiler plates. Date, per ton.

1885.    £ s. d. Oct...

Nov..

Dec. .

1886.

Jan. .

Ship plates, per ton.

d.

15 0 and extras ..    7

15 0 15 0

ment of the president of the Wrought Iron Combination, but the prices, in spite of a slackened demand, are ostensibly kept up. The works in France make every effort to keep prices up, whilst in Paris they are continually falling, till merchant iron is now quoted at 135f. p.t.

The Chamber of Commerce of Solingen just reports for the year 1885 that “ the demand for side-arms in the past half of the year left much to be desired. Fencing and arms of luxury were less called for than last year, but hoes and sugar knives revived slowly after the long crisis in all the sugar-producing counties. Towards the end of the year a large order was received from the English Ministry of War, which had not ordered here for a long time before, and about which much has been written both in English and German papers, but at last the English Parliament had to give explanations on the subject. This order of the English Government gives a brilliant testimony to the capabilities of our industry.” Germany and some of the small neighbouring countries were the chief customers for table cutlery, and the consumption was a normal one. The orders from foreign countries, not large in a general way, were quite insignificant last year. Although the Solingen pocket-knives of all sorts and its razors, which are allowed to be so elegant in shape, so cheap, and of such excellent quality, and made to suit the liking of every foreign customer, generally find a ready sale, the orders obtained last year were not enough to keep the factories constantly at work. As with regard to knives, so it was with scissors, and there was nothing favourable to be reported. In steel clasps and mountings a new foreign competition has made itself felt, which led to over-production and reduced prices, so that only three-quarter time could be worked on these articles. Irons for boot-heels made by hand are gradually dying out, and being replaced by those made by machinery. The manufacturers of the machine-made irons have combined to restrict the output by 50 per cent, in order, at least, to be able to sell the remainder at a remunerative price. Screws and bedstead hooks have been so effected by the bad times that the commission for selling the goods has scarcely been realised. The manufacturers of corset clasps found they could not meet foreign competition, because they used only English steel, heightened in price by duty and freight, so they have resolved now to roll their own steel sheets, by which means they hope to be enabled to compete as heretofore. At home the demand was regular, but the prices were depressed through cheaper hand labour in the Eifel and Taunus districts. The demand for “ waist springs ” for ladies’ dresses was so large that it became necessary to increase the number of workpeople by one-third, but towards the end of the year orders came in more sparingly. Eyelets found regular customers at former prices. The manufacturers of umbrella fittings did not find full or regular work, and prices fell during the summer. The calamity in the sugar trade, and the more extended use of cut or die sugar, has had a depressing effect on the manufacture of sugar moulds. The export last year was unimportant, and the home market required very few. In the cast steel works it did not become necessary to either curtail the output or to discharge workmen, and as the production nevertheless was more than last year’s, it showed a satisfactory result.

(From our own Correspondent.)

In spite of every endeavour, it has not yet been possible to raise the prices of iron on the Silesian market, although there is a good and regular demand for forge pig, and the bar mills and forges and foundries have abundance of work at present in hand. The prices remain 45 to 46 for forge, and M. 50 p.t. for foundry metal. Plates are not quite so lively as a week or two ago, and stand at M. 130 to 135 p.t., but in thin sheets a moderately good business is doing.

In steel rails a trifle more life is visible, which may equally be said of wheels and axles for locomotives, as well as railway trucks. Bar iron can hardly realise M. 85, whilst fancy sections command M. 90 to 100 p. t.

As the sugar factories are now getting into full season swing and the weather is colder, the coal trade is experiencing a slight improvement.

A squad of Italian sailors in command of an officer arrived lately at Elbing to take over and navigate to Italy some torpedo-boats constructed by Sehichau, who it is stated has still ten on the stocks for the same Government.

From Rheinland-Westphalia there is nothing very particular to report this week in the iron trade. Prices have not risen ; though the lever has been here and there ineffectually applied, but prices, such as they are, are steadier, and the general opinion is that they will not relapse again before a permanent turn for the better sets in. The more hopeful accounts from all foreign markets has led to these rosy views. Rails, of course, are still dull in face of the foreign competition. On this subject, whilst presenting his report to the shareholders of a great iron and steel company, the chairman, one of the most eminent industrials in the country, observed that the foreign competition had seriously affected the balance-sheet, and that if it had not been for the moderate protective duty on rails they would have been compelled to close the works. Further, he remarked that he thought the wisdom of the State Railway Administration would at last recognise that the railways were losing in freight on ores, coal, and iron so much by permitting foreign competition that it would not be allowed to continue much longer. To the more commonplace mind this reasoning does not seem conclusive, because evidently some one must recoup the company for its outlay on freights, and that can only be by the Railway Administration paying more for its rails. It is simply robbing Peter to pay Paul. Besides, when foreign tenders are made, the railway adds 70 per cent, as an average to the normal freight rates from the point of delivery of foreign goods, say at the Baltic or North Sea ports, or Herbesthal, on the Belgian frontier, to the point in Germany to which the native works are to deliver, and then strikes the balance; so that if then the foreign tender still remains the lowest, it is clear that this becomes the price at which the Railway Administration expects to get the goods; so that foreign firms need not be dismayed from tendering, because it is to be supposed the wisdom of the Administration will enable it to see its own advantage and allow foreigners to tender as heretofore. To return from this digression, Spanish ores have advanced a little injprice, but native ores remain at M. 7‘50 and 9 per ton, according to sort. Forge pig is more called for, and long contracts are being sought by buyers, but are not forthcoming. Spiegel is lifeless at M. 46, as also foundry pig at 45 to 52 M. p.t. for the three Nos.; Bessemer, 43 to 44; basic,

37; and Luxemburg, M. 28 p.t. Wrought iron prices are stationary, although nearly all the mills are well employed, but a rise is generally looked forward to, and an actual increase of M. 3 p.t. has taken place in their black sheets, with hopes of a further rise very soon. They are noted M. 122 to 125. The demand for boiler plates is satisfactory at M. 139 to 142 p.t. The price of wire rods is low, at 97 to 100 for iron and 95 to 100 for steel, but the output is increasing. Merchant bars are 90 to 96; angles, 100 to 105; girders, 91 to 96; hoops, 100 to 105 M. per ton. The machine and other constructive shops are, with rare exceptions, in the same stagnant condition as noted for a long time past. In the coal and coke trade there is no special improvement, and the long and mild autumn has been against a revival.

It appears that some English parties were in negotiation for the as acquirement of “ The Annen Steel Works, Westphalia,” which exports most of its castings to England, where, it is said, the company has a large sale and good connection, but beyond this it has made it a speciality to cast stern posts, rudders, and other parts of marine work, which are used in shipyards of the Government and others in this country. Now it is reported on authority that Krupp has purchased the works, but that one of the present proprietors will retain the management till November, 1887. This is significant, for surely Krupp cannot possibly require to increase his present immense establishment by adding a comparatively small work to it situated miles distant. Moreover, why should he not be able to make these things at his own works ? Apropos, Krupp’s second 120-ton gun has just returned to Essen after trial at Meppen. It has not yet transpired where its ultimate destination is to be.

The establishment of H. Gruson at Buckau, Magdeburg, where, as many readers of The Engineer are aware, the well-known chilled cast iron turrets are made, has been converted into a share company with 9,000,000 of marks capital and a distinguished directory.

In Belgium the iron market has been a little scared by the retire-

Pig

iron.

per ton. pr. t’n. & d. s. d.

6 .. 45 6 6 .. —

6 ..48 6

Angles, per ton.

Coal.

d.

01

31

LAUNCHES AND TEIAL TEIPS.

0 .. 46 6 0 —

0    ..45 0

0    ..45 6

. 5 101

Mr. Riley further explained that these prices are subject to 5 per cent, discount, and cover delivery to any part of the Clyde district, a charge on the average of about 3s. 6d. a ton. From October, 1885, to October this year, when the men asked for their advance, there had been a fall in prices to the extent of 42s. 6d. per ton on boiler plates, 30s. on ship plates, and 27s. 6d. on angles. There had been a recovery from the lowest point, 12s. 6d. per ton, on ship and boiler plates and angles, so that the company still remains worse off in the matter of the prices of steel than in October last year —when it was driven to reduce wages—by 30s. per ton on boiler plates, 17s. 6d. per ton on ships’ plates, and 15s. per ton on angles. During the period named hematite pig iron rose in price from 46s. 6d. per ton to 48s. 6d., then fell to 42s. 9d., and has latterly risen to 47s.; coal rose from 5s. OJd. per ton to 5s. 3Jd., then fell to 4s. 10|d., and has again advanced to 5s. 10|d. Therefore, whether we look at the cost of raw material or the selling price of steel, it is at once seen that steel makers are in a much worse position to-day than at this time last year. Mr. Riley pointed out that it was in the circumstances impossible to increase wages. They hoped they would be able to manage without further reductions; but at any rate the directors of the steel company could not entertain an application for an increase until after a further considerable inprovement in trade. The statement is most valuable, as giving a practical exhibition of the present position of the entire steel trade of Scotland.

In the past week there was shipped from Glasgow locomotives to the value of £15,900 for Calcutta, Madras, and Bombay; machinery, £52,876, of which £48,180 represented marine engines despatched by Messrs. Robert Napier and Sons to Russia for naval vessels under construction there; sewing machines, £1908; steel goods, £8486; and general iron manufactures, £29,920.

The coal trade has been moderately active, although still suffering from restriction of output. During the past week there despatched from Glasgow 18,817 tons; Greenock, 48 ; Ayr, 7852 ; Irvine, 1927; Troon, 6889; Burntisland, 22,172; Leith, 3889; Grangemouth, 10,192; and Bo’ness, 3999 tons—in all, 75,785, as compared with 86,674 tons in the corresponding week of 1885. There is no alteration in prices.

There appears to be a disposition on the part of the colliers to rebel against the appointment of their leaders that they should work only four days a week. At a large number of the collieries the men went to work on Monday, resolving to keep only one idle day—Thursday. It is thought that an attempt will be made to fight the masters by calling out a few collieries on strike until the advance is given, but the employers threaten to meet such tactics by a general lock-out.

Feb. . March April. May . June. July . Aug..

10 0

II

0 0 „

0 0 overhead .. 15 0

Sept..

Oct... '    15 0

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6 5 0

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.    6    7    6    .. 5 15    0    .. 42 9

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. 6 10 0 .. 5 12 6 ..46 0

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WALES AND ADJOINING COUNTIES.

(From our own Correspondent.)

At last the steel rail trade is moving, and prices are going up. I am almost ashamed to state to what a price they had fallen, but a railway engineer assures me that they could be bought for £3 10s. I hope now that we shall not hear anything more of such figures, and that the demand which has set in will steadily continue. The great mass of Canadian—Toronto to wit—railways was laid when prices were at £13.

If to the business being put in by railways, orders for a larger quantity of steel sleepers could be added, it would be gratifying, but in regard of bulk steel sleepers are hanging fire. Some engineers shake their heads, and say all the difficulties are not overcome. Rails are thick, and are made to stand a certain amount of oxidisation, but steel sleepers are thin, and are placed nearer the ballast, which in many places is formed of sulphurous cinders.

There is no doubt but that the steel sleeper will be the substitute for wood, but some details have to be carried out and difficulties overcome. "While the rail trade continues to be encouraging, it is pleasant also to add that the tin-plate trade is satisfactory, better so perhaps in Glamorganshire than in Monmouthshire. In the latter district there are some wages’ disputes which

are

On Saturday, October 30th, there was successfully launched from the shipbuilding and engineering works of Messrs. Oswald, Mordaunt, and Co., of Southampton, a handsomely modelled iron sailing ship of about 2250 tons net register, built to the order of Messrs. R. W. Leyland and Co., and of the following dimensions : Length, about 2S5ft.; breadth, about 40ft.; depth of hold, 24ft 5in. The vessel is full rigged, with skysail on main mast, and built to class 100 A Lloyd’s. She has a long full poop aft for accommodation of captain and officers, large deckhouse amidships for accommodation of petty officers and seamen. She is fitted with Harfield’s patent combined capstan windlass for working anchors and chains. This is the sixth vessel built by Messrs. Oswald, Mordaunt, and Co. for the same owners, and has been built under the superintendence of Captain Enright, of Liverpool. She was named the Leyland Brothers by Miss Lilian Oswald. Immediately after the launch the fine iron sailing ship Cortez left the builder’s yard in tow for Cardiff.

The s.s. Colling woodleft Cardiff a few days sinceforher firstvoyage after having a new boiler fitted and the whole vessel overhauled generally. The boiler was made at Cardiff by the "YVallsend Slipway and Engineering Company, who secured the order in competition with engineers from all over the country, and is the largest steel marine boiler that has ever been made in the district. The boiler is made of mild steel to Lloyd’s highest requirements, and is hydraulic rivetted throughout, is 15ft. diameter by 10ft. long, and has four furnaces. The working pressure is 80 lb. per square inch. The whole job was done in five months. It must come as a surprise to most Cardiff shipowners that they can get this class of work done in Cardiff instead of sending it to the North as formerly, and it speaks well for the enterprise of the Wallsend Slipway and Engineering Company.

The Importation op Machinery into the Cape op Good Hope.—The Government of this colony have issued a notice to the effect that under the Customs Tariff Amendment Act, No. 13, of 1884, mining machinery, agricultural machinery, sawing machinery, and railway material are free of customs duty when imported. Also that the Railway Department has decided that from and after November 1st mining machinery in transit to places beyond the limits of the colony shall be conveyed to the several railway termini it third-class rates, instead of second-class as at present.

Awards at Exhibitions.—“ The allegations which have been so freely made in connection with the awards at the Liverpool Exhibition are somewhat less specific and definite than they ought to be under the circumstances. Were it not for the absurdities and anomalies of the law of libel it would be possible to discuss the matter in a more intelligent and intelligible manner, but as that law now stands it is practically suicidal to set forth even well ascertained facts unless that course is taken with the certainty that some thousands of pounds must be paid for the pleasure of so doing. This is a luxury we are not inclined to indulge in at the moment, consequently all we can do is to say that in our belief a grave scandal exists at Liverpool, impartial authority should by all means be empowered to investigate the whole affair, and the result should be made known as early as possible, not merely for the information of the general public, but also for the guidance of those who are in the habit of sending their manufactures to exhibitions. All exhibitions are, or are likely to be, discredited by the Liverpool disclosures, as well by the complaints which are being made at Edinburgh, and those which are affairs of the near future will probably suffer rather severely in consequence. Next year there will be exhibitions of some magnitude at Manchester and Newcastle. For these canvassing is in active progress, and manufacturers are being pressed to patronise them. Some, no doubt, have already made their arrangements, but in the majority of instances there is time for some definite understanding to be arrived at on the subject of awards. In order to prevent any repetition of the Liverpool scandals there should either be no awards at all, or the juries should be composed of experts. The latter alternative is not very easy of realisation in practice, hence the other seems to be the only one available. In that case many firms will not care to exhibit at all, which is a conclusion we can admire and endorse in respect of all home exhibitions on the scale of those of recent years. Instead of spending enormous sums of money for the benefit of exhibition promoters and their satellites, it would be far more effective and remunerative for manufacturers to devote increased attention to careful advertising and well planned travelling — points in which we Britishers are sadly behind our American and German competitors.” The above is from the Ironmonger, and will no doubt receive a very general endorsement.

Some independent and

Shares.

ac-

ac-

over

Shares.

mer

are:—

Shares.

500

100

100

100

Shares.

ers:— Shares.

Shares. Rev. J. T. F. Aldred, Dore, Derby........

W. Kirk, Killamarsh, manager ........

1 J. W. Tankard, Killamarsh, colliery manager ..

H. Kirk, Killamarsh, foreman..........

1 S. Aldred, Dore, chemical manufacturer

J. Smith, 41, Burlington-strcet, Chesterfield,

hatter....................

J. Aldred, Walkley, surgeon ..........

The number of directors is not to be less than 1 three nor more than five; qualification, one share; the first will be elected at the first general ¹ meeting, the subscribers acting ad interim. The ¹ remuneration of the board will be determined by the company in general meeting. The purchase consideration is £1100 cash and £1400 in fully-paid shares.    _

ers:—

sum

14,048. Pedals for Velocipedes, N. Merrill, London. 14,049. Screw Cap Tap, B. Smith, Putney.

14 050. Cartridge Feeders for Machine Guns, L. F. Bruce, Paris.

14,051. Teaching Geography by Model, G. Webb, Lawley, and J. Bayley, Wellington.

14,052. Steel Scrapers or Scoops, R. St. B. Young.— (G. Wilkinson, Canada.)

14,053. Soaps and Glycerine, A. Macalister and W. Stewart, Glasgow,

14,054. Paint Brushes, F. Mori and R. J. Westley, Halifax.

14,055. Device for Locking Motor Parts of Washing, &c., Machines, R. Moor, W. H. Murton, and W. S. Varley, Keighley.

14,056. Scraping Roads, W. Smith, Durham.

14,057. Machinery for Actuating Winches, D. W. Porteous, Paisley.

14,058. Boilers, T. G. Messenger, Loughborough. 14,059. Copying Machines, G. W. Green, Birmingham. 14,060. -Toy Tops, W. H. Moon, New Swindon.

14,061. Obtaining Gold from Refractory Ores, J. B. Hannay, Glasgow.

14,062. Machines for Cutting Bacon into Rashers, A.

Durose and E. La Croix, Birmingham.

14,063. Stopping Bottles, J. Alabaster, Barnsley. 14,064. Ambidextrous Scissor, T. R. Ellin, Sheffield. 14,065. Constructing Pliers, &c., T. R. Ellin, Sheffield.

14,066. Boxes for containing Cosmetic, &c., W. G. Lloyd, London.

14,067. Perambulator Handles, I. E. Burman, Birmingham.

14,068 Clearing Top Rollers of Spinning Machinery, B. A. Dobson, R. Hardman, and E. Gillow, Manchester.

14,069. Revolving Cylinder Engines, P. M. Justice. —(IF. /. Lane, J. G. Lane, and IF. H. Field, United States.)

14,070.

rmer-

4 th November, 1886.

14.170.    Knitting of Shirts, &c., J. H. Cooper and W. J Ford, Leicester.

14.171.    Jubilee Cigarette, R. Smith, Birmingham.

14.172.    Window Blind Cord Racks, F. R. Baker, Birmingham.

14.173.    Shaping Umbrellas, &c., T. Tanner and J. W. Niblett, Horsley.

14.174.    Skeleton Wicket-keeping Gauntlets, E. Brice, Woodstock.

14.175.    Jackets, &c., J. Redman, Halifax.

14.176.    Jackets, &c., J. Redman, Halifax.

14.177.    Projectiles, J. Sample, Newcastle-on-Tyne. 14,178 Grit-proof Axle Box, A. Dickinson, Wednes-

bury.

14.179.    Hydrocarbon Lamps, G. R. Postlethwaite, Birmingham.

14.180.    Cases for Holding Bottles, &c., H. Oloren-shaw, Birmingham.

14.181.    Composition for Textile Bands, &c., J. C. Fisher and I. Jackson, Manchester.

14.182.    Seltzooenes for Soda Water, &c., G. Lee, Yorkshire.

14.183.    Paper Embossing Machine, E. Sherring, Manchester.

14.184.    Centres for Attaching Looking Glasses to Stands, R. K. Jones, Liverpool.

14.185.    Lawn Tennis Boots, &c., G. T. Peate and R. N. Parkinson, Manchester.

14.186.    Burners for Gas Singeing Cloth, D. Hunter, Glasgow.

14.187.    Rivetting, &c,, Machines, A. Piat and L. Delaloe, London.

14.188.    Invalid, <Sjc., Seats, E. B. Andrews, Birmingham.

AMERICAN NOTES.

(From our own Correspondent.)

New York, Oct. 30th.

Business has been partially neglected during the latter end of the week. A slight advance in the prices of iron and steel ha3 checked the incoming of orders that were anticipated. Our advices to-day from Philadelphia, Pittsburgh, and other iron centres in the West, show that an immense amount of business is about to be done. The Pittsburgh transactions for the past week in Bessemer lake ore would foot up 15,000 tons, in gray forge iron 20,000 tons. In foundry iron a large amount of business has been done in lots ranging from 50 to 500 tons at prices ranging from 17 dols. to 18 dols.; 500 ton lots of puddled bars have sold at 20 dols. to 30dols.; some small lots of ordinary puddled bars sold at 28 dbls. 50c.; 1500 tons of railroad scrap sold on Thursday at 20 dols.; 1000 tons of open-hearth steel scrap sold at 22 dols. 50c. per ton to 22 dols. 40c.; 1000 tons of old car wheels sold at 17dols.; 1000 tons of old iron rails at 24 dols. 50c. All kinds of material from crude iron up was selling from 25c. to 50c. per ton above the prices of thirty days ago.

A large amount of business is likely to be transacted during the next two weeks. A great deal of interest is being manifested by manufacturers in natural gas. The Board of Trade of Sharon, Pennsylvania, seventy miles north of Pittsburgh, are inviting manufacturers to send contracts to that place, to study the advantages, and are making them liberal offers in the way of land and freedom from taxation to locate there. Other towns in the gas belt are doing the same thing. The Disstons, of Philadelphia, are about locating in Butler, thirty miles north of Pittsburgh, where a supply of four gas wells is offered them. The inquiry for material throughout Western Pennsylvania is very heavy, and there is no doubt but that the winter will be an unusually active one. In Eastern Ohio several gas wells have been started, and all the smaller industries are well supplied with orders, growing out of their ability to make bids at lower prices than their competitors.

Steel rails are quoted at 34 dols. in Western Pennsylvania, 36 dols. in Eastern, 38 dols. in West Orleans for iron rails, and 40 dols. to 50 dols. at mills for light stocks. Merchant bar iron is sold at 1 dol. 75c. to 2 dols.; nails, 2 dols. 10c. to 2 dols. 20c.; angle, 2 dols. 20c. to 2 dols. 50c.

The receipts of foreign ore from Cuba and the Mediterranean ports continue very large.

HEW COMPANIES.

The following companies have just been registered

Naish, Sons, and Co., Limited.

This is the conversion to a company of tbe business of Messrs. A. J. Naish and Sons, 21, 22, and 23, Coleskill-street, Birmingham, iron, brass, and metal founders, boiler makers, engineers, manufacturers of, and dealers in, machinery. It was registered on the 2nd inst. with a capital of £25,000, in £5 shares. The subscribers are :—• ♦A. J. Naish, 21, Coleshill-street, Birmingham,

ironfounder and manufacturer........

*W. P. Naish, 21, Coleshill-street, Birmingham,

ironfounder and manufacturer ........

♦C. E. Naish, 18, Braithwaite-road, Birmingham,

manufacturing chemist’s assistant ......

Miss M. P. Naish, 149, Stratford-road, Birmingham ..    ................

Walter Naish, 149, Stratford-road, Birmingham,

dispenser ..................

Bev. F. C. Naish, 9, The Terrace, Gravesend,

clerk in holy orders..............

W. P. Pauli, 19, Castle-street, Liverpool, solicitor

The number of directors is not to be less than three nor more than seven; qualification, £10 in shares or stock; the company in general meeting will determine remuneration. The first three subscribers are the first directors.

Natural Rock Ashphalte Company, Limited.

This company proposes to take an assignment from Samuel Davies of the lease of the quarries, delphs, pits, and beds of limestone, chalk, or other minerals near to Miller’s Dale station of the Midland Railway, in the county of Derby. It was registered on the 3rd inst. with a capital of £2000, in £5 shares. The subscribers are

Samuel Davies. Princess-street, Manchester J. Thomas, 71, King-street, Manchester, countant

C. H. Wood, 71, King-street, Manchester, accountant ................

H. Simmons, 71, King-street, Manchester,

countant ................

T. E. Davies, Lower Broughton, Manchester,

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

R. Beddows, Lower Broughton, Manchester,

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

R. W. Williamson, 19, Brazennose-street, Manchester, solicitor ..............

Registered without special articles.

Harden■ Star and Sinclair Fire Appliances Company, Limited.

This company was registered on the 29th ult. with a capital of £60,000, in £1 shares, to take and continue the business of the Harden Star Hand Grenade Fire Extinguishing Company, Limited, of 64, Queen Victoria-street. The subscribers are:—

*E. B. Savile, 30. St. George’s-road, S.W. .. 7 ♦Harry Bateman, 31, Queen’s-road, St. John’s

wood Park...............

A. Fraser, 18, Kitson-road, Camberwell, book keeper ..................

F.    C. Bell, 118, Southwark-street, asbestos manu

facturer ...............

G.    Jones, 71, High Holbom, boot factor .. .

T. Heckels, 3, Carisbrooke-terrace, Blackheath .

A. M. Baige, 21, Duncan-terrace, Islington,

chant ..............°

The number of directors is not to be less than three nor more than five; qualification, 300 shares; the first are the subscribers denoted by an asterisk, and James Sinclair and John Bell. Mr. Harry Bateman is appointed managing director for five years. The ordinary directors

will be entitled to £50 per annum each, and the chairman and managing director to such rem u-neration as may be agreed upon between them and the company. _

Porous Carbon Company, Limited.

This company was registered on the 30th ult. with a capital of £100,000, in £1 shares, to acquire the goodwill, business, and assets of the Patent Porous Carbon Company, Limited, and to work, continue, and develope the patents, &c., of James Wright Gatehouse, W. B. G. Bennett, and G. H. Ellis, in connection with the purification of sewage liquids and of rivers, and to utilise porous carbon and other compounds for filtering, decolorising, and deodorising and refining liquids, &c., and also for the clarification of sugar. The subscribers

♦Alfred Pegler, J.P., Southampton ..    ..

♦A. Maclean, M.D., Church House, Kew ..    ..    100

♦General Sir M. K. Kennedy, K.C.S.I., 102, Gloucester-terrace ................

♦Surgeon-General Sir Guyer Hunter, M.P., 21,

Norfolk-square ..    ..    ............

♦Henry Mtudslay, C.E., Westminster Palace

Hotel ............ .........

G. H. Ellis, 23, Wormwood-street, sanitary engineer ....................

G. J. F. Tate, 23, Wormwood-street, secretary to a company..................

The number of directors is not to be less than five nor more than seven; qualification, 100 shares; the first five subscribers are appointed directors. Each director will be entitled to £200 per annum, and in addition to such remuneration £5 per cent, of the profits earned in any year in which £10 per cent, dividend or upwards is paid, will be divided amongst the board.

Orinoco Railway Company, Limited.

This company proposes to construct, equip, and work a railway between the Orinoco River and Guacipati, in the Republic of Venezuela, and other railways in the said Republic. It was registered on the 28th ult. with a capital of £800,000, in £10 shares, with the following as first subscribers:—•

G. Baird, 13, Berkeley-square.......... 1

Henry Burchell, 17, Great George-street .... 1

R. Mcllwraith, 138, Leadenhall-street, merchant 1 T. F. Olliffe, 15, Sloane-street, barrister ..    ..    1

E. Kenyon Stow, Victoria Lodge, S.W.......

E. H. Woods, C.E., 6b, Vietorla-street......

A. D’Arcy Bannerman, 3, Woodlands-road,

Barnes, secretary to a company........

The number of directors is not to be less than three nor more than nine; qualification, £5 of the nominal share capital; the subscribers are to appoint tbe first five. The company in general meeting will determine remuneration.

Norwood Chemical Works, Limited.

This company proposes to purchase the Norwood Chemical Works, Killamarsh, Derby, and the business of chemical manufacturer carried on therein by Mr. Shirley Aldred. It was registered on the 30th ult. with a capital of £1000, in £10 shares, with the following as first subscrib

Lumby, Son, and Wood, Limited.

This company proposes to acquire the West Grove Boiler Works, Halifax, and the business of welded boiler and safe makers, carried on therein. It was registered on the 3rd inst. with - capital of £40,000, in £5 shares, with the following as first subscrib

Shares.

♦Percy Wood, West Grove Boiler Works, Halifax ♦ J. Ashton Riley, Halifax, manager ..    ..    ..

♦R. Horsfall, J.P., Halifax, architect and surveyor ................ ..    ..

G. Rhodes, Halifax, solicitor..........

J. Ashton, Ashton-under-Lyne, chartered accountant ..................

R. W. Evans, Halifax, solicitor ........

♦W. Gaukroger, Halifax ............

♦J. H. Gregson, Halifax ............

The number of directors is not to be less than three nor more than five, the subscribers denoted by an asterisk being the first; qualification, fifty shares. Mr. Percy Wood is appointed managing director.

Standard Time Company, Limited.

This company proposes to acquire patent rights relating to the regulation of time, timekeepers, or clocks, by electricity, and for the dispersion, transmission, and accumulation of electric currents or force; also to manufacture telephones, and to establish telephone exchanges under licence from the Postmaster-General or otherwise. It was registered on the 28th ult. with a capital of £100,000, in £1 shares. The subscribers are:—

Shares.

♦Hon. Ashley G. Ponsonby, J.P., 9, Prince’s-

gardens ....................

F. Ayson, Holly Park, Crouch-hill

The number of directors is not to be less than two nor more than six; qualification, 200 shares; remuneration, £600 per annum, and a further equal to 5 per cent, on the profits after 7 per cent, per annum dividend has been declared. The subscribers denoted by an asterisk are the first directors.

THE PATENT JOURNAL.

Condensed from the Journal oj the Commissioners of Patents.

Applications for Letters Patent.

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

1st November, 1886.

14,016. Breaking Up, &c , Rocks, &c., H. C. Ldbnitz, Glasgow.

14,017. Cleaning the Outsides of Windows, A. Roch-ford, Dublin.

14,018. Spinning and Winding Yarn, D. Maitland, Manchester.

14,019. Weighing Machines, A. Heekenstaller, London.

14,020. Galvanising Iron and Steel, J. T. Dann.— [A. Schaag and Messrs. Fliirscheim and Bergmann, Germany.)

14,021. Screw-making Machinery, F. W. Walker and W. A. Milner, London.

14 022. Treatment of Tin Scrap, A. and L. Q Brin, London.

14,023. Safety Saucepan Lid, J. Cornish, Oxon.

14,024. Appliance for Securing Envelopes, J. M. Eder, London

14,025. Mac hines for Filling and Corking Bottles, G. Rae, Glasgow.

14 026. Electric Arc Lamps, Hon. C. A. Parsons, London.

14 027. Save-all Funnel, W. Hill, London.

14,028. Solitaires, W. West, London.

14,029. Heating Feed-water for Boilers, L. McIntyre, London.

14,030. Glass Tablets for Advertising, T. Davidson, London.

14,031. Stopping Bottles, J. C. Mewburn.— (Socidte Barris Freres et Cerveaux, France )

14,032. Curtain Rods, J. F. Forth, London.

14,033. Electrolysis, C. D. Abel.— (Messrs. Siemens and Halske, Germany.)

14,034. Marine Propulsion by Gas Engine, G. Daimler, London.

14,035. Washing Machine, W. J. Howeroft and A. C. Moore, London.

14,036. Construction of Boats, &c , W. H. Daniels, London.

14,037. Check Apparatus for Coin, G. Reimann, London.

14,038. Braking Revolving Axles, II. Hansen and J. Packness, London.

14,039. Drying Floor Coverings, G. Seagrave, London.

14,040. Wire Belting, A. B. Soar and E. W. Collier, London.

14,041. Berths on Ships, F. H. Street and C. Ellis London.

14,042. Mops, H. H. Lake.—(C. A. Bacon and H. F. Low, United States.)

14,043. Medicine Bottles, F. Siebenmann and C. Vanoli, London.

14,044. Joints of Pipes, D. J. R. Duncan, H. C. Mylne, and A. E. B. Hill, London.

14,045. Electric Bells, W. P. Granville, London.

14.046. Moulded Articles in Oxidised Oil Compounds, F. Walton, Twickenham.

14,047. Plug Tobacco Machines, T. Puetz, jun., London.

2nd November, 1886.

Levelling Scientific Instruments, E. Crossley, Bermerside.

14,071. Spring Bolt for Securing Doors, &c , W. Elliss, Sheffield.

14,072. Vertical Centreing Rod, E. Crossley, Be side.

14,073. Railway Car Trucks, G. Macaulay-Cruik-shank.—(H. Baines, United Sta'es.)

14,074. Aerated Water Bottles, S. Switzer, Newport.

14,075. Electric Lamps, R. E. Phillips.—(IF. S. Hill, United States.)

14,076. Pr inti so from Rollers, J. Kerr, J. N. Wilson, and J. Haworth, London.

14,077. Lessening the Consumption of Fuel in Firegrates, &.O., J. C. Kent and G. Nash, London.

14,078. Detachable Clips for Neckties, R. L. Teller, London.

14,079. Vessels for Use in Brewing Beer, &c, F.

Faulkner and W. Adlam, London.

14,080. Bar Handles of Bicycles, <fcc., W. J. Lloyd and J. Priest, London.

14,081. Metallic Packing for Piston Rods, &c., J. Murray, Glasgow.

14,082. Refrigerating Machines, J. Conacher and O.

L. Williams.—(A. Conacher, United States.)

14,083. Pen Cleaners, W. P. Thumpson.—(A. IF. Pope, United States.)

14,084. Rotary Steam Engine, W. P. Thompson.—(H.

S. Hopper, United States.)

14,085. Felt Hats, J. H. Neave, Liverpool.

14,086. Toe Tips for Boots, <fcc., F. T. Povali, London. 14,087. Transmission of Power, T. D. Hollick and W.

E.    Rickard, London.

14,088. Range Finder, A. Busk, London.

14,089. Pivotting a Combined Pick and Shovel, A. H. Storey, London.

14,090. Boots and Shoes, L. E. Scafe, London.

14,091. Trousers Stretchers, O. B. Benton, London. 14,092. Non-alcoholic Beverage, G. P. Wheeler and

F.    Ritter, London.

14,093. Writing Desk, H. A. Binckes, London.

14,094. Destroying Insects, C. Schandein, London. 14,095. Lamps for Velocipedes, <fcc., W. Bown and R.

B. Chalmers, London.

14,096. Harrows for Cleaning, &c., Land, J. W. Lee, London.

14,097. Producing Light from Gas, A. Paget, Rad-moor.

14,098. Electric Signalling between Trains, &e., O. Hughes, London.

14,099. Washing Photographic Prints, A. Kellar, London.

14.100.    Sewing Machine, A. M. Clark.—(/. IF. Aitken, United States.)

14.101.    Cycles, E. Edwards.—(E. Cohn, Germany )

14.102.    Power Travelling Cranes, &c., L. Higgin-bottom and T. Mannock, London.

14.103.    Fountain Pens, S. A. de Normanville, London.

14.104.    Frictional Gearing for Driving Dynamo Electrical Machines, A. B. Holmes and J. C. Vaudrey, London,

14.105.    Autom atic Electric Signalling for Railways, W. Walker, London.

14.106.    Conducting Electricity to Moving Vehicles,

C. Poliak and G. Binswanger, London.

14.107.    Manufacturing Fuel Blocks in Form of Bullets, C. Audouy, London.

14.108.    Wire Fencing, W. Baylis3, London.

14.109.    India-rubber Springs for Locomotives, &c., G. Spencer, London.

14.110.    Tickets for Tramways, &c., P. J. Jackson, London.

14.111.    Carburetting Apparatus, G. Seagrave.—(P. Fougeron, jun., France.)

14.112.    Tooih-brush Stands, H. Binko London.

14.113.    Latch Lock, F. Pardon and H. E. Walters, London.

14.tl4. Rubbing Leathers used for Woollen, &c., Threads, J. Y. Johnson.— (/. Im.be, France.)

14.115.    Obtaining Motive Power, E. Fouch6e, London.

14.116.    Tents, H. R. Stewart, London.

14.117.    Compound for Preparing Starch, C. N. Waite, London.

14.11-'. Discharging a Spray of Water for Laying Dusr, J. A. R unsay, Middleton.

14.119.    Pulley Blocks, C. H. Murray, London.

14.120.    Production of Coloured Photographic Pictures, E. W. Parkes, London.

14.121.    Laying and Twisting Twines, 4c., T. Helyear, Bridport.

14.122.    Self-feeding Water Brushes, T. Cox, Leeds.

14.123.    Metal Plates for Protecting the Soles of Boots, J. Hewitt, Leicester.

14.124.    Tubular Springs for Doors, C. Turner, Birmingham.

14.125.    Spray Lamps for Lighting, &c., J. B. Hannay, Glasgow.

14.126.    Chimney Pots, D. Wilkins, Tenby.

14.127.    Chilling Brass, H. H. Chilton, Wolverhampton.

14.128.    Ventilating Apparatus, P. M. Walker, Halifax.

14.129.    Construction of Carts, W. Vincent, Arborfield.

14.130.    Breech-loading, &c., Guns, R. Paulson, Langwith.

14.131.    Treatment of Wood, &c., for Artistic Effect, W. H. Smith, London.

14.132.    Automatic Apparatus foi Regulating the Backing-off Motion of Self-acting Mules, J. Hilton and J. T. Ainsworth, London.

14.133.    Swells and Check Straps, J. Garstang, London.

14.134.    Self-acting Safety Apparatus for Railways, T. G. von Gieslingen, London.

14,185. Fancy Cloths, W. Murgatroyd, Bradford.

14.136.    Separating Aluminium from Tin, &c., E. H. Cowles.—(The Cowles Electric Smelting and Aluminium Company, United States.)

14.137.    Couplings for Pipes, G. Robertson and J. Hay, Glasgow.

14.138.    Rendering Innocuous by Fire the Combustible Refuse of Towns, T. Hewson, Roundhay.

14.139.    Construction of Drums or Pulleys, A. C. Wells, London.

14.140.    Electric Systems for Communicating between Two or more Positions in Navigable Vessels, J. Chadburn, Liverpool.

14.141.    Calcining, &c., Substances and Extracting Gases therefrom, R. Cunliffe and J. Lund, London.

14.142.    Wood Pavements, H. Freese, London.

14,148. Receptacle for Shaving Soap, H. A. Couch-

man, London.

14.144.    Locking Apparatus for Velocipedes, H. A. Couchman, London.

14.145.    Self-fastening Horse Over-shoe, &c., H. G. Powell, London.

14.146.    Sash Fastener, W. Bevan, London.

14.147.    Solitaire or Fastening for Gloves, &c., W Starley, London.

14.148.    Valves for Baths, L. Taylor and J. Kirkwood, Glasgow.

14.149.    Cleansing Steam Boiler Flues, &c., J. Reffit, London.

14.150.    Vermin Traps, &c., J. C Edwards, London.

14.151.    Crank Shafts, T. W. Worsdell, London.

14.152.    Glueing Paper, &c., A. E. Adlard, London.

14.153.    Heels of Boots and Shoes, A. Watson, London.

14.154.    Machines for Cleaning Knives, J. Lew-thwaite, London.

14.155.    Cork Pullers, II. J. Haddan, London.—(/. A. Hurley, United States.)

14.156.    Manufacture of Pipes, &c., A. Wylie, London.

14.157.    Adjustable Spanners or Wrenches, R. E. Phillips.—(H. Green, Australia..)

14.158.    Apparatus for Indicating the Weight and strength of Persons, J. and R. J. Foot, London.

14.159.    Bedsteads, <fcc., E. Peyton, London.

14.160.    Fastening Neckties Securely to Collars, C. C. Barras, Rotherham.

14.161.    Magazine Fire-arms, K. R. Wagner, London.

14.162.    Vacuum Distillation Apparatus, H. T. Yaryan, London.

14.163.    Printing, M. A. Bancroft, London.

14.164.    Playing Games, A. J. Boult.—(A. Colherg, Germany.)

14.165.    Universal Front Slide Lathe, H. Chitty, London.

14.166.    Shaft Couplings, &c., B. G. Martin and J. S. Wallace, London.

14.167.    Automatic Coupling of Railway Carriages, &c., G. W. Moon, London.

14.168.    Sash Fastener, L. Dove and J. S. Bush, London.

14.169.    Bessemer Converters, T. Nordenfelt.—(C. G. Wittenstrom, E. Faustman, and Fetter Ostberg, Sweden.)

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drum n and fixed shaft q, of the springs o and p, reversely arranged and connected to the drum and shaft, substantially as and for the purpose set forth.

(6) In a steam engine indicator, in combination, an indication receiving drum, a fixed vertical shaft upon which the drum rotates, two springs reversely arranged between the drum and shaft, and a locking device for holding either of the springs under excess of strain, substantially as set forth. (7) In a steam engine indicator, in combination, the indication receiving drum, the operating cord connected thereto, the reversible tension device by which the drum is positively rotated in either direction by direct pull on the operating cord against the action of the reversible tens:on device, guide pulleys, and an adjustable standard, whereby the pulleys are set in tangential positions to either side of the drum, substantially as as set forth. (S) In a steam engine indicator, in com-    Epps’s Cocoa.—Grateful and Comforting.—“ By a

biuation, the indication receiving drum n, the fixed thorough knowledge of the natural laws which govern vertical shaft q, upon which the drum rotates, and two the operations of digestion and nutrition, and by a springs o and p, reversely arranged between the drum careful application of the fine properties of wetland shaft, a locking device r s, for holding either of selected Cocoa, Mr. Epps has provided our breakfast the springs under excess of strain, the operating cord m, tables with a delicately flavoured beverage which may placed around the drum n, and the guide pulleys u u, j save us many heavy doctors’ bills. It is by the judicious carried by the adjustable standard uJ, fitted on the use of such articles of diet that a constitution may be lower plate v, substantially as set forth. (9) In a steam gradually built up until strong enough to resist every engine indicator, in combination, the spring tube a, ! tendency to disease. Hundreds of subtle maladies ar provided with the vent b 6², the spring drum n, the floating around us ready to attack wherever there reversible tension device contained therein, the j weak point. We may escape many a fatal shaft by operating cord m, the guide pulleys u u, the adjust- i keeping ourselves well fortified with pure blood and a able standard vJ, carrying pulleys u u, by which they I properly nourished frame.” — Civil Service Gazette. may be set tangentially to either side of the drum, and | Made simply with boiling water or milk. Sold only the pencil l, and its parallel movement connected to in packets, by grocers, labelled—“ James Epps & Co., and actuated from the free end of the spring tube a, j Homoeopathic Chemists, London.”—Also makers of whereby the pencil l is caused to move vertically up Epps’s Afternoon Chocolate Essence.—[Advt.]

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14.189.    Heel for Boots, &c., J. C. Edwards, Manchester.

14.190.    Obtaining Distilled Water, P. H. Bracher, Liverpool.

14.191.    Drawing-off Wort in the Manufacture of Vinegar, &c., J. H. Woodward, London.

14.192.    Internally-stoppered Bottles, T. P. Greene, London.

14.193.    Paraffine, &c., Oil Lamps, E. Harrison and

T. Chilton, London.

14.194.    Oxyhydrogen Burners, &c, H. H. Doty, London.

14.195.    Candle Lamps, H. A. Benliam, London.

14.196.    Steam Boiling Apparatus, G. G. Picking and W. Hopkins, London.

14.197.    Figure Money Boxes with Automatic Working Eyes, J. Harper and Co., Willenhall.

14.198.    Solitaires, R. Bateman, Birmingham.

14.199.    Combined Coffee Roaster and Cooler, J. F. and G. E. Wright, Birmingham.

11.200.    Treatment of Textile Fabrics, W. Scott, London.

14.201.    Weighing Machines, E. P. Appleyard and J. Johns ai, London.

14.202.    Releasing the Brake for Looms, L. Ilaslam and C. Marshall, London.

14.203.    Axles and Axle-boxes, A. W. Roberts, London.

14.204.    Receivers of Thermometers, H. G. Aldous, London.

14.205.    Slates, J. Armstrong. London.

14.206.    Window Fastenings, R. A. Lee, London.

14.207.    Liquid Compound for Cleansing Surfaces, P. Brentini, London.

14.208.    Maintaining a Constant Plane in Vessels,

B.    Tower, London.

14.209.    Permanent Ways, E. Edwards —[R. Vignoul, Belgium.)

14.210.    Self-acting Baster for Roasting, R. H. G. Tritton, London.

14.211.    Preparing Organic Substances to be Electroplated, G. Seagrave, Lon on.

14.212.    Testing the Power of the Lungs, H. J. Avery, London.

14.213.    Driving the Wharls in Cap-spinning, J. Wood, Bradford.

14.214.    Shipping Coals from Railway Wagons, G. Taylor, London.

. 14,215. Removing Snow, H. John, London.

11.216.    Cutting Parts on Glass Articlfs, A. M. Clark.—(E. Weis. Bohemia.)

14.217.    Troughs of Grindstones, W. B. Downey, London.

14.218.    Scythes, G. Heaton, London.

14.219.    Door Curtains, &c., A. Hart and C. Dyke, London.

14.220.    Copper, &c., R. W. Lindsay and W. Darwen, London.

11221. Treatment of Sewage, T. D innithorne, L >ndon.

14.222.    Velocipedes, G. Quick, London.

14.223.    Concrete Wall Construction, &c., J. Tall, Lond

1 >,224. Calenders, W. Candland, London.

14,z25. Liquid Strainers, W. Ferguson and W. Hood, Glasgow.

14.226.    Liquid Indicators, W. Ferguson and W. Hood, Glasgow.

14.227.    Bearings for Spinning Mules, W. Honegger, London.

14.228.    Umbrella Frames, J. Weeks, London.

14 229. Washing Machines, A. F. Austin, London.

14.230.    Speed Indicators, &c., F. G. E. Schneider, London.

14.231.    Weighing Grain, J. B. Stoner, London.

14 232. Metal Chairs, A. O. Hogberg, London.

14 233. Milling Machinery, J. H. Johnson.—(P. F.

C.    and A. A. Barette, France.)

14.234.    Candles, Ac., J. H. Johnson.—[C. Goublier, France.)

14.235.    Paving Slabs, H. L. Pattinson, London.

5th November, 1886.

4,236. Railway Brakes, E. Hawks, Edinburgh.

14.237.    Ships’ Signal Lights, E. H. Hargraves, Manchester.

14.238.    Securing Drapery, &c., on to Buttons, &c., C. Smith, Rye.

14.239.    Crowns for Glass Furnaces, G. Ingram, Ettingshall.

14.240.    Guards for Carving Forks, J. H. Lynde, Manchester.

14.241.    Stoppers for Bottles, G Saxon, Manchester.

14.242.    Ornamenting Pianos, F. C. Brindley and H. Neal, Wolverhampton.

14 243. Unicycle, R. Dunlop and N. Lewis, Liverpool.

14.244.    Propelling Vessels, H. M. Nicol, Leysmill-by-Arbroath.

14.245.    Hot-water Boiler, W. Stuttle, Manchester.

14.246.    Hats, N. Jacobson, Manchester.

14.247.    Sulphuric Acid, J. B Hannay, Glasgow.

14.248.    Corrugated Shells for Furnaces, J. Anderson, Gla-gow.

14,249 Electrical Fuses, G. Smith, Glasgow.

14.250.    Preventing Vibration of the Warp Beams in Looms, J. E. D. Bamford, W. Livesey, W. A. Smithies, and W. Middlemost, Halifax.

14.251.    Finish of Stockinette Fabrics, G. Lendum, Huddersfield.

14 252. Cap Spinning and Twisting Machinery, T. Kay, Bradford.

14,'53. Engraving on Glass, J. Bryce Glasgow.

14 254 Looms for Weaving Carpets, W. C. Ingham, Halifax.

14 255. Fixing Cords to Textile Fabrics, E. Comely, London.

14 256. Lamp3, G. Asher and J. Buttress, Birmingham.

14.257.    Preparing Yeast, J. Williamson, Glasgow.

14.258.    Separating Alloys of Tin, A. Schmole, Berlin.

14 259. Water Heater, J. F. and G. E. Wright, Birmingham.

14.260.    Waste Heat Extractors, J. F. and G. E. Wright, Birmingham.

14.261.    Teapots, I. Whitehouse, Birmingham.

14 262. Photographic Cameras, H. Park Locd 14 263. Metallic Covering for Telegraph, &c.,

Cables, A, Wylie, London.

14,264. Meters for Measuring Liquids, H. H. Sporton, London.

14 265. Washing Coal, &c., R. Stewart and J. F. Waldie, Glasgow.

14,266. Selvage Apparatus for Wire Net Weaving, H.

W. Wilkinson, London.

14 267. Ship/ Davits, W. Mills, London.

14,268. Cradles or Chocks for Ship/ Boats, W. Mills, Lond

14 269. Galvanometers, R. E. B. Crompton, London.

14.270.    Bottle Stopper, R. W. Thomas and P. C. Smith, Lond

14.271.    Draw-off Taps, G. Burton, Birmingham.

14 272. Workpeople’s Ticket Indicator, G. R. Willis, Leytonstone.

14 273. Corset Busks, W. W. Jones and W. B. Garniss, Liverpool.

14,274. Treatment of Paper for Copying Written Letters, &c., W. Rogers, Liverpool.

14 275. Padlocks, E. Jones, London.

14,276. Receptacles for Containing Gioars, &c., W.

H. Slade and H. E. Slade, London.

14 277. Vermin Traps, C Walker, London.

14,278. Bicycles, &c., H A. Couchman, London.

14 279. Lids for Barrels, A. Figge, London.

14 280. Voltaic Batteries, W. H. Tasker and T. J. Jones, London.

14,281. Electro-plating, R K. Boyle, London.

14 282. Breech-loading Fire-arms, W. W. Colley, London.

14 283. Treating Oxynaphtiiol, &c., J. Annaheim, London.

14,284. Lever Latch for Doors, E. Verity, J. M. Verity, and B. Banks, Leeds.

14.285.    Preparing Food from Cereals R. Low, London.

14.286.    Galvanic Battery, A. Wunderlich and O. Eisele, London.

14.287.    Trusses, G. W. Bell, London.

14.288.    Machinery for making Sheets of Rolled Glass, G. F. Chance, London.

14.289.    Safety Saddle Bars, H. Rees Philips, London.

14.290.    A Toy Puzzle, T. Sturgeon, London.

14.291.    Wheels for Bicycles, &c., J. E. Holloway, London.

14.292.    Controlling the Approach of Rollers for Crushing Materials, C. D. Abel.—(A. Prilmer, Germany.)

14.293.    Telephonic Exchanges, W. B. Avery, London.

14.294.    Printing Surfaces, &c., B. and W. Oldfield, London.

14.295.    Twist Lace Machines, F. R. Ensor, London.

14.296.    Training Guns. J. Vavasseur, Lond

14.297.    Smelting and Recovering Metals from Ores, <fec., J. Nicholas, London.

19.298.    Writing Ink Bottles, D. Paton, Glasgow.

14.299.    Overcoats, T. Marshall, London.

14.300.    Pressing Paper Pulp into Mouldings, A. G. and O. G. Hoehre, London.

14 301. Actuating Brakes of Vehicles, F. Beauchamp, London.

14.302.    Treatment of Brewers’ Worts, A. G. Fraser and G. Epstein, London.

14.303.    Azi Dye Stuffs, H. H. Lake.—[K. Oehler,

Germany )

14,3u4. Chemical Manures, IT. H. Lake.— [Tercelin, Briart, and Co., Belgium )

5th November, 1886.

14.305.    Window or Sash Fasteners, II. Wilkes, Skip-ton-in-Craven.

14.306.    Admission and Exhaustion of Steam from High-presslre Engines, P. L. Cornillier, France.

14.307.    Pressing Hay, E. Scott, Lincoln.

14.308.    Crushing and Dressing Tin, J.. Harris-James, Corn wall.

14.309.    Press for Copying Letters, &c., G. A. Goodwin and W. F. How, London.

14.310.    Water-closets, &c., J. Morley, Upper Saltley, near Birmingham.

14.311.    Grinding Carding Engine Flats, J. S. Drons-field, Manchester.

14.312.    Moulding Briqueites of Cement, T. Arnold, Stockton-on-Tees.

14.313.    automatic Vent Pegi, J. P. West, London.

14.314.    Electrical Communication on Passenger Trains, J. Holland, Middlesbrough.

14.315.    Horse Shoes, R. Glover, Stratford.

14.316.    Printing upon Calico, <&c., A. S. Young, Manchester.

14;317. Irons, J. Barran and Sons and A. R. Giles, Leeds.

14.318.    Yarn, C. Dewhirst and J. M. Riley, Halifax.

14.319.    Clasp for Holding Articles Mileson, Woodford.

14.320.    Making of the Conical Bottle and Cork, R. Hitchen, F. Creese, and IT. Stockton, Asliton-under-Lyne.

14.321.    Boxes for Matches, &c., W. E. Houlston and F. Colesby, Birmingham.

14.322.    Construction of Water-closets, J. Smeaton, London.

14.323.    Charging, &c , Weaving Sheds, W. Bracewell Brinscall.

14.324.    Machines for Shelling Peas, A. C. Henderson. —(A. Sezille, France.)

14.325.    Separating Free Metals from their Ores, E.

C. Ibboison, Sheffield.

14.326.    Spring-lock Button Fastener, J. Hayward, Sheffield.

14.327.    Rack Pulley to Strain Blind Cords, <fcc., J. Hill, Taunton.

14.328.    Ash Pan Fronts, A. H. Oakden and W. C. Sharpe, Grimsby.

14 329. Bunching Firewood, W. Bennett, Glasgow.

14.330.    Pottery, W. Boulton, London.

14.331.    Applying, <fcc., Heat from the Flame of Lamps FI T. Kirby, Leicester.

14.332.    Filing, &c., Machine, M. Harvey, Birming ham.

14.333.    Cleansing Tin, &c., Plates, R. Bevan London.

14.334.    Attachments for use with Orguinettes, &c.

R.    M. Lowne, London.

14.335.    Regenerative Gas Lamp, H. J. Allison.—(C M. Lungren, Few York )

14.336.    Facilitating the Sending of Telegrams, W. B. Avery, London.

14 337. Bookbinding, R. E. Green, London.

14.338.    Ironing Machine, L. R. Borthwick, London.

14.339.    Coffin Attachment, S. O. Grover and A. M. Higgins, London.

14.340.    Warp Beams, A. G. Brookes.—[Collins and Robinson, United States )

14.341.    Cigar S\fe, O. Barnsdale, London.

14.342.    Beer Refrigerators, a. J. Boult.—[C. F. Elze, Germany.)

14.343.    Caustic Soda, L. Mond, Liverpool.

14.344.    Chlorate of Potash, J. W. Kynaston, Liverpool.

14.345.    Electrodes for Accumulators, &c., H. Tudor, Liverpool.

14.346.    Cleaning the Sides and Bottoms of Ships when Afloat, C. G. Cross, Liverpool.

14.347.    Mowing Grass, M. Schmidt and E. Bohme, London.

14.348.    Breech-loading Fire-arms, J. and J. G. Thomas, Birmingham.

14.349.    Promoting Consumption of Smoke, G. Dietrich, London.

14.350.    Argand Lamps, G. L. Berry, London.

14.351.    Mowing Machines, P. Pierce, London.

14.352.    Ai matures of Dynamo-electric Machines, J. Wodicka, London.

14.353.    Boots and Shoes, A. Hawley, London.

14.354.    Tap for Casks and Barrels, F. A. Sharratt, London.

14.355.    Regenerative Gas Lamps, S. Chandler, sen.,

S.    Chandler, jun., and J. Chandler, London.

14.356.    Arranging Pipes in Vessels used for Separating Solid Impurities from Water, &c., F. D. Browne, London.

14.357.    Button-hole Attachment for Sewing Machines, C. W. Durant, London.

14.358.    Railway Chairs and Sleepers, J. Howard,

E. T. Bousfield, and W. R. Bousfield, London.

14.359.    Bag Fastener, J. L. McDonald and J. A. Galvin, Gorton.

14.360.    Preserving Ale, &c., S. Fulda, London.

14.361.    Deckle Straps, I. B. Harris, London.

14.362.    Female Urinal, R. J. Shepherd, London.

14.363.    Self-emptying Male Urinal, R. J. Shepherd, London.

Sth November, 1886.

14.364.    Clothes Props, C. Butterfield, Nottingham.

14.365.    Skids and Chocks for Holding Boats, W. J. Gell, Liverpool.

14.366.    Heating Greenhouses with Gas, G. Lee, Bristol.

14.367.    Preparing Silk Cocoons for Reeling, E. W. Serrell and E. Fougeirol, Paris.

14.368.    Mules for Spinning Cotton, W. H. Rhodes, Lond

14.369.    Knitting Stockings, &c., W. Harrison, Manchester.

14.370.    Sleeve Link or Collar Stud, A. Kelley and A. Kelley, Birmingham.

14.371.    Picker for Looms, J. Turner and E. Porter, Preston.

14.372.    Alkaline Carbonates and Chlorine, W. Bramley, Middlesbrough-on-Tees.

14.373.    Partitions of Cases, E. Hoddinott, Stratton, near Swindon.

14.374.    Looms for Weaving, R. Walbank and W. Harris, Bradford.

14.375.    Chimney Cowls, D. Burns, Carlisle.

14.376.    Drawing Metal Tubes, B. C. Tilgliman, London.

14.377.    Facilitating the Turning Over of Music, &c., A. M. F. 1 hatcher, London.

14.378.    Producing Musical Sounds through a Tube of Wood, A. M. F. Thatcher, London.

14.379.    Furnace and Fire bars, W. Burnell, Liverpool.

14.380.    Chequer'd Glass, A. D. Brogan and A. M. Malloch, Glasgow.

14.381.    Wooden Belief Plates, C. Wittkowsky, Berlin.

14.382.    Preparing Oils for Medicinal Purposes, IT. Mackay, London.

14 383. Patent Pamplet Protectors, C. Gould, London.

14,384 Ventilation of Dwelling Rooms, 8. S. Robson, Sunderland.

14.385.    Miners’ Safety Lamps, E. Patterson and W. Strype, London.

14.386.    Metal Tiles, T. IT Rees, London.

14 387. Beaming or Warping Threads, S. Brooks, London.

14,388 Doubling or Twisting Yarns or Threads, S. Brooks, Londm.

14.389.    Chronographs, W. H. Beck.—[A. Jaques, France.)

14.390.    Fining of Lager Beer, Messrs. Guttsman Brothers, London.

14.391.    Making Coffee, B. J. B. Mills.—[S. S. Serrier, Belgium.)

14.392.    Dmbrellas and Parasols, A. Sydenham, London.

14.393.    Fare-checking and Advertising, J. Hope London.

14.394.    Cutting the Edges of Grass Lawns, J. Sunley, Leeds.

14.395.    Utilisation of Gas Tar, J. Hammond, London.

14.396.    Combined Earth Closet and Urinal, W. A. F. Blakeney, Glasgow.

14.397.    Steel Castings and Forginos, A. L. Underwood and A. E. Carr 11, London.

14.398.    Dynamo Machines and Electric Motors, L Bollman, Vienna.

14.399.    Cutting Hair, F. Grant, London.

14.400.    Gauge for Ascertaining the Size of Finger Rings, C. R. Redtearn, Bedfont.

14.401.    Coloured Photographs, A. Browne.—[L. J. H. Cellerier, France.)

14.402.    Transmission of Signals, W. Freebury, London.

14.403.    Wire Rope, F. W. Scott, Manchester.

14 404. Breakdown Guns, W. Nobbs, London.

14,405. Trusses, A. L. Fry, London.

14,4u6. Axle-boxes, E. C. Winterros, London.

14.407.    Aluminium Chloride, O. M. Thowless, London.

14.408.    Solutions Used in the Electro-deposition of Aluminium, O. M. Thowless, London.

14.409.    Burglar Alarm, S. Taussig, London.

14.410.    Photographic Shutter, J. T. Mayfield and J T. Tod man, London.

14.411.    Sighting Ordnance, M. Heeren, London.

14.412.    Lace for Shoes, &c., H. L. Pattinson. London, 14 413. Smoke Consumers, C. and H. Za.liarias,

London.

14.414.    Applying Fur, &c , to Woven Fabr cs, &c., J. T. Tussaud, London.

14.415.    Filter Presses, E. A. Cowper, London.

14.416.    Spark Arresters, J. Marshall, London.

14.417.    Umbrellas, &c., J. Weeks, London.

14.418.    Trusses, M. Mendoza, London.

SELECTED AMERICAN PATENTS.

{From the United States’ Patent Office official Gazette.)

348,414. Steam Engine Indicator, John Rae, New York.—Filed February Yith, 1886.

Claim. —(1) In a steam engine indicator having a spring pressure actuated tube and a rotating indication-receiving drum, the combination, with the spring tube, of a vent valve fitted in its free end, substantially as and for the purpose set forth. (2) In engine indicator, the combination, with the indication receiving drum, of the reversible tension device, substantially as described, whereby the drum is positively rotated in either direction by di ect pull on its operating cord against the action of a reversible tension device. (3) In a steam engine indicator, the combination, with the spring tube a of the set screw vent valve b b¹ 6², substantially as and for the purpose set forth. (4) In a steam engiue indicator, the parallel motion for imparting motion from the steam pressure actuated device to the pencil or marking device, composed of the following elements in combination: the irame c, the levers i, pivotted to the frame c, the pencil arm j, connected to the ends of the lever i, the links g, pivotted to a standaid of the frame c, the link h, connected between the ends of the links g and the body of the levers i, and the link k, connecting the juncture of the links g and h with the pencil arm j, substantially as set forth. (5) In an indication receiving drum of a steam engine indicator, the combination, with the

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the drum in direct accordance with the variations of pressure in the tube a while the drum is being positively rotated, substantially as set forth.

348,001. Sheet Holder for Marine Vessels, Eben F. Enos, Magnolia, Mass.—Filed December 2nd, 1885.

Claim.—(1) A sheet holder for marine vessels, consisting of a support provided with a laterally projecting arm at its upper end, a drum journalled to said support, a ratchet wheel on the drum, and a pawl pivotted to the support and engaging the ratchet wheel, substantially as herein shown and described. (2) In a sheet h older, the post A, provided with a laterally pr ejecting arm and the recess c in its side

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a/..

ouposLo the arm, in combination with the drum C, journalled to the post and provided with the ratchet-wheel d in the said recess, and the pawl/, pivotted in the recess and engaging the ratchet-wheel d in the said recess, substantially as herein shown and described. (3) In a sheet holder for marine vessels, the combination of the post A, provided with a flange a, rounded head 6, and pear-shaped arm c, the shaft B, drum C, ratchet d, and pawl /, substantially as specified.

348,389. Gas Regulator, Archibald Ford, San Francisco, Cal.—Filed May 12th, 1886.

Claim.—(1) The annular flanged chambers secured within the exterior case or chamber, as shown, having the interior cylindrical space or opening with the transverse perforated bar or guide, in combination with the vertical stem having the inverted bell-shaped float secured to the upper end and above the guide,

346,389,1

’D

II

a valve adjustably secured so as to control the open ing into the bottom of the exterior chamber, and a second perforated guide below the valve, through which the stem passes, substantially as described. (2) The annular flanged chamber secured within the exterior chamber of the regulator having a central space or opening through which

348,538. Steering Apparatus for Traction Engines, John V. Stribling, Westminster.—Filed January 5th, 1885.

Claim.—(1) In a steering apparatus, the combination of the reversed conical friction rollers F F, the sliding friction roller H, the shaft g, pulley G", the shaft B",

D.

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ill

F‘

worm-wheel b", and the segment rack D d, substantially as and for the purpose described. (2) The combination of the driving apparatus of a motive power, the pulleys G' G G", and connecting shafts and belt, the shaft g, rollers, F F and H, shaft B", worm-wheel b", segment rack D d, wheel E, and pin E', and axle I, ubstantially as and for the purpose described.

is a