THE NATIONAL AGRICULTURAL HALL AT KENSINGTON*

CALCULATION OF STRESSES IN THE ROOF PRINCIPAL AS AN ELASTIC STRUCTURE ACCORDING TO THE PRINCIPLE OF WORK.

It is now generally known that the principle of work can be applied to the calculation of strains in elastic structures which are statically undetermined, and it will therefore be sufficient to state in the following paper the theory broadly, referring for its full development to the numerous works on the subject. If a force S be made to act upon any point of an elastic structure, and if it yields to this force a distance A l, the force has performed work to the amount of £ S A l- At the same time the structure resists, and while yielding some of its parts are elongated, others compressed, and still others bent. Each of these deformations represents an amount of work which in each single case can be expressed by means of the following data (1) The length of the part; (2) its tional area—moment of inertia in case of bending; (3) the stress—bending moment—which is in it; and (4) the modulus of elasticity of the material. The principle of work requires that the sum of all work represented by these single deformations should equal £ S A l- The factor £ can be omitted, as it occurs in all expressions. In a statically determined structure the stresses are found without having regard to the elastic deformation of the parts, and an equation of the nature here described would only be used for calculating A l, i.e.y the deflection of the structure under the force S in the direction of S.

But in a statically undetermined structure there are more parts or more points of support than are absolutely necessary for its stability; and inasmuch as these parts receive stresses and the supports pressures, as well as the necessary parts and supports, the stresses and pressures in the latter are modified by their presence, and the extent of the modification will largely depend on the extensibility and compressibility of those additional parts or supports. The mode of treatment of such a structure then prescribes that forces S', S®, .    . .    .—unknown quan

tities—be introduced in place of the additional parts or supports ; that the stresses from these forces in the remaining determined structure be calculated in the usual way. Further, that the expressions S¹ A ll, S® A . . • be formed, where A l', Als, . . . would be known quantities for the unit of S—they would be = 0

sec-

These are the conditions of the statically undetermined structure, and it is now to be made statically determined.

In the first place, the whole of the [right half, which forms an elastic support for the left half on the line C C, is removed, and in place of it are put the two forces H and V and a bending moment M. This is always admissible when we cut through a solid beam. It will be observed that under all circumstances these forces and the corresponding distances which the left half yields under them—viz., A*£, Ay and the torsional angle A (f>, will be identical with or opposite to those of the right half, and that from this fact three equations can be derived, from which H, Y, and M can eventually be calculated. But the removal of the right half alone does not make the left half statically determined. It would be necessary, besides, to remove five bars ; but in order to keep the calculation within practical dimensions, bearing in mind that one more bar nearly doubles its length, one of the five had to be selected to remain in the statically determined structure. The bar which seemed to be of least influence upon the stresses of the structure, if it were left to remain, is No. 16, Fig. 2; and it was assumed that this bar would under all circumstances have an equal and opposite stress with No. 17, although this is only approxi-The present structure contains two kinds of parts, viz., mately the case. The four bars taken out and replaced by (1) such with a close and more or less complicated lattice- forces were then Nos. 22, 24, 25, 26, and the stresses in

bending moments from the unit of the forces S. The latter expressions would simply be added as so much additional work done.J

The first step is to decide which are the additional bars and supports; their removal would make the structure statically determined. In most cases this can be decided in various ways.

Fig. Z .

B\

ir

kV

4.72 T.

y>4-30T.

f<£,

4. 67 T. '

fo

.3 APT. Let

^.......

3-70 T.

*4.13 T.

v3~Xoii8

'*s

6-21T,

Y 3-70T.

?<wycrv

for

__________

_________

__________

3 85 T.

14-72 T,

»>

3 13 T.

0-61 T.

M 28-39 T

1170 T. 18-41 T-

iyZSi *T /'

i y7T>'

^/•843^ ' '0-41 T.*f

jo-70 T.

_y FiocacL JjooloL xtv Tons jy OooousicnjCfJL JjoouLh    »

jy ypuicb Treasure. >»    »>

DistajtjC& ocpccrb of J\FocLn JFtCbj~-3£- 0

»>

aJb 30Tbs -p.f* siip.

83'- 0-

, ■-$ -V \

W \

20.

13

Floor Ixjte

4?

8?

18

14

in case of a perfectly firm support, but not = 0 in case of an elastic bar or an elastic support — and, finally, that for each S an equation be constructed of the form referred to above. It would then be possible, by solving these equations, to determine the unknown quantities S, and with these all the stresses and deflections that may be required. The general form of these equations is as follows:

- m* Sz = S¹ 2

Ini

inx ² )®

Itan

+ S“ 2

Wlx&x² Sz •    .    (1)1*

™x (Tx * <TX u + 2

where S² is any one of the forces S', S*, .    . . Su,

which replace the u additional bars; <rx z is the stress due to the unit of this force in any one, the Xth, bar of a series of n necessary bars. A similar meaning have cr* *, <rx ⁴, .    .    . <rx u; mx is an expression for the extensibility of

any one of the n necessary bars, and m* the same for any one of the u additional bars. S* is the stress from any given external force in any one of the n necessary bars.

If the structure consists partially of beams which contain bending stresses, the above sums would have to be extended over expressions A ex, Hx ¹ , Hx u, where A e* is an expression for the flexibility of a section of the beam and

work—cross-lined in Fig. 1—and (2) single bars. The former can be treated as solid beams, that is to say— although this is not quite accurate—forces acting upon them will bend them, and compress or extend their neutral fibres as if they were solid, the latter will be only compressed or extended according to the compressive or tensile stresses which are produced in them by the forces. A A are the principal abutments of the structure, B B are flexible connections which can be regarded as hinges, D and E are ball pivots, of which the lower ones are fixed points, but the frames A E are free to move horizontally at E. The concrete in which the frames are enclosed can resist such movement only to a small extent, even if the adhesion to the iron parts were very great, because the modulus of elasticity of concrete is much smaller than that of iron. In the present case the concrete enclosure has no greater density than is necessary to keep off moisture, and while there were no means of ascertaining its elastic resistance, it had to be left out of the calculation altogether. The same is the case with the side walls, which have no very great power of resisting laterally.

p. are

am

* Architects: Mr. H. E. Coe; Mr. J. Edmeston. Engineers : Mr. M. " Ende, and A. T. Walmisley.

t Schaeffer u. Sonne.—Her Bmckenbau, 1882, p. 495.

t M. am Ende.—“ Stresses in Statically Undetermined Systems.”— Engineering, 1883, p. 509. Further references:—Maxwell.—“On the Calculation of the Equilibrium and Strength of Frames.”—Philosophical Magazine, 1864, xxvii., p. 204. Mohr.—“ Beitrag zur Theorie der Holz und Eisenconstructionen.”—Zeitschr. d. Arch. u. Ing. Ver. z. Hannover, 1868, p. 10; 1874, pp. 223, 509; 1875, p. 17 ; 1881, p. 243. Frankel.— “ Anwendung der Theorie des augenblicklichen Drehpunktes auf die Bestimmung der Formanderung von Fachwerken."—Civil Ingenieur, 1875, p. 515. Krohn.—“Berechnung continuirlicher Fachwerkbriicken auf Grand der Deformation der einzelnen Fachwerkst&be.”—Civil Ingenieur, 1880, p. 583. Winkler.—“ Theorie der Britcken,” II., p. 211 ; Wien, 1881. Swain.—“ On the application of the principle of Virtual Velocities to the determination of the Deflection and Stresses of Frames.”—Journal of the Franklin Institute, vol. lxxxv., pp. 102, 194, 250. Cain.—“ Trusses with Superfluous Members.”—Nostraiid’s Magazine, 1882, p. 314. Maurice Ukvy.—“ La statique graphique," Note (2), Paris, 1874.

them were denoted by S2S, S*⁴, S®-*, S*fl. The parts treated as solid beams were divided into a number of tions—viz., Nos. 1 to 9 and 28 to 39. It was assumed that in each the bending moment and the axial stress equal from end to end. Fig. 2 is then a diagram of the statically determined structure, which also contains the final results of the calculation illustrated by funicular polygons. Upon it act ten different forces—yiz., H, Y, M, the four forces S, the fixed load, the wind pressure, and the occasional load on the gallery floor. Accordingly there are ten _ diagrams of stresses, and their contents bodied in the Table A on next page.

The first column contains the expression m for the extensibility of the parts, viz., length divided by product of area and modulus of elasticity, 10,000 tons; the ninth column contains the expression A e for the flexibility of the sections of beams, viz. : Length divided by product of moment of inertia and modulus of elasticity. Both expressions are for convenience multiplied with 10⁷. Columns 2 to 8 contain the stresses from the units of the forces H, Y, M and the forces S ; columns 10 to 16 the bending moments from the same units and columns 17 to 22 the stresses and moments from the fixed load, the wind pressure, and the occasional load. Where no figures marked there are no stresses. The small figures printed under the large ones are products of the latter and the expressions m and A e respectively.

The next step is to form the sums

x — n

2 (mx<r/ffxi + a e* m/m*¹).

X=1

There are altogether forty-nine such sums, some of which contain n = 39 numbers, others containing less. I he sum 2 (m <ry a** + Ae* M*⁴) for example, containing

sec-

was

are em-

are

TABLE A.

Number

of

part.

10⁷ m.

o-⁴¹.    o-' .

O-²².

a²⁴.

u²⁵.

o-²⁰.

10⁷ A e

irH 10⁷ m. ffV IQ⁷ m. a⁻¹¹10⁷ m. <r²²10⁷ m. <r²⁴ 10⁷ m

a-⁵10⁷ rn. a²⁶ 10⁷ m.

pi¹. pv. pM. p²². p 10⁷ A e pv 10⁷ A e p« 10⁷A e p²²10⁷A e u²⁴10⁷A e p²^ 10⁷A e p²⁶ 10⁷A e

Fixed load, in tons.

Wind pressure,in superficial feet.

Occasional load, in tons.

Fixed load.

Wind

pressure.

Occasional

load.

1019 -0-995 +0-105

-1013*9    + 107-0

1019 -0-950 +0-305

-    968-1    + 3io"8

952 -0-870 +0-495

-    828-2    + 471-2

952 -0-750 +0-660

-    714-0    + 628-3

1019 - 0-602 + 0-803

-    613-4    + 818-3

644 -0-424 +0-910

+ 586-0

- 273-0

442 -0-131 +0-990

-    57 9° + 437’6

317 -0-090 +1-000

-    2853    + 317-0

-0-066 - 0-322    87

- 29-17    — i4²'3

-0-045 -0-290 201

91-93

14-27

317 -0-032 +1-000

1014    + 317-0

-0-016 -0-213 512

67-52

5-072

105    + 0-5    + 9-1 +1-0

+    52-50+ 955-5 +105-0

+4i984'° +43468-8 +512-0

- 0-234 + 348

- 1-937 + 333

- 4-975 + 527

- 9-075 + 729

-14-422 + 866

-20-639 + 840

+ 3-377 + 5-159 -32-452 + 385

+ 293-8    + 448-8

+ 8-014 +11-350 -34-480 f 264

+ i6io"8 +2281-4

+11-995 +16-800 -34-480 f 121

+6141-4    +86oi⁻6

- 20-25 - 1401

- 94-24 - 2732

-226-29 - 7124

-394-44 - 16600

-578-91 - 33707

-756-36 - 61733

-830-46 - 92303

-854-80 -115359

-860-32 -135170

10

11

12

13

14

15

16

17

18

19

20

21

913    +3-31    +4-27    +0*038    +0'431    +0‘538

+3022-0    +3898-5    +34-69    + 393"5    + 49¹'²

2038    + 0-64    +1-77    + 0‘021    +0‘667    +0'832

+1304-3    +3607-3    +42-80    +13587    +1695-6

2038    -0-64    -1-77    -0‘021    -0’667    -0-832

-1304-3    -3607-3    -42-80    -1358-7    -1695-6

3598    -0-485    -1’35    -0 016    -0‘509    -0-634

-1745-0    -4857-3    -5757    -1831-4    -2281-1

1057    +0-970    +2-70    +0‘032    +1-018    +1*269

+ 1025-3    +2853-9    +33*82    +1076-0    +i34r'3

2214    - 0-78    -1-06    - 0'013    -0‘399    -0-498

-17269    -2346-8    -28*78    — 883-4    -I102'6

2751    fl-27    +1-72    +0'020    +0‘648    +0-808

+34938    +4731-7    +55-02    +1782-6    +2420-9

2109    -1-27    -1-72    - 0-020    - 0‘648    -0‘808

-2673-4    -3627-5    -42-18    -1366-6    -1704-1

1673    -0-01    +1-35    +0-016    +0'509    +0'634

-    50-19    +2258-6    +26-77    + 851-6    +1060-7

494    -2-13    -1-06    -0-013    +0’401    +0*502

-1052-2    - 523-6    - 6-422    + 198-1    + 248-0

1640    +0-03    -1-35    -0 016    -1*099    -0'634

+    49-20    -2214-2    -26-24    -1802-4    -1039-8

757    -1-98    - 3-27    - 0'038    -2’031    -1*538

-1498-9    -2475-4    -28-77    -1537-5    -1164-2

-74-795 -5549

-12-05

73-8

-21-01

+ 20-09

f 12-05 + 73-8 -20-09

+ 9-19 + 86-8 -15-33

-18-38 - 173-6:+30-65

+ 7-22 +1040

-11-71 -1680

111"71 +16S0

- 9-19 +1166

1- 7-22 +4420

1- 9-19 -1166

-12-03

+ 19-53

-19-53

+ 15-33

-12-03

-15-33

+ 22-265 +2150    -37T0

22

2791

23

2765 -1-67

-4617-6

+ 1-000

+2765-0

+ 4200

24

1244

25

7619

26

1134

27

1659

-1-120 -1858-1

-0-780

- i294‘o

2-039

28

644

-0-590

- 380-0

-0-342    192

220*3

-2-40

- 460-8

-    3-50

—    672^0

4- 3-50 4- 3-30 4- 672⁻o    4- 633-6

0-60

- 1*75

29

644

-0-590

- 380-0

-0-342    192

- 220-3

-8-20 -1574-4

-10-50

- 2015-0

4-10-50 4- 9-80

4-2015-0    4-i88i"6

2-09

-15-75

30

537

-1-00

- 537*0

-0-504

- 270-6

-0-695    239

- 373-2

+ 10-8

+ 258-1-2

31

537

-1*00

- 537*0

-0-504

- 270-6

-0-695 445 - 373-2

+31-8

+ 14151-0

32

537

-1-00

- 537"o

33

537

-1-00

- 537*0

-0-504

-    270-6

-0-504

-    270-6

-0-695    445

- 373-2

-0-695    239

- 373-2

+53-3

+23718-5

+ 75-3

+17996-7

+ 10-5 +0-125

+ 2509-5 + 29-88

+ 31-7 +0-375

+ 14106-5 +i66⁻9

+ 53-0 +0-625

+23585-0 +278-1

+ 74-2 + 0-875

+17733-8    +209-1

-9-80

-2342-2

-7-00

-3115-0

-4-20

-1869-0

-1-40

- 334'S

-12-25 - 2927'8

- 8-75

-3893-8

- 5-25

-2336-3

-    1-75

-    418-3

34

491

+0-476

+ 2337

35

421

36

421

37

421

38

421

+ 0-476

+ 200"4

+ 0-476 + 200‘4

+ 0-476

+ 200-4

+ 0-476 + 200’4

+ 0-737 631

+ 361-9

+ 0-737    541

+ 310-3

+0-737 541

+ 310-3

+0-737 541

+ 310-3

+0-737    541

+ 310-3

4-14-10 4-13-93 - 0-920 4-2484

4-3369-9 4-3329-3

4-13-80 4-15-26 - 0'920 4-2481

4-6141'O 4-67907

4-13-80 4-16-80 - 0‘920 4-2484

4-6141-0    4-7476-0

4-14-10 4-18-71 - 0-920 4-2481

-I-3369-9    -4-447¹ "7

—    0-907 - 0-369 4- 1-193'- 222’0

-    572-3    - 232-8 I

-    2-167 - 0-369 4- 0*991 - 185-0

-1172-3    - 199-6

-    3-326 - 0-369 4- 0'789 - 148-0 -1799-4 - 199-6

-103-87 - 18221

-324-73 - 54413

-539-64 - 90755

-747-00 -127245

4- 3-80 4- 77-0

4- 9-20 4- 118-0

4- 11-60 4- 118-0

- 4-435 --2399-3 -

- 5-544 -

-2999-3    -

0-369 + 0-587 -

199-6

0-369 + 0-385 -

199-6

Ill

74

-14-05

+ 4-90

+ 11-99

+ 6-95

+ 9-00 + 88-

+ 3-00 4- 22-0

39

726

+ 0-330

+ 239-6

707

- 3-000

- 2121 "o

4- 0-091 -

37

0-80 - 20-0

sixteen numbers obtained from Table A is as follows:— +    2097-393

+    3001-274

+    3001-274

+    3079-528

+    3621-599

+ 1168-706 +    3823-214

+    2931-020

+    1431 952

262 847 +    1403-676

+    3807-165

-    30741-375

-    123431-875

-    123821-250

-    31034-150

It may be noticed that the expression mz S² in Equation I. form; but we have besides three outer forces, H, Y, M, is simply Alz, the elongation of the bar Z. As we have and in analogy to Alz we have here the movements Z = 4 additional bars, we have also four equations of this Ax, A;/, A 4> •

< - 279924-696

From this example it will be clear how the other sums are obtained.

The equations for the left half are then as follows :—

0=4- 85,117 S²² 4- 96,620 S²⁴ — 124,666 S²⁶ — 134,511 S²⁶ — 241,578 H —    220,599    V —    2,613    M    +    tn

0 = 4- 96,620 S²² 4- 121,050 S²⁴ — 157,610 S²⁵ — 169,244 S²⁶ — 297,687 H —    279,925    V —    3,316    M    4-    tM 1 tT

O = —124,666 S²² —157,610 S²⁴ +    430,041 S²⁵ 4-    458,091    S2(!    4-    1,456,023    H    +    1,487,770    V 4- 17,557 M 4- J²⁵ f ¹ ’

O = —134,511 S²² —169,244 S²⁴ +    458,091 S²⁵ +    557,493    S²⁶    4-    1,892,348    H    +    1,938,750    V + 22,879 M + t²⁶J

+ Ax = — 241,578 S²² — 297,687 S²⁴ 4- 1,456,023 S²⁶ + 1,892,348 S ⁶ 4- 8,410.430 H 4- 9,104,563 V + 109,872 M + (H)

+ Ay — — 220,599 S²² — 279,925 S²⁴ 4-    1,487,770 W⁵ + 1,938,750    S ⁶ 4- 9,104 563 H + 10,357,739 Y 4- 130,363 M + A > III.

+ A <p = —    2,613 S²² —    3,316 S²⁴ 4-    17,557 S²⁶ 4-    22,879    S ⁶ 4- 109,872 H +    130,362 V 4-    1,804    M    4-    tu.

and those for the right half are as follows

= 4- 85,117 Sl£ 4- 96,620 S²⁴ —    124,666 SIS —    134,511    S²J — 241,578 H +    220,599 V—    2,613 M +

= + 96,620 S²² 4- 121,050 S²-⁴ —    157,610 S²A —    169,244    S²-S — 297,687 H 4-    279,925 Y —    3,316    M    +    t²A    I    TT

= —124,666 S²² —157,610 S²⁴ 4-    430,041 SIS +    458,091    S - + 1,456,023 H —    1,487,770 V +    17,557 M 4 (!i    (    —

= —134,511 S²² —169,244 S²-i 4-    458,091 S²-i 4-    557,493    S²-^    +    1,892,348    H    —    1,938,750    V 4- 22,879 M 4- £²-®)

= — 241,578 S²² — 297,687 S²⁴ 4- 1,456,023 S²A + 1,892,348 S²-£ + 8,410,430 H — 9,104,563 Y + 109,872 M + £H ")

= — 220,599 S²² — 279,925 S²⁴ + 1,487,770 S²! + 1,938,750 S²-£ + 9,104,563 H — 10,357,739 Y + 130,363 M + Zv > III. = —    2,613 S²² —    3,316 S²A +    17,557 S²_S +    22,879    S²-°    +    109,872    H    —    130,362    V +    1,804    M    +    £M j '—

a OOOO

The equations III. have been alluded to before, and cal values and combine III, and III, into three equations, from what was said there it follows that the distances These equations give the numerical values of H, V, and A x, A y, and A <P can be eliminated by adding—respec- M, and by putting these into IV. the numerical values for tively deducting—the equations III. and III. The quan- I S are determined.

tities t represent for the sake of brevity the sums In operating upon the equations II. it was found that x = n    I the method of determinants afforded some advantages,

N    ('>nx<rxzSx +• /\expxz M* ) which have to be calcu- partly because some of the factors appear twice, which

f”¹    .    *    shortens the calculation, partly because the calculation

kited successively for the fixed load, the wind pressure, and assumes a clearer form, and is therefore not open to errors the occasional load. These sums are known quantities. The tpe same extent as the calculation by elimination, way to be followed now is to solve the equations II. and II.

Experienced architects, while

had assigned to them, allowing for wrought iron a factor of safety of 4 will not be satisfied with a smaller factor than 10 or 12 in cast iron columns, without, perhaps, being able to give a satisfactory reason for it. The above calculation may

M. am Ende.

serve at least for one reason.

_ The denominator determinant was found to be D =

according to the unknown quantities S; to put the values 15087951031832908654; the four numerator determinants obtained IV. (see below), which still contain II, V,and M,into are all expressions containing H, V, M, and t. the equations III.; to replace the quantities;: by theirnumeri-    The result of this calculation is as follows :—

S²² =    + 0-783195 II — 0 0487376 V — 0 00062916 M — 0 0001252307 t²² + 0'000107565    t²⁴    + 0 0000018217P⁵ — 0-0000011247    P⁶

S'-⁴ =    — 4-465056 H — 4 264293    V — 0 0500792 M + 0-0001007565 <²² — 0'000968732    p⁴ — 0 0000069314 P⁵ + 0-00000059708 P⁶

S2B =    + 0 507203 H + 0'476284    V + 0 00569100 M + 0 0000018217 <²² — 0 0000069314    Pi — 0'0000205631 Pr> + 0 0000152320    PG

S'-⁶ =    —4-977520 H —5-175123    V —0 0610682 M — 0 0000011247 P² + 0'00000059708 £²⁴ + 0'0000152320 PB — 0 0000143999    Ps

IV.

It is not necessary to solve the equations II. for the right half independently; the results IV. will be similar to IV. with this difference that - V is put for + V, and that the quantities t for wind pressure are omitted, as the wind pressure is assumed to act on the left half only. The results IV. can therefore be written down without calculation. The remainder of the calculation has already been indicated. The numerical results are found in the following table r

+ 0 31

s^sr

S 3 $

O 4 m

® © £ ?0 P o

s- s.®;

CD r+- kJ

gsv

tRoC

®

o a a o 08

|'S,f

CT3 p

g Sis

CD .

CD M

o -

II

ft

to

Table B.

Wind pressure.

Occasional load.

Fixed load.

S²² = + 8-013 tons. S²²=-1588-64 super.ft. S²²=-3'447 tons. S²⁴ = -13-801    „    S²⁴ = +3817-06    „    S²⁴=-5-679

S²⁶ = + 2-563    „    S²⁵ = - 425-38    „    S^⁵ = -l-109

S²o=-12-899    „    S²⁰= + 3882"83    „    S2<,=-4‘479

H = + 11-804    „    H= + 60216    „    H =+08014 „

V =    0    V=+ 30117    „ V =+0-1667 „

M = +90-807ft. tns. M = - 2447‘93ft. x sp. ft. M =—14'674ft.tn S²-^-12-899 tons. Si? =-128917 super, ft. 82-° = - 2 232 tons.

Si?= + 0-243 „ S2i=- 2133 „ S«® = + 0-645 „

Si? = + 2-563 „ S2i=-13-801 „ Si? = + 8 013 „

S= = + 148-04 S2i=-128177 S²² = + 487-82

>>

>>

))

s.

Table A contains the strains from the units of the forces, which are now given in Table B, and the products S2 2, a2 2, H a H, &c. ,will be the strains, which must be added to the strains in the statically determined structure in order to obtain those in the actual statically undetermined structure. If this is done for the three cases of loading, and if the maximum and minimum stresses are computed for the various parts, we have, for example, in the six sections of the main ribs above point B the extreme strains per square inch of area, assuming a wind pressure of 30 lb. per ft. sup.

Bottom flange. . P60 ...

CO CO co to

Top flange, ... 2 "11 tons. ... 315 „ ... 3-41 „ ... 3-01 „ ... 1-29 „ ... 1-73 „

. 2-83

The two extreme stresses in the columns D E—No. 10—are — 72"25 tons and - 33"96 tons. The smaller of the two is of interest in regard to the question whether the structure could ever be lifted up from the ball pivots of these columns by the wind pressure, -considering that they are not held down by bolts or any other arrangement.

It will be seen from the above sketch of the calculation that a great deal of labour is involved in a case like the present, where the number of additional parts is great—viz., 7 against 3 in an ordinary fixed arch. In some instances numbers of almost equal value have to be deducted from each other, and the remainder is of great influence upon the succeeding calculations; it is therefore necessary to calculate with very long numbers, and this difficulty grows extremely fast with every additional unknown quantity.

Many engineers contend that structures which are difficult to calculate are not so good as simple structures, and should be avoided. Others, who only see in this a desire to avoid labour, contend that, if properly calculated, a complicated structure is as good as a simple one. Between the two views it is difficult to find an immutable principle, because much depends on the nature of the case and on the margin of safety allowed. Boofs which are mostly constructed with a greater margin of safety, with regard to the loads which actually come upon them, than railway bridges, might well bear a little more of the uncertainty attached to complicated structures, if advantages can be attained in other respects. The present structure seemed to constitute such a case, and it was only doubtful what degree of accuracy in the calculation was necessary, and how much time, accordingly, should be spent upon it. It may be mentioned that the present calculation was completed by one person in seven weeks of ordinary office time, and this being only a small portion of the time required for the design of the structure, shows that the result was worthy of the trouble. It is also only due to Mr. L. Mertens to state that he did the greater part of this elaborate calculation.

It was stated before that the columns D E had pivots at each end, and it may here be of interest to state why they were not connected at top and bottom in the ordinary way. We will assume, then, that they were firmly fixed at both ends, and calculate the bending strains for the case that the two adjoining panels of 34ft. length of the gallery floor are differently weighted, the one with the fixed load and the other with the fixed and occasional loads together, the latter being 1 cwt. per foot superficial. In order to make the calculation easy, we also assume that the said occasional load be placed on every alternate panel, adjoining the two panels under consideration; we further assume that the piece of the girder between the neutral fibre and its bottom flange, which is 2ft. deep, is infinitely more rigid than the column. On the other hand, we assume that the neutral fibre of the continuous facia girder's is a straight line, although it has the form of an arc of 9in. rise in 34ft. The two assumptions will probably balance each other in effect.

I ig. 3 is, then, a sketch of the deflection of the system much exaggerated. Drawing the tangents to the neutral

"T

'k

Cs

r2

----------jc- Z S

k-......15-75

Fig if.

M~M.

-o:

*______

We next make a sketch of the positive and negative moments in the system—Fig. 4—and divide the girders into six sections, each 5ft. 8in. long, which is sufficient for our purpose. At the centres of these sections we mark the following quantities:—

Length A x in feet 5‘66,    5'66,    5"66,    5"66,    5'6G,    5'66

Moment of inertia in ft.² in.2 Distance x from end in feet Positive moments N egative moments

J- 34-68, 20-28, 14'52, 14'52, 20'28, 34'68

m } 2-833, 8-5,    14-166, 19 833, 25’5,    31T6

7 08P, 18-41P, 24-07P, 24-07P, 18-41P, 7'08P M or M¹

Then we have y = ^ 2 —, i.e.,

E y = + 533-42P - 28'312M E y = + 28-312M¹    .    .    .

In the calculation of the cast iron columns we can integrate correctly, and taking- the moment of inertia of the column at 2"85 ft.² in.², and the modulus of elasticity at -} of that for the girders, we have—

[lf₇₆-(M—M,)

(1)

(2)

34

fE.2-85

1775 — ^7

17-75

M₂] xdx

2y ₌

34    -²- E. 2-85

]5-75

17-75 -at- 2 L 17-75

(M-M0 +

x + 2 17-75

Ms

xdx

or

E y = 26-77 (5-25 M - 5-25 M, - 3;625 Ms) . . (3) and

Ey = 237-58 (-2-625 M-5-25 M,+6-25 M₄)    . . (4)

Putting P =

four equations, we find—

M = 51-05 M, - 18-23 M - M, = 32-82 Ms = 37’42 foot-tons. Dividing by the moment of resistance of the . column 5"70 ft. in.², we have at the top a strain of

5*7

37*42

5-66 . 13

20

= 3 "683 tons, and solving the

tons, and at the bottom a strain of

32-82

= 5-76

— ■    = 6 "56 tons per

5*7    r

square inch in the extreme fibres. Adding to this the three tons uniform pressure which the column has to bear, we should have a maximum strain of 9"56 instead of 3 tons if the pivots had not been made. It is clear that these strains would be increased still more by any action of moments in a plane at right angles with the one here considered. Many cast iron columns in existing buildings are in conditions similar to those here assumed, and the only reason why they stand is that the breaking strain is considerably higher than the strain which the calculation

TORPEDO CRUISERS.

In a recent impression we dealt at some length upon the efforts made of late years to produce a sea-keeping torpedo boat, and pointed out that a satisfactory solution had not yet been attained, although the dimensions had been so much increased. Our contention, further, was that it could not be found in any construction on the boat principle, but that it must be a bond fide small ship of great speed. This will, no doubt, commend itself to those who either witnessed or experienced that severe storm which visited our coasts a short time ago, and reflect that for a considerable portion of the year nearly as bad weather may be expected in most parts of the world. At the same time we expressed an opinion that exceeding a certain displacement was equally detrimental, because then the principal characteristic of such craft disappeared, and they no longer could be said to possess an element of defence in the diminutive target they offered to the enemy’s fire. As, however, a number of these vessels, called torpedo cruisers, have been built, and are likely to increase, we propose now to examine the type in greater detail, and show that our depreciation of it is not ill-founded.

Let us take the Scout as the first of this type designed by the Admiralty Constructors and built in a private yard. As stated in our previous article, she was the answer to the oft-repeated demand for a thoroughly seaworthy torpedo vessel. But it was considered necessary, in order to comply with some imaginary demands for a large coal supply, as well as to furnish her with four 5in. guns, that her displacement should be 1400 tons, while her speed was to be under 18 knots. The torpedo equipment is of a most varied and eccentric nature. As opinion seemed equally divided among experts as to the superiority of submerged or above-water bow discharge, the authorities decided to have both in the Scout, and consequently tubes have been fitted in the stem above and below the water line. Obviously, however, one of these plans must be the best, and in a vessel not intended for ramming, the balance of advantage seems to incline to the submerged discharge from this position. It gives greater accuracy to the torpedo and protection to the tube. On each side of the ship are four above-water tubes, with various degrees of training, while right aft is another on the midship line for stern discharge. As might have been anticipated, the deck was found to be inconveniently crowded, and the two midship tubes on each side have been removed. She thus remains with seven, enough, it would be imagined, to satisfy even those who advocate a torpedo broadside! Where numerous positions for torpedo discharge are provided, it is unnecessary to give training to the tube, which necessitates a larger orifice, and complicates the fittings. Fixed tubes have a simplicity highly desirable with such a weapon, as it is usually found that the deflection of the torpedo, due to speed of ship, varies with the angle from the keel at which it enters the water. If this angle be a permanent one, it is only necessary to know the effect of different speeds, and make the necessary allowance. For accuracy of travel it is essential that the torpedo should not be ejected from any great height above the water, as such action is extremely liable to disarrange the internal mechanism. About 4ft. should not, if possible, be exceeded; but in the Scout the foremost orifices appear to be considerably higher, so that erratic results from them may be anticipated. The utility of the right astern tube is questionable, as the torpedo must be subjected to the disturbing influences of both propellers for a portion of its run, and we should imagine that the tube on each quarter would be sufficient for stern discharge without this objection. We have heard that, owing to some question of stability, the coal supply of the Scout has been diminished and a large quantity of iron ballast added. This is hardly credible, but if a fact would at once eliminate her only valuable point, that of proceeding long distances at speed without replenishing her stock of fuel. Failures in the construction of war ships are not so uncommon as to render the statement impossible.

It is difficult to assign a comprehensible part to such a vessel in a fleet action. Is she expected to close with an ironclad before the action becomes general, or wait until smoke is thick and a partially disabled monster gives her an opportunity of approaching unobserved 1 But a vessel of 1400 tons is not easily obscured or manoeuvred among a number of vessels in close proximity to each other. She will not be difficult to hit, and every shot will tell on her unprotected hull and exposed torpedo tubes ; she is thus liable to dangers from which the torpedo boat or a smaller vessel is free; and though men will always be ready to face them, it is hardly just that they should have to do so without some chance of success. If, again, we look upon the Scout as a cruiser, by virtue of her four 5in. guns, her inferiority is still more apparent. Without anything larger than machine guns she would have no pretension to be other than a special torpedo vessel; but now she has sufficient gun power to offer a weak defence to an ordinary cruiser of equal size and speed. Her torpedoes would be of little value, because an action between them should be practically decided before they got within torpedo range by the superior gun fire of the cruiser. An armament of quick-firing six-pounder guns would have been much more useful to the torpedo vessel; but it seems quite impossible for the authorities to give up the idea that every ship must perform all the functions that an extended empire entails upon our Navy. It would appear as if the Admiralty, after concurring in the design of the Scout, began to realise her defects, and approved of only one other of the same type being constructed, viz., the Fearless, not yet completed. Eight larger vessels, known as the “Archer” class were then commenced. They

hear of our commmerce being impeded

20in.

26in.

4ft. 5in. 12ft. 7in.

6ft.

Offin.

3ft. 5§iD. 4ft. lOJin.

192

2in.

116 sq. ft.

1295 sq. ft.

4ft. Sin.

15ft. 5in.

1800 galls.

4

3ft. 6Jin.

Water stations being at considerable distances apart, the engines are provided with water lifters capable of rapidly filling the tender from natural sources of supply along the line. The engines have been constructed under the supervision of the company’s chief locomotive engineer, Mr. J. W. Mann, and the

(The front and hind wheels have side play.) Tender, capacity of tank Number of wheels ..

Diameter

WYCK

company,

was

was

exceed the Scout by 200 tons, and have six 6in. guns; so in this respect are infinitely more powerful, while their torpedo equipment will he about equal to thatvessel as nowarranged. They are also designated as torpedo cruisers, but have as much claim to be ordinary corvettes, and would be more useful for the protection of commerce than any other purpose. Instead of eight we require twenty to at once replace the obsolete corvettes and sloops now struggling from port to port at a speed of five knots. It is not a little curious to observe how one nation follows another in ship construction, whether the principle of design be good or bad, satisfied to attain some superiority in speed or armament. Thus we find two of these so-called torpedo cruisers—the Surcouf and Torvin—just laid down at Cherbourg and Rochefort respectively for the French Navy. The dimensions are to be: length, 312ft.; breadth, 31ft.; displacement, 1850 tons. The engines are to give a speed of 19| knots. Their armament is to consist of two 5|in. guns forward, besides quick-firing and machine guns. Five positions are to be arranged for the discharge of torpedoes, one on each bow and beam, and one aft. Our neighbours have wisely refrained from making these vessels bristle with tubes like a porcupine, as they know that a few efficiently fitted and worked are likely to be more satisfactory than a greater number placed in any position where space can be found. There is little to be said in favour of these vessels either to take a torpedo within its range of an ironclad, or to play havoc with commerce, as now advocated by an influential writer in France. As regards the former, it seems to be quite overlooked that, as all large ironclads are now provided with several positions for the discharge of torpedoes, the vessels we have described will be liable to this attack in addition to the various projectiles freely poured into them above water. But for this eventuality the torpedo-ram would have made greater headway, and gunpowder still further receded.

These cruisers would, no doubt, seriously affect our commerce if we were not prepared with vessels of equal speed, but more powerfully armed, as far as guns are concerned. In fact, one of our pressing needs is about twenty improved corvettes of about 2000 tons, to take the place of the O Class, few of which have now a speed exceeding 12 knots, and whose armaments are in most cases obsolete. Such an addition would put an end to all the vague generalities we either by merchant steamers converted into cruisers, or the swift unarmoured vessels with which all the principal nations are now providing themselves.

As far as the term “ torpedo cruiser” is concerned, our own ships of the Mersey type might fairly come under this designation, as they are to have a very complete torpedo equipment as well as high speed. In addition to abovewater discharge, the Mersey is to have broadside submerged tubes. The great difficulty hitherto with these has been to get the torpedo away without injury when the ship is proceeding at a high rate of speed. This is partially overcome in the Polyphemus by the projection of a bar previously, which guides and retains the torpedo until its tail emerges from the tube. To this principle there are serious objections, and in the Mersey a plan is to be tried in which the bar is dispensed with. If successful, it will remove the chief obstacle to fitting ships with under-water torpedo discharge on the broadside. The next advance in torpedo cruisers will probably be the 3000 ton ship with speed of 25 knots. When we arrive at that stage, the speedy appearance of the 4000-ton protected torpedo ram may be predicted. In the meantime, we hope this country at least will not be induced to abandon the small torpedo vessel in favour of the more costly and less efficient type when intended primarily for offensive torpedo warfare.

EIGHT-COUPLED GOODS LOCOMOTIVE, SWEDISH AND NORWEGIAN RAILWAY.

NEW SEWAGE WOKKS AT SOUTHAMPTON.

A CHANGE IN SHIPBUILDING!.

A curious case of explosion of the barrel of a loc

14.722. Safety Oil Can, E. Horton, Birmingham.

EIGHT-COUPLED GOODS LOCOMOTIVE, SWEDISH AND NORWEGIAN RAILWAY.

Two engines of the type we illustrate on p. 408, have just been completed by Messrs. Sharp, Stewart, and Co , for the Swedish and Norwegian Railway. This class of engine was decided upon by the company’s engineers, Messrs. Wilkinson and Jarvis, of 3, Victoria-street, Westminster, as the best adapted for dealing efficiently with the exceedingly heavy mineral traffic upon a line of this character. It was selected, after some modifications by the company’s engineers, from one of Messrs. Sharp, Stewart, and Co.’s own standards originally designed by them, and supplied to various foreign railways. It is a type of engine which developes great power, and is capable of hauling over 2000 tons on the level, and the wheels are kept sufficiently near each other to enable the engine to traverse moderately sharp curves, while the weight is evenly distributed upon them.

Solidity and simplicity in every respect have been especially aimed at in view of the difficulties occasionally met with abroad in effecting repairs. The Westinghouse brake has been adopted by the company’s engineers. As the rolling stock will consist chiefly of double, hopper bottom, iron ore wagons, constructed to carry a load of twenty tons, they, as well as the engines, will be equipped with the Westiughouse brake, as being the best means of controlling such heavy loads.

The following are the leading particulars :—

Outside cylinders:—

Diameter ..........

Stroke...... ......

Boiler of Krupp’s iron;—

Diameter ..........

Length........ ..

Fire-box of copper : —

I ength............

Width............

Height............

Tubes of Howell’s homo, iron :—

Number............

Diameter ..........

Heating surface of fire-box ..

.,    tubes

Eight wheels coupled, diameter Wheel base ........

materials and workmanship are throughout of the highest quality. In another impression we shall publish sectional engravings of these engines.

In addition to the two engines which are now being shipped, Messrs. Sharp, Stewart, and Co. have contracted with the company for eight more of the same type. There are already on the Swedish portion of the line four engines built by Messrs. Black, Hawthorne, and Co., which are arranged to work coupled back to back -when required to haul heavy loads.

LEGAL INTELLIGENCE.

IN THE COURT OF APPEAL.

(Before Lords Justices Cotton, Bowen, and Fry.)

THE GERM MILLING COMPANY V. ROBINSON.

Judgment was given on Monday in this case, which came before the Court upon an application for a new trial under somewhat peculiar circumstances. The plaintiffs were the assignees of letters patent dated the 17th of July, 1875, and granted to Thomas Muir for “improvements in the manufacture of meal and flour from wheat, maize, and other grain, and in obtaining a valuable product during the said manufacture,” and the action was brought for the purpose of restraining the defendants, Messrs. J. and H. Robinson, who carry on business as millers at Greenwich, from infringing the patent. The invention, as described in the specification, consisted in separating the germs from the fleshy parts of the wheat, in using only the fleshy parts in the manufacture of meal and flour, and in obtaining the germs by themselves as a valuable, nutritious, and novel product suitable for feeding cattle, for making fleshforming biscuits, and for other purposes. The case was tried before Mr. Justice Stirling in June last, and in the course of the trial the inventor, Mr. Thomas Muir, who had obtained the patent on the 17th of July, 1875, and assigned it to the plaintiff company in 1882, was examined as one of the plaintiff’s witnesses. During his cross-examination, Mr. Muir stated that in June, 1875, he had himself sold freely and in the ordinary course of business flour manufactured under the process for which the patent was obtained. Mr. Justice Stirling, upon hearing this evidence, said he must decide, under the circumstances, that there had been a public user of the invention before the date of the patent, and that consequently the objection of want of novelty raised by the defendants must prevail. Judgment was accordingly entered for the defendants. The plaintiffs thereupon made the present application to this Court that the judgment of Mr. Justice Stirling might be set aside and a new trial had, on the ground that the evidence given by Mr. Thomas Muir for the plaintiffs, that he had sold flour manufactured by the patent process in June, 1875, prior to the grant of letters patent to him, was a mistake, and not in accordance with the fact, and that the plaintiffs were now in a position to prove that such flour had not in fact been sold until some months after the date of such letters patent.

Sir Charles Russell, Q.C., Mr. Aston, Q.C., and Mr. Chad-Healey appeared for the appellants, the plaintiff and submitted, upon the affidavits made since the trial and the correspondence now produced, that Muir in his evidence given in cross-examination had been manifestly in error, and that the statement that he had sold flour under the patented process in June, 1875, was in fact contrary to the truth.

The Attorney-General, Mr. Romer, Q.C., and Mr. Carpmael, for the defendants, contended that this application, which absolutely without precedent, must be refused. The Court must regard with great suspicion affidavits made after the trial and for the purposes of the present application. The patent was in reality for two processes—the production of germless flour and the new product called “ germ meal.” It was at the time believed that the important discovery was the “ germ meal;” and that, and not “germless flour,” was the product which Muir desired to bring to perfection and to exhibit. There would be no reasonable doubt, however, that he was making and selling “germless flour” in June, 1875, in his mill as altered and fitted up according to the patented process; and the affidavits made by Muir’s foremen upon the present application were explained by the fact that their attention had been directed solely to the “germ meal.”

Mr. Aston, Q.C., replied.

Lord Justice Cotton, in giving judgment, said that the Court had power to grant a new trial when something had been done inadvertently or by mistake, or where there had been a mere slip, even at the instance of the defeated party. But in such a case the new evidence tendered to the Court must be considered very carefully in connection with the evidence given at the trial in which the mistake was alleged to have occurred. Upon the evidence now adduced—which his lordship went through at some length—he was of opinion that the Court ought not to come to the conclusion that the statement made by Muir at the trial that he was selling in June, 1875, freely and in the ordinary course of business “ germless flour,” as distinguished from “germless meal,” was erroneous, and that there wras not sufficient evidence to satisfy the Court that there had been any slip in the proceedings so as to justify the granting of a new trial. The application, therefore, must be refused.

Lord Justice Bowen concurred. In his opinion there was ample jurisdiction at any stage of the proceedings to inquire into the truth and justice of the case, and the powers of the Court were quite as large for correcting a slip made in the witness-box as an error in a written document. Had any case for the exercise of that jurisdiction been here established ? He could not forget the deliberateness with which the date of June, 1875, was given by Muir in his evidence as the time when he sold flour manufactured according to the patented process. And when a new date for the sale was now fixed, some very good ground for coming to the conclusion that the second date was better than the first ought to be given. The invention was divided into two parts—first, the separation of the germs from the fleshy parts of the wheat so as to produce “germless flour;” and, secondly, the obtaining the product called “ germ meal.” It would not therefore do for Muir to prove that “germ meal” was not sold in June, 1875, unless he could also show, in correction of his former statement, that he not making any substantial sale of “ germless flour ” before the date of his patent. Upon this point his Lordship had formed a strong opinion that “germless flour” had been sold before the patent was obtained. He concurred in holding that the application of the plaintiffs must be refused.

Lord Justice Fry gave judgment to the same effect. Admitting, as he did, that the Court had jurisdiction in its discretion to grant a new trial on the ground of mistake or inadvertence, he felt bound to say that it was a discretion which ought to be exercised with very great caution, as otherwise a person after seeing the effect of the evidence which he had given in the Court below would be enabled to reconsider his evidence, and put the case which had broken down on its legs again. As against the clear statement made by Muir in the witness-box, he felt bound to say that the evidence now adduced in support of this application was vague and unsatisfactory. It was not shown what flour if not “ germless flour” was being made in Muir’s mill between May and August, 1875, and in his opinion the plaintiffs had not made out any primd facie case for granting a new trial.

A New Water Softening and Purifying Company.—The prospectus is published of a new company, to be known as “ The Consumers’ Economic Water Softening and Purifying Company,” and according to the public announcements it is to be a branch or subcompany formed in connection with, and under a guarantee from, the Atkins Filter and Engineering Company. The company will carry out the water softening and purifying system as adopted at Henley-on-Thames and elsewhere.

THE HAULBOWLINE DOCK WORKS.

The annual inspection of Government works at Haulbowline was made on Monday by Lord George Hamilton, M.P., and Lord Charles Beresford, M.P., attended by Lord Walter Kerr, secretary to the First Lord, and Mr. Yorke, who arrived in the harbour on Monday in the Admiralty yacht Enchantress. At Haulbowline they were waited on by a deputation, composed of the committee recently formed at a public meeting held in Queenstown to urge upon the Government the necessity of continuing the works at Haulbowline, and their object in seeking an interview with the Lords of the Admiralty was the furtherance of the same ends. It was explained that there were 500 men employed in the works and if they were thrown out of employment in the present time of exceptional depression, great poverty and inconvenience would arise. They suggested that the graving dock should be lengthened. Lord George Hamilton, in replying, said the deputation were anxious in seeing that whatever money the Government could spend in the neighbourhood in Government works should be spent in such a way as to be of the greatest benefit to the community. That was a position that any local body in authority would take up. Their lordships’ position, however, was not one of unlimited control over the public funds. He and his colleagues were charged with important duties in connection with the Navy. Their business was to obtain from Parliament such sums as were necessary to add to the efficiency of the Navy. That included, of course, expenses upon dockyards, factories, and all building and apparatus which were necessary to keep her Majesty’s ships in a state of efficiency. But they had no right to go to Parliament, and they would be exceeding their province if they were to ask them to grant sums of money for the purpose of relieving local distress which might exist in any particular locality. He had looked very carefully into the past history of the dock, because it had been insinuated in Parliament that the Admiralty had departed from their original undertaking, and had in some way broken faith with Queenstown. The fact was that the Government never undertook to build more than one graving dock. In the original scheme it was pointed out that a second graving dock could be constructed. The dock contemplated was to be 410ft. in length. In 1878 it was suggested that it might be advisable to increase the length of the dock in order that it might take in any of the great transatlantic liners which might be incapacitated to require repairs. The proposal to extend the dock was seriously contemplated by the Government. It was found that the dock could be only extended to the length of 478ft,, owing to the formation of the ground. It was clear at the time that any dock of the length of 478ft. would not be long enough to accommodate the steamers of the Transatlantic class. The more recent additions to the Cunard and other liners had attained a dimension of more than 500ft. in length. Therefore, to extend the dock to 478ft., which was the greatest ever contemplated, would never meet the requirements of Transatlantic liners; while, on the other hand, the dock of 410ft. was quite sufficient to accommodate any vessel in her Majesty’s Navy, and as their primary object was to accommodate ships in her Majesty’s Navy, the Government did not feel justified in increasing the dock to the length proposed, which would be only adding expense without attaining the object of accommodating the Transatlantic liners. Therefore, he could not hold out to them any hope of increasing the length of the present dock or building a fresh dock. The notice that was given by the superintendent was to prepare the workmen’s minds that in a certain time the greater portion of the work there would be completed, in which case they undoubtedly would have to look for employment elsewhere. He hoped it would be clearly understood there was no proposal to reduce materially the number of men who were employed at present during the coming winter. They were quite ready to concede to the point which was first proposed—that was, as far as the coming winter was concerned, they would make no practical reduction in the number of men in their employment. After the winter, and coming to the financial year, they would find the greater bulk of the work completed. Under ordinary circumstances they should put out tenders to invite contracts for the plans for the subsidiary and other works necessary to complete the dock. That had been the practice of the Admiralty. The Admiralty had resolved not to adopt that course, but complete the remainder of the work themselves, which would enable them until April, 1887, to continue the employment of the great bulk of the men who were in their pay.

ELECTRIC LIGHTING AT CANNOCK CHASE COLLIERIES.

During the meeting of the British Association a paper was read on this subject by A. Sop with, which has some points of interest. The author pointed out the convenience and economy in utilising the ventilating fan engines for working dynamos, on account of the regularity of speed—which apart from the requirements of an installation is kept within a limit of 1 to 3 per cent., such variation being a gradual diminution or increase—and the fact that such engines run continuously night and day. The fan itself acts to some extent as a regulator, as the tendency to run away on switching out of lights is modified by the increasing resistance of the air ; vice versd the putting on of load and consequent tendency to slacken speed is reduced by the diminished work done by the portion of power required for working dynamo, amounting to from 7 to 12 per cent, of the usual working power of engine, may be considered an advantage. The addition of counter-shafting in cases of slow running fans, or singlepulleys incase of quick running fans, is an easy and inexpensive matter.

Allusion was made to the small extra consumption of coal in practice, and the merely nominal value of the slack which is consumed. In further connection with the working expenses, viz., replacement of lamps, it was mentioned that the underground workings in vicinity of shafts—extending to 200 or 300 yards— admit of lamps being worked considerably below power with sufficient effectiveness, and actual lives were given—including breakages—showing at one pit an average of 2270 hours. The men who are required to act as examiners of machinery, and have no specifically regular work to do otherwise, replace lamps, and attend to any occasional work connected with installation. As a matter of fact the three installations now working at Cannock Chase have not necessitated the employment of an extra man.

The only original feature—at least, the author presumed it to be so—is the utilisation of old iron and steel pit ropes for main and branch cables. From four to five miles of rope are worn out annually, varying from fin. to ljin. diameter and over, and the conductivity of this has been proved to be about one-seventh that of a copper cable—of high conductivity—of similar dimensions. In the case of shafts, in order to avoid the injurious effects of water, the ropes are encased in wood boxes strung down the side of shaft and roughly insulated on brackets. Underground, one of the ropes is simply wrapped with old brattice cloth or tarpaulin. On the surface the ropes are laid in brick channels filled in with gas tar and coal dust, but it appears from the last trials that it is sufficient to lay the ropes side by side in the same material; there is no appreciable loss of current. The fact that old ropes are only worth a few pounds per ton enables a profuse use of cables to be made, and at one of the installations the current is conveyed a distance of nearly 13,000 yards—double distance—with a resistance of only ‘05 ohm, nearly one-half of which is due to the insertion of a length of ’a³ high conductive copper cable.

A brief description of the last installation—which includes lighting of all surface works—extending over five acres—the underground workings in vicinity of shaft, and, at a distance of 620 to 700 yards away, the church, schools, and houses was given. The author remarked upon the practicability of economical extension of installations by utilising old material such as ropes, old rails, water and gas mains, and gave the resistance of the latter as tried in one case.

RAILWAY MATTERS.

NOTES AND MEMORANDA.

MISCELLANEA.

The Montags Review says that the Government has definitely rejected Messrs. Siemens and Halske’s project for a Vienna city railway.

The Mont Cenis and Mont St. Gothard Railway crosses the Alps at elevations of 4370ft., with ruling gradients of 1 in 33 in the case of the Mont Cenis line, and 1 in 40 and 1 in 38 in that of the St. Gothard. The Brenner and the Semmcring Railway have ruling gradients of 1 in 40 to 1 in 43. The railway over the Blue Mountains, Australia, attains the summit by an almost continuous gradient of 1 in 30 to 1 in 33.

An extraordinary accident occurred last Friday on the railway between the stations of Peypin and Sisteron, in the Department of the Basses Alpes. A landslip from the Mont Gerves fell on a train which was passing at full speed. One first-class carriage was crushed by enormous blocks of stone. . The engine was thrown over, and half of the train was buried underneath a mass of earth and stones, which is estimated to measure 300,000 cubic metres. The driver of the engine, the guard, and one woman were crushed to death, and seven others died subsequently.

On Saturday night Whalley Viaduct, embracing forty-eight arches, on the Lancashire and Yorkshire Railway, subsided, it is reported, 18in. The subsidence was discovered after the Scotch express had passed over. On Monday the whole of the northern traffic was diverted through Burnley. Recently the viaduct was repaired at a cost of £14,000. The viaduct spans the river Calder, the banks of which are of a treacherous nature. The head officials of the Lancashire and Yorkshire Railway Company yesterday visited the scene of the occurrence, and a further disastrous development of the event is expected.

The amount of crude platinum mined in America in 1885 was about 250 troy ounces, valued at 187‘50 dols. This is exclusive of about 300 ounces of iridosmine, for pointing pens.

The production of metallic aluminum in America last year increased from 1800 troy ounces in 1884 to 3400 ounces in 1885, valued at 2550 dole. Aluminum bronze, containing 10 per cent, aluminum, was made to the amount of about 45001b., valued at 1800 dols.

The Moniteur Industricllc states that a mixture of oil and graphite will effectually prevent screws becoming fixed, and will protect them for years against rust. The mixture facilitates tightening up, is an excellent lubricant, and reduces the friction of the screw in its nut.

The annual death-rate in London per 1000 from all causes, which had been 17'4 and 16'7 in the two preceding weeks, rose last week to 17 9, and exceeded the rate in any week since the middle of August last. During the first six weeks of the current quarter the death-rate averaged 17'2 per 1000, and was 2'7 below the mean rate in the corresponding periods of the ten years 1876-85.

The total numbers of accidents in the first, second, and third quarters of this and last years in America, with the number of broken rails, were

1885.

Mr. G. Ling wood, superintendent of the Southend Waterworks, has accepted the office of resident engineer of the Biidgtown— Barbadoes—Waterworks Company, and will leave England at the commencement of next year.

A NEW departure is being made in Kensington, with the sane tion of the United Telephone Company, in the shape of a syndicate, on the American system, by means of which the tradesmen place themselves in telephonic communication with their best customers.

Important works for additional coal-shipping facilities at Blyth are about to be undertaken. The intention is said to be to remove nearly the whole of the quay from the ferry-boat landing to the fish jetty, and provide for the broadening of the river and the enlargement of the channel, so as to give turning space to steamers.

The Dover Town Council have resolved to promote a Bill in Parliament to acquire control of Dover Harbour, now vested in a board, of which Lord Granville is the chairman, and the other members are representatives of the Admiralty, Board of Trade, the railways, and the Town Council. The Council contemplate extensions to accommodate the growing continental traffic.

M. DE Lessees has returned in perfect health from his voyage to America, and the Times Paris correspondent says:—“Heaffirms that the canal will be opened, as he has always said, in 1881), even if the most difficult part of the cutting is not then complete. The portion then navigable will demonstrate to the most sceptical that the work will be completed wiihin a period short enough to justify all the hopes originally entertained.”

The statue of Liberty on Bedloe’s Island, New York Bay, is to be illuminated at night from the torch of the statue, which will contain eight electric lamps, of six thousand-candle power each, the light from which will be thrown directly upward, making a powerful beam and cloud illumination. Four or eight lamps, of six thousand-candle power each, will reflect their light upon the statue, illuminating it, and causing it to shine forth in bright relitf.

The Royal Commission on Ordnance, and upon the system under which patterns of warlike stores are adopted and the stores obtained and passed into the service, held its preliminary meeting on Tuesday, at 2, Victoria-street, Mr. Justice Stephen presiding. Sir Archibald Alison, Sir Walter Barttelot, M.P., Vice-Admiral Salmon, Dr. John Percy, and Colonel Alleyne, secretary, were also present. The Commission sat for several hours, and arranged the

The deaths registered during the week ending November 13th in twenty-eight great towns of England and Wales corresponded to an annual rate of 19 "5 per 1000 of their aggregate population, which is estimated at 9,093,817 persons in the middle of this year. The six healthiest places were Brighton, Sunderland, Derby, Birkenhead, Sheffield, and Bradford. In London, 2565 births and 1420 deaths were registered.

According to a French contemporary, a good transparent cement may be made from the following recipe;—Mix in a well-stoppered bottle 10 drachms of chloroform with 12^ drachms of non-vul-canised caoutchouc in small pieces. The solution is easily effected; when finished add 2^ drachms of mastic, and let the whole macerate from eight to ten days, but without heat. A perfectly white and very adhesive cement is thus produced.

Chamois leather, so much used in the laboratory and experimental rooms, may be cleaned by rubbing into it plenty of soft soap, and then laying it for two hours in a weak solution of soda and warm water. At the end of this time rub it until it is quite clean, rinsing it in, clean warm water, in which soda and yellow soap have been dissolved. It should then be wrung dry in a rough towel, pulled, and brushed. This process makes the leather soft and pliable.

According to experiments by L. C. Levoir—Jour. Chem. Soc.— the hardening of Portland cement depends on the disruption of each granule of the cement after it has been baked and moulded; it is then covered with moisture and calcium carbonate; colloid silicates are also formed, which are gradually converted into crystalline modifications, a change dependent on the temperature. Experiments are quoted to show that the silica plays the most important part in the process. Cements, otherwise good, were shown to give efflorescent deposits on their surfaces, some of calcium sulphate due to the sulphur of the coke used in the manufacture, others of sodium carbonate, from the conversion of sodium silicate into carbonate by access of air.

1886.

B.oken

rail.

Per ceLt.

First quarter..    ..    273    ..    23    ..    8'4    ..

Second quarter    ..    234    ..    10    ..    4 3    ..

Third quarter

Total.

Total.

Total

848 .. 37 .. 4-4 ...    ..    924 .. 83 ..    9'0

For some time past a movement has been on foot amongst the inhabitants of Sandhaven and Rosehearty, fishing villages, situate a few miles to the north of Fraserburgh, with a view to getting railway communication established between them and the latter place. In the end of last week the directors of the Great North of Scotland Railway received a deputation on the subject, and expressed their willingness to co-operate with the local promoters of the scheme. They agreed to work the line and guarantee 2^ per cent, from its opening, with an increase contingent on certain specified increases from the traffic it yielded if the promoters found the capital, £40,000. The proprietors and business men of the district are to make an effort to do this.

The first railway in New South Wales, viz., the line from Sydney to Paramatta, fourteen miles in length, was opened for traffic in the autumn of 1855, or just a quarter of a century after the railway system had established a footing in Europe. This line had been undertaken by a private company, but owing to financial difficulties encountered before completion, the Government, having obtained an Act enabling it to purchase the railway and plant, took over the line, and at about the same time undertook the construction of the short line of railway from Newcastle to Maitland, nineteen miles in length, which had been projected by a private com-. pany. Thenceforward railway construction has been carried on almost exclusively by the Government.

Two men, charged at Crewe with having on two occasions placed obstructions on the North-Western Railway with intent to endanger the lives of passengers, pleaded “Guilty.” At last a pair of these diabolical villains have been secured. It appeared that on November 1st a goods train passing near Liverpool Bridge encountered three bolts laid across the metals. The obstruction caused the engine almost to leave the rails. The prisoners were seen going away from the spot as the train passed. The second charge was of endangering the Scotch express on November 2nd. The Scotch express left Crewe Station for the north at 1'42. In passing Liverpool Bridge, at nearly the same spot, the engine ran over an iron bolt, a nut, and an iron boiler burr, which had been laid across the metals. The train had thirteen coaches on, with over seventy passengers. Fortunately the engine kept the rails.

M. H. Moissan has given a simple method for purifying chromic acid from sulphuric acid, and states the action of anhydrous acid upon several simple bodies. Oxygen and ozone are not affected. If a mixture of chromic acid and sulphur in excess is heated, they combine with a very brilliant light, forming a brilliant lecture experiment. As soon as phosphorus and chromic acid meet, under proper conditions of heat, there is an explosion and incandescence. On heating a mixture of dry chromic acid and arsenic, there is a combination with brilliant light. Chromic acid when melted and maintained at a temperature of about 200 deg. violently attacks the metals, which are easily oxidised. With sodium there is an explosion with great heat and light.

The Canadian Pacific Company is now engaged in constructing a new and large bridge over the St. Lawrence at Lachine, to be completed within twelve months of its commencement, and the 125 miles of line to complete the Ontario and Quebec Railway, and bring it direct into Montreal, will, including a very large bridge over the Ottawa river, be completed this year, though tenders were only sent in at the end of May last. This bridge, the length of which between its abutments is 3454ft., will consist of fifteen spans, the roadway being carried on steel and iron girders. The two deep channel cantilever spans, of 408ft. each, will give 60ft. clear headway for passage of ships. The remaining spans, viz., eight spans of 240ft., two spans of 270ft., three spans of 80ft., afford 28ft. of headway, sufficient only for smaller craft. The contract for the superstructure has been taken by the Dominion Bridge Company, Lachine, and includes provision for about 2800 tons of steel and 800 tons of iron.

According to experiments detailed by E. Michel—J. pr. Chem. —the setting of cement is dependent, firstly, on the addition of water, which should be as limited and uniform as possible; secondly, on the density and intimate mixture of the materials; and, thirdly, on the formation of calcium carbonate. Of the three principal constituents of cement, silica, lime and alumina, all are chemically active, but the proportion of lime need only be slight; the alumina determines the rapid setting, but the silica the permanent hardening. The chemical change which conditions the setting only takes place to a slight degree, and is principally restricted to the surface. Analyses are given to prove that on an average not more than 5 per cent, of the material becomes chemically combined. The alkalis play no important part in the setting.

In a paper on the “ Tension of Saturated Vapours over Liquid and Solid Substances,” by W. Fischer—Ann. Phys. Chem.—the author proves experimentally that the tensions of aqueous vapour over ice and water respectively at 0 deg. C. are not identical, but that the vapour tension curve of ice lies lower than that of water for corresponding temperatures, the two curves meeting at the melting point. This result was predicted by Kirchhoff from calculations based on the mechanical function of water in the two cases, (1) in which water at Odeg. was directly converted in vapour at 0 deg.; (2) in which the water at 0 deg. was first converted into ice at 0 deg., and then into vapour at 0 deg. A quotient difference of 0 044 mm. for the two curves was obtained. The only experimental results extant are those of Regnault, leading to conclusions opposite to those of the author, but they are few in number.

manner of taking evidence, and then adjourned until 11 o’clock Wednesday.

A deputation from the Royal Dublin Society, formed 150 years ago for the promotion of manufactures, industries, and arts, waited on Saturday on the Cork Chamber of Commerce and Shipping, to obtain their co-operation in a movement having for its object the foundation of an Irish Department in connection with the Manchester Exhibition next year. The deputation mentioned that they had already received encouraging support in Belfast and Dublin. The Cork Chamber unanimously approved of the project, and a committee was appointed to further the object in view.

It is often said that it is not the falling but stopping so shorA that hurts a man. The British Medical Journal reports the case of a workman who fell a distance of 110ft. from the steeple of a church. In his fall he broke a scaffold, and, after passing through the roof of an engine-house, broke several planks and two strong joists, finally falling on some sacks of cement. As a consequence of this fall, one leg was broken, several small bones about the wrist were dislocated, and the back and hips were bruised, notwithstanding all of which the man left the hospital where he was taken for treatment in twelve days, with his broken leg in splint of plaster of Paris. Evidently there is a good deal in the way the fall is made.

It is said that a material called cork stone is extensively used for building purposes in Germany and Belgium. Patents were secured for its manufacture in 1880. It is claimed for it that it is a nun-conductor of heat, cold and sound. The base of this material consists of pieces of waste cork, such as in many trades are thrown out unfit for use. These pieces, cut down to about the size of a pea, are mixed with a cement, consisting of mortar and clay, until each single particle is thoroughly coated with the cement, after which they are pressed into the proper shape and dried. F this manipulation results a porous body, resembling in appearance the so-sailed Rhenish alluvial stone, but of much less specific weight, that of the cork brick amounting at most to 0 30 or 0'35.

Taking the average amount of organic impurity contained in a given volume of the Kent Company’s water during the nine years ending December, 1876, as unity, Dr. Frankland finds the proportional amount contained in an equal volume of water supplied by each of the metropolitan water companies, and by the Tottenham Local Board of Health, was:—Kent, 0'5; Colne Valley, 0'6; New River, 0‘8; East London, 1*3; Chelsea, 1'5; Tottenham, 1‘9; West Middlesex, 2'0; Grand Junction, 2 7; Lambeth, 2'8; Southwark, 3’5. The Thames water sent out by the Chelsea and West Middlesex Companies again contained the very small proportion of organic matter which characterised the samples during the three previous month?, while the supplies of the Southwark, Grand Junction, and Lambeth Companies exhibit a noticeable increase in this respect, although the proportion is by no means excessive for this season of the year. All the samples were clear and bright.

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The accidents on the American railways during last September are classed, as to their nature and causes, as follows by the Railroad Gazette:—Collisions: rear, 38; butting, 17; crossing, 3. Derailments: broken rail, 1; broken frog, 3; broken bridge, 2; spreading of rails, 7; broken wheel, 3; broken axle, 10; broken truck, 1; broken draw-head, 1; broken brake beam, 3; cattle on track, 3; land-slide, 2; wash out, 2; misplaced switch, 15; open draw, 1; rail removed purposely, 1; malicious obstruction, 1; purposely misplaced switch, 2; unexplained, 11. Other accidents: Boiler explosions, 2; steam chest burst, 1; broken parallel rod, 4; car burned while running, 1; total number of accidents, 135. Eight collisions were caused by trains breaking in two; five by mistakes in orders or failure to obey them ; four by failure to use signals properly; three by misplaced switches and two by fog. Of the two broken bridges one was a small wooden one; the other was a new iron span, which was probably knocked down by a derailed striking the end strut.

From an inquiry as to how far the population of the metropolis is making more or less use of the Underground Railway for

purposes of locomotion, it appears that in the year 1871, when The total commercial product of coal of all kinds in the United the population of the metropolis was returned as 3,254,300, the States during 1885, exclusive of that consumed at the mines, total number of persons who travelled on the six metropolitan known as colliery consumption, was 95,834,705 long tons, valued at passenger-carrying lines was about 140 millions, being an average 152,919,108 dols. Of this, 32,265,421 long tons were Pennsylvania of forty-three travellers per head of the population. In 1881 the anthracite, valued at 72,274,544dols.; while of other coals, including population had increased to 3,832,400, and the total number of bituminous, brown coal, lignite, and small lots of anthracite propassengers transported on the same railways to 217 millions, being duced outside of Pennsylvania, the production was 63,569,284 long an average of fifty-six travellers per head of population. At the tons, valued at 80,640,564 dols. at the points of production. The end of 1885 the population of London was practically 4,000,000, total production, including colliery consumption and the number of passengers carried by the above six railways vania anthracite, 34,228,548 long tons; all other coals, 64,840,668 was -24 millions, being an average of about fifty-five travellers per long tons; making the total absolute production of the coal head, or one less than the average found for 1881, when no of the United States 99,069,216 long tons, valued as follows :— exhibition was open. This would appear to indicate either that Anthracite, 76,671,948 dols. ; bituminous, 82,347,648 dols.; total, a much smaller percentage of the total population travelled, or 159,019,596 dols. The total production—including local consump-that those who did made greater use of tramways, &c., and less tion—of anthracite, was 1,052,792 tons in excess of that of 1884, use of the rail. These facts, a writer in the Times says, are and its value was 10,320,436 dols. greater. The total production calculated to create a little uneasiness as to the future of our of bituminous coal was 8,889,871 tons less than in 1884, but its great passenger-carrying railways. So far, at least, as the metro- ' value was 4,930,582 dols. greater. The total production of coal of po is is concerned, it is tolerably evident that the increase of all kinds shows a net loss in tonnage of 7,837,079 long tons corn-passenger traffic is neither keeping pace with the increase of pared with that of 1884, but a gain in value of 15,251,018 dols., popu a ion apart from special Exhibition traffic—nor with the the increase in value being due to an average increase of 25c. per increase of capital and working expenditure.    long ton, The total value is about the same as that of 1883.

Glass, porcelain, and metals can be soldered by an alloy made as follows—at least, a contemporary says so, we have not tried it:—Copper dust, obtained by precipitation from a solution of the sulphate by means of zinc, is put in a oast iron or porcelain-lined mortar and mixed with strong sulphuric acid, specific gravity 1'85. From 20 to 30 or 36 parts of the dust are taken, according to the hardness desired. To the cake formed of acid and copper there is added, under constant stirring, 70 parts of mercury. When well mixed, the amalgam is carefully rinsed with warm water to all the acid, and then set aside to cool. In ten or twelve

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hours it is hard enough to scratch tin. When required for use, it is to be heated so hot that, when worked over and brayed in a mortar, it becomes as soft as wax. In this ductile form it can be spread on any surface, to which it adheres with great tenacity when it gets cold and hard. This alloy is intended to be used to solder such articles as will not bear high temperature.

The establishment of electrical communication, using the earth alone as a conductor, may, the Electrical World remarks, be said to be a “philosopher’s stone” to electricians. Not that such a method has not been hit upon and tried with some degree of success, for such is the case; but there is one great drawback to such systems, and that is their uncontrollability. Following its natural course of seeking the path of least resistance, the current passing through the earth as the only conductor does not discriminate between two instruments, upon only one of which it is intended to act, causing interference, and hence any extended application on this plan seems futile to attempt. Professor Dolbear shows a new method of telephoning without wires, which is adapted for short distances. But here again, as is pointed out, the lack of discrimination on the part of the current, if the expression may be allowed, does not permit of more than one communication to pass at one time. Still, his method is interesting, and may be of service in some situations.

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It is sometimes a little difficult to find the real meaning of some of the American papers which publish engravings and text upon engineering matters. The American Mechanical Engineer either changes its opinions so quickly or forgets so readily, that before it has filled one page it sometimes contradicts itself. Both the following paragraphs we extract from one page:—“Devices for dispensing with exoentries on steam engines are numerous, but have the disadvantage that they introduce about twice the number of working parts and details to be kept in order, without any corresponding benefit. It will be a long time before the excentric is deposed. For its specific purpose nothing has yet appeared which is so simple and direct, so cheaply made, and so easily kept in order, or so universally understood by all who have charge of steam engines.” Then in describing Cawley’s “positive” valve gear it says, “This is a simple form of valve gear having a positive action which renders excentrics unnecessary, although supplying a corresponding motion to the valves. An excentric is a clumsy expedient for giving motion to a slide valve, because virtually it is but a crank with an abnormally large pin: and the great friction due to it, although often overlooked in general practice, becomes very apparent when an attempt is made to convert rectilinear into circular motion.” This may not be either change of opinion or forgetfulness, but an evidence of perfect impartiality.

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NEW SEWAGE WOKKS AT SOUTHAMPTON.

We publish on page 405 a plan of the arrangement adopted at Southampton for the disposal of town refuse and the clarification of sewag-; at the Platform outlet by a scheme drawn up by Mr. W. B. G. Bennett, the borough surveyor, embracing features of an interesting character, recently brought into successful operation. In July, 1885, the scheme was presented and was sanctioned by the Local Government Board on the 5th of August. The refuse collected from house-to-house in Southampton amounts on an average to forty tons a day, and the problem hew to dispose of this remained so far unsolved that there had been a “dust heap ” of as much as 3000 tons in the yard at one time. The advantages of Fryer’s destructors being brought under notice, a deputation was appointed to visit Leeds, Nottingham, and London, where the process had been adoptel. The committee advised the Corporation to adopt the system, the estimated cost of the works being £3300, which, if borrowed for sixty years at 3J per cent., would give an annual outlay of £132. Whilst the committee were dealing with this subject, they had also under consideration the necessity of clarifying the sewage before it was discharged into the river at the Platform outlet. The whole question remained in abeyance for nearly a year, clarification experiments being meanwhile con ducted at the Platform, and at length, in June, 188.5, the Special AVorks Committee unanimously decided to recommend the Council to adopt the reports of Mr. Bennett, the borough surveyor, and to treat the sewage according to the plan proposed by him, and to apply to the Local Government Board for sanction to borrow the sum of £2700, the estimated cost of carrying out the work, for a term not exceeding sixty years. The scheme of treatment involved clarification at the sewage reservoirs on the Platform and the discharge of an effluent equal in purity to the standard required by the Rivers Polution Commissioners, together with the removal and absolute destruction of all solid matters. It had occurred to Mr. Bennett that the Fryei’s destructor might be utilised for the double purpose of destroying house refuse and garbage and the disposal of the sewage sludge remaining after the discharge of the effluent, the tanks at the Platform being adapted for the process of clarification. These tanks are in duplicate, and are worked alternately, one being at rest while the precipitation is in progress and the other filling up, a constant flow in the sewers being thus kept up, and obviating the tidal locking which had hitherto been found so inconvenient. Formerly these sewers were “locked” for about sixteen out of the twenty-four hours, but now—for this part of the scheme has been in operation for a year—the flow is continuous. These tanks receive the sewage of a district containing about 13,000 inhabitants. The drainage accumulation at the Platform amounts to 500,000 gallons in the twenty-four hours, the greater portion of which gravitates to the tanks, the rest, representing the comparatively small district drained by the Western Shore sewer, passing independently through iron pipes laid under the tanks right into the tide. The tanks hitherto, as we have already suggested, could be discharged only at low water, but under Mr. Bennett’s scheme it was necessary, in order to render them independent of the tide, to provide some method of discharging the effluent, and of raising the low level or Western Shore drainage from the pipes into the tanks for the purpose of treatment with that coming from the high level, before being passed into the tide. With this view two of Shone’s pneumatic ejectors were suggested by Mr. Bennett, one to be placed below the invert of the low-level sewer, the second being placed at the outfall end of the reservoirs below the inverts in a specially constructed chamber, to raise and discharge the effluent and sludge alternately by an ingenious arrangement sugge.-ted by Mr. Bennett. Connected with the large ejector there is in each reservoir a pipe, the mouth of each of which is shackled to a buoy which rises and falls on the ball-cock principle, and keeps the pipe-opening a few inches below the surface of the effluent. The inlet in this arm is covered with a perforated plate, which prevents the passage of solids, and the advantage of the arrangement is at once obvious, for, precipitation commencing at the top, immediately the clarification is perfected to a certain depth a valve automatically opens which admits the effluent to the ejector, whence it is discharged at once. When the whole of the effluent has been dealt with, the buoy rests upon the floor of the tank, the mouth of the arm keeping above the sludge, at a sufficient height to prevent any of it passing into the tide, and then other valves are automatically opened whereby the sludge is admitted into the ejector and transmitted to Chapel Wharf by pneumatic force through a sealed main, nearly a mile in length, to be dealt with there as hereafter described. This main is of 5in. cast iron pipes, and, leading from the reservoir, passes along the Platform and Canute-road and across Bridge-road to the Corporation yard, where the destructor is erected. The sludge is passed along this main, and such portions as cannot be disposed of for agricultural purposes will be burned with the refuse and garbage carted from the town every day, not a vestige beyond this escaping the furnaces. The market price of refuse for manurial purposes has been about Is. 6d. a load, but the supply is more than equal to the demand, hence the problem which is now about to be satisfactorily solved. This joint and combined work of refuse and sewage disposal and treatment embraces novelties which have not before been applied for this purpose in any other town in England, and it is claimed by Mr. Bennett that these will be worked for almost nothing per annum.

The refuse destructor consists of six cells or furnaces, each being capable of destroying by fire between seven and eight tons of refuse and garbage per day. Everything in the borough which is obnoxious will be collected and, for the greater part, immediately destroyed, any portions usable being sold, but on the condition that it is at once removed. As the collecting carts arrive at the works they will pass up the inclined railway and discharge their contents direct in the cells. The burning will. be continuous, day, night, and Sunday. In connection with this destructor, and inserted in the main flue, is a 30-horse power multitubular steel boiler through which the whole of the gases from the burning mass must pass to the shaft. A bye-pass is also provided in which a smaller boiler is inserted ; the object of this bye-pass being to enable the main flue to be cleaned or repaired without stopping the works. No obnoxious fumes will be perceived from the burning, and a great improvement has been made in this district of the town by widening the road and providing a large and open space. The steam generated in the boilers is utilised for driving an engine in the engine house adjoining, which compresses the air that passes into two large receivers near the destructor, and thence by a four-inch main to the Platform reservoirs, where it is automatically drawn upon by the ejectors and used by them when wanted. Not only does this compressed air work the ejectors, but it also furnishes a of dealing with the sludge resultant from the precipitation, forcing it along the sealed main already referred to. The main passes up over the destructor, valves being placed immediately over the furnace lids, and can then be discharged at the pleasure of the workmen in charge upon the ashes in the mouth of the feed openings. These ashes being dry and warm absorbs the moisture in the sludge before it reaches the bright fire. The quantity thus to be treated does not amount to more than three tons in the twenty-four hours. In connection with the works a sludge cell is provided, and the sealed main will discharge direct into it if necessary, a stock being there kept for sale if the demand exists. At the bottom of the cell a drain, covered with a grating, will be constructed, so that the water can be drained out of the sludge, and, in a few hours, it will become sufficiently dry to admit of its easy removal and conveyance. It may be stated that the precipitation of the sewage has been in operation for the past fifteen months. Pending the construction of the mains connecting with Chapel and the completion of the destructor, the sludge has been carted there, and the whole hitherto disposed of in a lump sum for £125. Sufficient power is provided for treating the remainder of the town sewage discharging at Belvedere outlet, where the “ABC” tanks can be utilised under this system. An ejector arrangement, previously adopted at Southampton, for operation at the east side of the Bridge-road railway bridge, and which is used to lift the sewage from the Marsh low-level districts for transmission to Belvedere, and to prevent the flooding at high-water which was once so great a nuisance, is worked from the same air receivers.

The system of chemical treatment of the sewage at the Platform is based on the fact that iron and alumina, in a soluble form, when placed into sewage, produces a precipitating action, and the practice has hitherto been to purchase from the manufacturers the alum cake, but the alum cake is now produced on the sewage premises. By means of patent porous carbon, to a large extent, the sludge becomes deodorised and rendered innocuous, and, being rendered destructible, can be treated in the destructor. Without the use of presses, which is attended with much expense in many other towns, the sludge will dry spontaneously by exposure, so that a material which can be easily granulated and will readily mix with the land for the purposes of manure is thus obtainable. Amongst the other methods tried at the Platform was the ordinary process of precipitation by lime, but this broke down in consequence of the foulness of the effluent. The carbon is mixed with water in a small tenement at the bottom of Lower Back-of-the-Walls, and is run into the main sewer through a pipe, and by the time the reservoir is reached the whole materials are thoroughly amalgamated, and precipitation and clarification at once commences, this process taking about an hour. For each tide 2 cwt. of carbon is used, the cost being about seven shillings a day.

The cost of the destructor complete will be about £3600. Messrs. Bull and Sons were the contractors for the shaft, inclined roadway, engine and boiler-house, and brickwork of destructor. Messrs. Manlove, Aliiot, Fryer, and Co., of Nottingham, supply the destructor and construct the cells under the personal supervision of their sanitary engineer, Mr. W. Warner. Messrs. Hughes and Lankester, of Chester, were contractors for the ejector. The cost of the sewage portion of the works was about £2800. The annual outlay, Mr. Bennett believes, makes but little difference in the present rating.

A ir-compressors employed at Southampton Sewerage Worl's.— The present engines are a modification of a small plant that was put down at the installation of the Shone system, when the Corporation decided to sewer one of the low-lying districts on that system. The original steam and air cylinders were 9in. diameter, whereas the present steam and air cylinders are 9in. and 14in. diameter respectively, and have a stroke of 18in. The steam cylinders are worked without a condenser, with a cut-off of about three-quarters. The heat from the destructors is sufficient to supply the engines with steam, the pressure of which varies from 401b. to 80 lb. In substituting a 14in. for a 9in. air cylinder, improvements were made in the inlet and outlet valves, which were designed by Messrs. Shone and Ault, and which work very satisfactorily. The action of these improved valves has been tested by compressing air into two air receivers and also into 4500 lineal feet of Sin. air main, having a collective capacity of about 1130 cubic feet. The pressure in the air receivers rose from 0 to 22 lb. above atmosphere in 7| minutes after the two compressors had made 300 revolutions, theoretical quantity of free air for the two air cylinders, 14in. diameter and 18in. stroke, is 1925⁻2 cubic feet. The actual quantity delivered was 1744'7 cubic feet. The barometer stood at 29in., showing that the atmospheric pressure was 14⁻251b. on the square inch. The ratio of compression at 22 lb. pressure is equal to 36‘25 -f- 14‘25 = 2 544. The total quantity of free air compressed into the receiver is therefore equal to (2"544 - 1) x 1130 cubic feet = 1744'7, assuming none of the pressure to be due to increase of temperature. The useful effect is thus nearly 91 per cent., which, considering the character of the compressors—which make no pretensions to high efficiency—is a very satisfactory performance.

For working the sludge ejector 401b. of air pressure is required, but for working the sewage ejectors 10 lb. only is required. When sludge has to be ejected one of the air cylinders is disconnected from one of the steam cylinders, and both steam cylinders are then made to compress air in one air cylinder. By this means the higher pressure of 401b. is attained; but as this work is intermittent, and does not involve more than about one hour’s compressing per day, the arrangement is a convenient one. The arrangement transmits the resultant sludge back to the wharf a mile away. Previously to the completion of the works the whole of the sludge was lifted out of the reservoirs and carted in covered carts at a cost of nearly £500 per year. All this is now saved.

THE UNITED STATES NAVY.

Secretary Whitney seems determined to give the United States something like a navy. Several advertisements have recently appeared in the New York papers of much interest. One is to the effect that the United States Government will pay 15,000 dols. for the best designs for ships of war. A lecturer at Greenock the other day is reported to have characterised this advertisement as an attempt to bribe officials in the employ of the British Government. This charge is considered in America to be captious. The naval officials of the United States fail to see why the Government may not supply its needs in any open market; or why England, which builds ships of war for various countries, should draw the line at furnishing plans to the United States. Commodore Walker, Admiral Luce, and Constructor Wilson have published their views on the subject, and they all regard Mr. Whitney’s act as beyond fair criticism. “ New York,” says the special correspondent of the Standard, “ has had some experience in bribery, but in no case has bribery been attempted through the medium of an advertisement in the columns of a newspaper.”

Another advertisement is dated October 29th. It invites tenders for one cruiser of about 4000 tons displacement, one cruiser of about 3700 tons displacement, one heavily armed gunboat of about 1700 tons displacement, one light gunboat of about 870 tons displacement, and one cruiser of about 4400 tons displacement. All these vessels are to be of the best and most modern design, having the highest attainable speed, and to be constructed in accordance with the plans and specifications approved by the Secretary of the Navy. Proposals for the construction of cruisers No. 1 and No. 2. and the two gunboats, authorised by the Act of March 3rd, 1885, will be received “ from all American shipbuilders whose shipyards are fully equipped for building or repairing iron and steel steamships, and constructors of marine engines, machinery and boilers.” Satisfactory evidence that the builders are such builders or constructors must accompany the proposals or be submitted to the Department in advance. Proposals for the construction of the protected double-bottomed cruiser No. 3, authorised by the Act approved August 3, 1886, will be received “ from every American shipbuilder and other person who shall show, to the satisfaction of the Secretiry of the Navy, that within three months of the date of the contract he will be possessed of the necessary plant for the performance of the work in the United States which he shall offer to undertake.” The evidence thus required must accompany the proposals or be submitted to the Department in advance. Proposals are divided into four classes, and may be made under either head, as follows—proposals for hull and machinery, proposals for hull only, or proposals for machinery only.

Special proposals will also be entertained for the construction of hull according to the plans and specifications approved by the Secretary of the Navy; the contractor to put in engines, boilers, and appurtenances of any design which he may consider more suitable than those called for by said plans and specifications, not to exceed, however, in weight, nor in the space to be occupied, that allotted in said plans and specifications, but no such proposal will be considered unless accompanied by full and complete plans and specifications of such proposed engines, boilers, and appurtenances, and a satisfactory guarantee of the results of the same if adopted.

More suggestive still is an advertisement of the same date, intended to stimulate the steelmakers of the United States to produce armour and guns. “ The attention,” runs the advertisement, “of all steel manufacturers of the United States is hereby invited to the requirements of the Navy Department in the way of armour-plates and heavy gun forgings, for the prosecution of work already authorised by Congress. This advertisement invites all domestic manufacturers of steel to specify, in competition with each other, upon what terms they will engage to prepare for the production of and produce the forgings and armour-plate required for modern ordnance and armoured ships ; and no bids will be considered except such as engage to produce within the United States either all the gun-steel or all the armour-plate—or both—specified in this advertisement ; nor will any bid be accepted unless accompanied by evidence satisfactory to the Department that the bidder is in possession of, or has made actual provision for, a plant adequate for its fulfilment. Bids are hereby invited for supplying this Department with the under-mentioned material: — About 1310 tons of steel gun-forgings, of which about 328 tons will be for guns of 6in. calibre, 70 tons for guns of 8in. calibre, and 912 tons for calibres between lOin. and 12in.—both inclusive. These forgings to be delivered rough bored and turned, and when in that state the heaviest forging which enters into the construction of a gun of each of the desired calibres will be about as follows:—6in., 3^ tons; Sin., 5 tons; 10in., 9^ tons; 10|in., 91 tons; 12in., 12^- tons. All these forgings must be delivered within the following times from the closing of a contract, viz.:—For 6in. guns, twenty-eight within one year, and the remainder within eighteen months; for 8in. guns, within two years; for lOin. and larger guns, within two and a-half years. Preference will be given for earlier deliveries. Also about 4500 tons of steel armour-plates, to be of the best mate rial and manufacture, shaped accurately after patterns to fit th„ form of each vessel for which intended and of such sizes as may be required, varying somewhat as follows:—20 D. by 8ft. by 12in. thick, 17|ft. by Oft. by 17in. thick, ll^ft. by 44ft. by 6in. thick. There will also be thinner plates.”

There is at present no plant in the United States competent to produce the thicker plates named, and it is certain that unless the Government is prepared to pay an enormous price, it would not pay to put up plant to roll the comparatively few plates needed. If such works are established at all, which we-doubt, then the United States must compete with our own makers for those foreign orders which alone can keep a large plant going.

The Flow of Gases.—At a recent meeting of the Paris Academy of Sciences a note on the unequal flow of gases was read by M. Haton de la Goupilliore. Having in previous papers given a complete analytical solution of the various problems connected with this subject, the author here determines the true character of his formula; in their relation to experimental applications.

Blast Furnace Slag.—A new industry has been started in Middlesbrough, the object of which is to utilise blast furnace slag in a somewhat more definite and systematic manner than has hitherto been attempted. The works where it is carried on belong to a limited company, the managing director of which is Mr. J. A. Jones. One of the objects of the company is to make paving sets. These are produced by pouring blast furnace slag into metallic moulds, and then allowing the castings to cool slowly in an annealing furnace. Without annealing, slag.cast in whatever form is certain to fly to pieces by the unequal contraction which takes place as it cools. With annealing it can be cast into almost any form, and when finished is as hard and tough as a basaltic rock. Inasmuch as these sets are as serviceable as those which are hewn from whinstone, and much more shapely, the manufacture and sale of them is of itself a good thing for Cleveland and for all purchasing districts. But there are further manufactures. It has been found that if slag which has been annealed be pulverised, and mixed with cement in certain proportions, and pressed into moulds, and put aside for, say, three months, it sets into a peculiarly firm, hard, and solid mass. The value of these qualities was soon perceived, especially as applied to the manufacture of concrete flagstones. Consequently the company referred to is now making these and laying them down for footpaths, railway station platforms, of flagstone is about 3ft. by 2ft. by 3in. They are exceedingly flat and smooth, and unusually hard on the surface. When laid down in place, they form a beautifully even surface, far superior to what is ever obtained with the best Caithness flags. Town surveyors always prefer pavements laid with flags to those mads by concreting in place; for in the former case one or more flags can be taken up and laid down again should there be any settlement of the foundation below, or should it be necessary to get at any pipes or drains. But if an unjointed concrete pavement is interfered with, or any settlement takes place below, it can never again be put into as satisfactory condition as at first. Inasmuch as Middlesbrough is a seaport town, and flagstones and paving sets are articles required everywhere, it is to be hoped that they will henceforth be exported coastwise and abroad. In this way something tangible might be done at once to find employment for the idle to tide over the long-continued depression of trade, and at the same tiiije to prevent a further accumulation of slag in the vicinity.

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LETTEES TO THE EDIT0E.

[We do not hold ourselves responsible 'or the opinions of our Correspondents. J

STEEL PROJECTILES.

Monsieur,—Permettez-nous de vous adresser quelques observations au sujet de votre article, “Steel Projectiles and Armour,” page 390, de votre numero du 12 ct.

Nous avons eu deux tirs a la Spezzia avec des projectiles de 15 cm. contre une plaque du Creusot de 45 cm. d’dpais seur—le leren Avril, 1886, le 2eme le 27 Septembre, 1886.

Pour le tir d’Avril nous fabriquions pour la premiere fois de si petits projectiles, et pour nous rendre compte de ce qui convien-drait le mieux, nous avions fourni des projectiles de differente qualitc, nous reservant de fabriquer ensuite la qualite qui s’etait le mieux comportde au tir.

II n’est done pas etonnant qu’ii ce premier tir nos projectiles ne se soient pas comportes de la meme fa^on, nous savions que cela devait arriver. C’etait pour nous un tir d’etude.

Tandis quo l’usine Krupp arrivait la, avec un materiel cssaye depuis longtemps dans ses polygones, il nous suffisait ace premier tir d’Avril d’avoir un projectile superieur pour regler notre fabrication ulterieure sur ce type.

Aussi, de3 que nous avons connu les rosultats du moi3 d’Avril, nous avons fabrique et livre au gouvernement italien lot d’obus pareils a celui qui avait le mieux reussi.

Le 27 Septembre dernier on a tirfl trois obus de ce nouveau lot avec les penetrations suivantes

No. 1, peneti" de 240 mm. ) rebondis«ent sans dd formation

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tandis que les obus de l’usinc Krupp avaient pdnotre dans les m6mo conditions

No. 1, pdndtrd de 220 mm. j No. 2,    ,,    223 mm. /

No. 3,

Ce tableau ctablit la vraie comparaison entre notre fabrication ccurante et celle de l’usine Krupp.

Pour plus de details sur le tir, voir 1 'Engineering du 15 Octobre dernier, page 401, qui a probablement eu ses renseignements par notre reprdsentant s\ Londres.

Acieries d’Unieux, Loire, le 15 Novembre.

railway bridge oyer the riaciiuelo.

Sir,—I have pleasure in answering the questions contained in Mr. T. Graham Gribble’s letter which appeared in your last issue. The vertical member of the main truss, to which he refers, namely, that maiked A I, is a tie, and cannot under any condition of loading be subjected to compressive stresses. The form of cross section—four channel irons—was adopted as the one best adapted to meet the requirements of the articulated junction of the cross girder with the main truss. The zig zag bracing was introduced for the sake of uniformity with the other verticals.

The greatest stress upon A I—neglecting its own weight—is equal to the reaction at the end of the cross girder where loaded with its maximum live load. This stress is transmitted by A I to the joint A, where it divides, ^-jths of it travelling down the inclined strut A II to the left-hand abutment, and the remaining T\th down the tie A IC to IC, and thence through the other braces to the right-hand abutment, both increments being, of course, compressive in their nature.    W. Hugh WOODCOCK.

6b, Victoria-street, Westminster.

17th November. --

AN OLD PUZZLE ABOUT THE STRENGTH OP BEAMS.

Sir,—Mr. Segundo, in his letter in your last issue, expresses himself so obscurely that it is difficult to determine exactly what he means. He states that “ the results of tensile and transverse tests of specimens cut from the same piece of material show the same marked difference between the calculated stress—from the formula M = /Z—at the elastic limit in bending and at the limit in direct tension as exists between the breaking stresses in bending and direct tension.”

Now it is already known from Spangenberg’s experiments that the elastic limit in bending is different from that in tension; but I am entirely at a loss to know what that curious fact has to do with the question raised in my paper. If Mr. Segundo doubts that the formula M = / Z is strictly true within the elastic limit, what he has to prove is that the stress for a given bending moment is not that given by the formula. But up to the elastic limit the deflections of a bent bar agree with those calculated on the same assumptions as those on which the formula M = / Z is based; so that there is even experimental evidence that M — f Z is accurate up to the limit of elasticity.

Mr. Segundo has come to the conclusion that the lateral connection of the layers in a bent beam influences the dis tribution of stress on the cross-section, and he seems to imply that that lateral connection influences the distribution of stress both within the elastic limit and beyond it. If he thinks that such an action sensibly affects the distribution of stress on the cross-section within the elastic limit, I believe he is in error. That point has been already sufficiently examined. Beyond the elastic limit the case is quite different, and I carefully avoided saying anything which would exclude such an action in explaining the apparent anomaly of the resistance to breaking of bent beams. But surely the first step to ascertaining whether such lateral action has any important influence, is to examine how far the resistance of bent bars can be explained by the known relations of stress and strain in cases where no such lateral action exists. Mr. Segundo writes a paper the object of which is to show that the tensile stress / in a bent bar on the point of breaking, calculated by the formula

f =    , is different from the tensile breaking strength. I showed

that a great part of the discrepancy would be explained by taking account of the known relation between stress and strain beyond the elastic limit. If it still should prove to be the case that a residuum of discrepancy remains, it will be time enough to introduce the hypothesis of an action due to lateral connection—which surely is no new idea, but which has been in the mind of everyone writing on the subject. It was in 1855 that Mr. Barlow adduced the “ effect of lateral adhesion ” in explaining the precise discrepancy which is now under discussion. The following sentence from Mr. Barlow’s paper is worth quoting:—“ The effect of the lateral action of the fibres or particles of a beam .... diminishing the amount of compression and extension which would otherwise arise, constitutes in effect a resistance to flexure, . . . and explains the apparent anomaly in the amount of tensile resistance when excited by direct and transverse strains.” Mr. Segundo appears to have arrived at just this conclusion, and his experiments have taken exactly the same line as Mr. Barlow’s. Now my point is that within the elastic limit this lateral action produces no important effect. Beyond the elastic limit it may have a greater effect; but whether it has or not is best examined by first ascertaining what is the law of breaking of a bent beam when no such lateral action is assumed.

As to Mr. Millar’s letter, I may say that I do not think Professor Rankine expressed himself with very great accuracy. In the case of cast iron there may be some additional resistance due to the skin, though, like Mr. Millar, I doubt if it is important. The anomaly to be explained is present in the case of materials like stone, where there is no skin.    W. O. UNWIN.

November 15th.

SIR,—I see from your issue of to-day that in the publication of my letter of the 6th inst., with reference to “An Old Puzzle about the Strength of Beams,” the values of the elastic limit in direct tension which accompanied the three curves have been omitted. As this is an important point in connection with the subject, I would be glad if you would insert them next week. First curve, wrought iron, limit in tension 20,1601b. per square inch; second curve, wrought iron, limit intension, 32,4801b. per square inch; third curve, Bessemer steel, limit in tension, 54,0001b. per square

Ed. C. de Segundo.

Sir,—On reading Mr. J. W. Millar's letter, I was struck by what appeared to me to be the very high average modulus of rupture obtained by him; and as it is well known that he has conducted an extensive series of experiments on the strength of cast iron, I think it would be exceedingly interesting if he would give a sketch of the testing machine he uses, and also state what quality of metal entered into the composition of the bars.

Dundee, November 16th.

DIRECTORIES.

Sir,—In reply to the letter of “ B. T,” in your issue of the 5th inst. on the subject of “charging for entry of names in Directories,” we undoubtedly do limit the number of entries of each firm in our Trade Directories. Practical experience has shown us that, as a general rule, six trades fairly represent the limit of the number of manufactures that a firm actually carries on. There are, of course, many cases where this number of entries would not suffice, and in many such cases the hard-and-fast line is relaxed without any extra charge. Without some limit, however, to the number of entries allowed, many firms would insert their names under trades with which practically they were not connected.

We may mention a typical case that occurred on the compilation of one of our trade books. A well-known first-class firm, in London, in an extensive way of business, requested us to insert their name under some eighty different trades, including “Railway Locomotive Manufacturers,” and insisted that our book would be incorrect unless the entries were made as requested. One of our staff having called on the firm, it was admitted that no.rail way locomotive had ever been made by them, “ But,” said they, “ we could make them if we received any orders for them.” An explanation of the objects and the plan on which the book was compiled resulted in the firm admitting that to insert the entries as proposed would be misleading, and the entries were reduced to some half dozen trades that correctly described the business carried on by them.

51, Great Queen-street, London,

November 11th.

horizontal engines.

Sir,—As a constant subscriber to your valuble paper, I take the liberty of writing to ask if you or any of your readers would kindly give the benefit of your experience on a question that has arisen between some friends and myself on a matter that I fancy will be of interest to most engineers.

The point at issue is simply whether, in the case of a horizontal steam engine, it is advisable to carry the piston-rod through the back cover of the cylinder and support it on a slipper guide, advantage claimed for this over the single rod with piston at the extreme end is that there will be less wear on the cylinder. This argument is met by the very plausible objection that the deflection of the rod itself, increased by the further weight of the piston block in the centre of its length, entirely obviates any advantage that supporting the piston-rod at each end should give. That it is a mooted point between engineers is obvious from the number of large engines built by good makers with and without this attachment. If said to be an advantage, is it worth the extra first cost of slipper, guide and stuffing gland, and the up-keep of the latter ? And again, would a deep piston—recessed, of course, to lighten it as much as possible—not be a better plan to adopt to save wear in the cylinder ? If you consider this a matter of general interest, and have space, an insertion would much oblige.

Galashiels, November 12th.    Long Piston Rod.

LOCOMOTIVE ENGINE HISTORY.

Sir,—In your report of the meeting of the Institution of Civil Engineers Mr. Woods is reported to have said that the new locomotive Samson conveyed 107 tons of merchandise from Liverpool to Manchester, and that it was looked upon as an extraordinary performance. I remember the first journey the Samson made from Liverpool to Manchester, when she took fifty-two trucks loaded with cotton weighing about 252 tons, and she was followed by the Goliath with forty-eight trucks similarly loaded with about 240 tons, making a total of about 492 tons, being the whole of the cargo of a vessel which was discharged direct into trucks and sent straight away to Manchester. After the trains had passed Eccles I walked down the line for some distance with Mr. Forsyth, and we found four of the fish-bellied rails with which the line was laid broken. I am under the impression that these rails were only 281b. per yard, and not 351b., as mentioned by Mr. Woods, though upon this point I am not quite certain. I think you will find the exact weights of these two trains in the Manchester Guardian of that date.

Howden, November 16th. _

THE MARCHANT ENGINE.

Sir,—You publish in your last issue a letter from the editors of the Electrical Review, and I ask the favour of a few words in your next issue in regard to the first fact in the so-called test. The carrier E which balanced the brake weight being removed, the gentlemen proceeded to run the engine at 140 revolutions with this brake weight hanging without clip on the 7ft. fly-wheel, on a portion of its top surface of about 48in. by lOin. I asked the question of those present—What was the action on the spring balance ? And I was told that there was no action at all, and that Mr. Gray tried the chain and found it slack.

Now the coefficient of friction, per Rankine, for wet oak on metal—the condition of this suspended load—is from 0 24 to 0'26, and 750 lb. of load on the revolving circumference of a 7ft. wheel, at 140 revolutions, gives a velocity between the surfaces on which

3080 x 750 x 0'25 33,000

say 17-horse power; and had the necessary action of such brake load been of the character contemplated and acted on in the attack on me, it should necessarily have recorded 53 lb. on the spring balance; whereas the record was nothing, and the engine was simply doing this amount of work without any record whatever. So when this load was clipped on the brake, with the effect spoken of in “ Rankine on the Steam Engine,” page 14, eighth edition, revised,who says, “The friction which a given pair of solid bodies, with their surface in a given condition, are capable of exerting, is simply proportional to the force with which they are pressed together.” So that I am allowed nothing on this brake load, which at its full clipped weight action would represent 68-horse power— although, of course, such brake weight should have been allowed me as a manifestly unrecorded work, and at the pressure represented by the clip on such a load. If the weight did not record itself in the way stated, it certainly will not record itself when clipped; and the effect of the clip on such a load is the further work done by the engine, of which there is no other record whatever.

The fact is that these gentlemen first destroyed my method of balancing the weight. They then proceeded, in the face of a recorded fact under their observation, of 17-horse-power unrecorded, to deal with the unbalanced brake they had constructed by their action, as if it were a balanced Prony brake.

My absence from the trial has also been written of, to my injury. I was unaware of Mr. Gray’s coming, the other gentlemen had forced the matter on me in a threatening manner, and when I was preparing a different brake. I left them to learn what an unbalanced brake meant, and only put in my appearance when I thought they would have learnt the lesson from exhibited facts, and with no idea that any man would, after what they so learnt by the fact of an unrecorded exercise of 17-horse power by the engine, have gone on to treat such a load to an unbalanced brake as they would treat the pull shown by a balanced one, and without allowing for the added clip action on what they had seen to be

B. M. Marchant.

[We prefer to leave Mr. Marchant’s letter without comment. He has requested us to carry out a trial of his engine to which we have consented, provided an agreement as to the mode of trial can be arrived at. Up to the time of going to press, however, we have received no reply to this offer.—Ed. E.]

Sir,—I have read with interest a letter upon the Marchant engine by “ L. P. B.,” published in your last issue. As an old pupil of Professor Bankine’s, I would like to ask “ L. P. B.” when and where the Professor taught that saturated steam was liquefied by compression, if the heat due to the work done during compression were not abstracted? and, vice versd, when and where did he teach that saturated steam during expansion, and performing work upon a piston, was superheated? I was never taught so at Glasgow University in 1870, nor does his treatise on the steam engine show

y thing of the kind. On the contrary, take Article 283, page 385, where Professor Rankine says: “It appears by computation that when steam is expanded in driving a piston, and receives no heat from without, a portion is liquefied.” Moreover, as to the different views taken by Professors Rankine and Clausius, according to “ L. P. B.,” we find at the bottom of page 386 as follows: “ The principle just stated as to the liquefaction of vapours by expansive working was arrived at contemporaneously and independently by Professor Clausius and the author of this work in 1849. Its accuracy was subsequently called in question, chiefly on the ground that steam, after having expanded by being ‘ wire-drawn ’—that is to say, by being allowed to escape through a narrow orifice—is superheated, or at a higher temperature than that of liquefaction at the reduced pressure. Soon afterwards, however, Professor William Thomson proved that those experiments are not relevant against the conclusion in question, by showing the difference between the free expansion of an elastic fluid under a pressure equal to its own elasticity, when the energy developed is all communicated to external bodies—such, for example, as the piston of an engine.”

If saturated steam be admitted into a non-conducting cylinder and expanded, then compressed back again into the boiler in contact with the water produced by the work done during expansion, the indicator diagrams of the two performances will be absolutely identical. If, again, the cylinder be heated by a jacket supplied with live steam, so as to prevent liquefaction during expansion, then to put the steam back again into the boiler would require actually more work to be done upon it than it gave out while expanding; but at the same time its temperature when entering the boiler would be higher than that of the live steam in it, and the amount of extra heat imparted to the boiler would be exactly equal to that which it received from the jacket during expansion, which heat was, of course, abstracted from the boiler.

With regard to the end of the compression curve near the point E of “ L. P. B.’s” diagram, I do not see how the steam could possibly be liquefied, and turned into red-hot water. It would be highly heated steam, at a density equal to that of water at 32 deg. Fah., and by no amount of compression, unless the heat developed by the work done were abstracted, could it be liquefied. How have the various gases been liquefied? Not by compression in ducting cylinders, but by taking away the heat developed by compression entirely, and furthermore reducing the temperature of the compressed gas by a powerful cooling medium. As to the top of “ L. P. B.’s” diagram, about which he appears to be troubled, its shape depends entirely upon whether he wishes to make a closed cycle of it or not. If he intends to stop when the volume of the compressed steam is equal to the volume of 1 lb. of water at 32 deg , and not force it back into a receiver at the pressure it would then have, then the cycle is not a closed one, and would be represented as in Fig. 1. If forced into a receiver as just stated, the diagram will be closed at E—see Fig. 2—theoretically with a square top; in no case could it be pointed.

“ L. P. B.” has grievously mixed up pounds and cubic feet of water at 32deg. Fah.; but that does not interfere with that which I wish to prove—viz., that Professor Rankine was not wrong, or at any time at variance with Professor Clausius; and also that saturated steam cannot be compressed into a liquid unless the heat due to compression be abstracted. Anthony S. Bower, C.E.

St. Neots, November 17th. _

Sir,—I am sorry to see that I have made a very stupid oversight in my letter on this subject; I have apparently taken the volume of a pound of water as one cubic foot!

Happily the error is so stupendous that it can be detected the moment my letter is read, and so corrects itself. Also happily the error does not in any way affect the conclusions or arguments contained in my letter.    L. P. B.

London, November 13th.

An Incandescent Lighting Schedule.—The following scale of rates adopted for the Edison plant at Middletown, Md., is from

the Scientific American:—

HOUSE RATES.

1,    10-candle power light, per month ..

2,    10-candle

3,    10-candle

4,    lO.candle

5,    10-candle    ,,    ,,    ..........

Each additional lO.candle light ..........

SCHEDULE OF RATES FOR COMMERCIAL PURPOSES.

Burnt till 10 p.m.

10-candle power, each light per month ........

16 candle 24-candle 32 candle

1.05 2.80 1.35

3.60

Rides and regulations.— Lamps supplied to consumers by the company. Lamps carelessly or accidentally broken paid for by the consumer. Plain wiring for lamps, everything properly connected, upon present gas fixtures or independent, free of charge. Any extra fixtures, shades, holders, and switches to be paid for by the consumer. The company reserves the right at any time to discontinue current to prevent fraud or abuse. The company shall have the right to enter any house for the purpose of examining or removing any lamps, wires, or fixtures at a seasonable hour of day. Five per cent, added if not paid within five days.

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EIGHT WHEELS COUPLED GOODS ENGINE, SWEDISH AND NORWEGIAN RAILWAY.

MESSRS. SHARP, STEWART, AND CO., MANCHESTER, ENGINEERS

fFor description see page 402.)

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Society of Architects.—The second ordinary meeting for the session 1886-7 will beheld in the Freemasons’ Tavern, Great Queen-street, W.C., on Tuesday, Nov. 23rd, at 7 p.m., when a paper will be read by Mr. Edward Appleton, F.R.I.B.A., A.M.I.C.E., Torquay, entitled “ Sanitary Notes.

DEATH.

On the 16th Nov., at Putney-hill Park, Alice Maud Mary, the beloved wife of W. H. White, Director of Naval Construction and Assistant Controller of the Navy, and daughter of Mr. Francis Martin.

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banqut.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

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

CONTENTS.

The Engineer, November 19th, 1886.

The National Agricultural Hall at Kensington. (Illustrated.) 399

Torpedo Cruisers ...................

Legal Intelligence...................

The Haulbowline Dock Works.............

Electric Lighting at Cannock Chase Colliery.....

Railway Matters—Notes and Memoranda—Miscellanea .. .. 403 Amsterdam Waterworks, Plan of Engines and Pumps. (Illus.).. 404

The New Southampton Sewerage Works. (Illustrated.)......

The United States Navy .............. ......

Letters to the Editor—Steel Projectiles—Railway Bridge over the Riachuelo—An Old Puzzle about the Strength of Beams—Directories—Horizontal Engines—Locomotive Engine History—-The

Marchant Engine ........................

Eight-wheel Coupled Goods Engine, Swedish and Norwegian

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

Leading Articles—The Resistance Experiments—Condensation in

Steam Cylinders ......................

The Strength of Fly-wheels—A Change in Shipbuilding......

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

Naval Construction in France..................

Mr. Stanley at the Willesden Paper Works..........

Pickering’s Gas Governor. (Illustrated.) ............

Sylvester’s Patent Vertical Boiler. (Illustrated.)........

Bridge over the Kosi River at Khairna, Indian State Railways.

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

A Great Dynamo..........................

The Physical Society ......................

Tenders ..............................

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

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

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

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

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

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

Notes from Germany ......................

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

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

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

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

Paragraphs—A New Water-softening and Purifying Process, 402—The Flow of Gases, 406—Blast Furnace Slag, 400—An Incandescent Lighting Schedule, 407—Naval Engineer Appointments, 412—Shipbuilding in Germany, 412—Damages for Dismantling a Foundry, 414—South Kensington Museum, 417—Society of Arts, 417.

TO CORRESPONDENTS.

Registered Telegraphic Address—“ ENGINEER NEW8PAPER, LONDON.”

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

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

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

W. H. T.— You may probably obtain what you want from Messrs. Trilbner, Ludgate hill.

J. W. (Faversham).—The turbine you speak of has a very good reputation, and will, we have little doubt, give you satisfaction.

H. W. D. (Clough-hall).—The iron will waste away in the neighbourhood of the copper bolt, but the rate of waste will probably be very slow. If the bar be thickly coated with zinc—galvanised—then only the zinc would be attacked. If the bar is well protected from the action of sea-water by good paint you have little to fear.

G. B. G.—See “ Casting and Founding,” by E. N. Spretson, published by E. and F. N. Spon. See also West's “Moulder's Text-book and American Foundry Practice” 2 vols., published in England by Messrs. Trubner and Co. Also the “Moulders' and Founders’ Pocket Guide," by F. Overman, published in England by Messrs. Sampson low and Co.

3. K. (Market Drayton).—If your heating apparatus is properly worked and does not leak it should not use a gallon of water per day. As to how much may be used if you are working it in such a way as to produce steam which escapes through the air vents, it is impossible to say. You are evidently forcing the apparatus and working it too hot. You probably want more pipe surface.

SUBSCRIPTIONS.

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

Remittance by Bill on London.—Austria, Buenos Ayres and Algeria, Greece, Ionian Islands, Norway, Panama, Peru, Russia, Spain, Sweden] Chili, £116s. Borneo, Ceylon, Java, and Singapore, £2 0s. 6d. Manilla Sandwich Isles, £2 5s

ADVERTI8EMENT8.

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Advertisements cannot be Inserted unless Delivered before 8lx o’clock on Thursday Evening In each Week Letters relating to Advertisements and the Publishing Department of the paper are to be addressed to the Publisher, Mr. George Leopold Riche; all other letters to be addressed to the Editor of The Engineer, 163, Strand.

MEETINGS NEXT WEEK.

The Institution of Civil Engineers, 25, Great George-street, Westminster, S.W.—Friday, Nov. 19th, at 7.30 p.m.: Students’ meeting. Paper to be read, “ Diamond Mining in Parana. South Brazil,” by ~Jr- Arthur J. Russell, Stud. Inst. C.E. Tuesday, Nov. 23rd, at 8 p.m.: Ordinary meeting. Discussion “ On Concrete, as Applied in the Construction of Harbours.”

SodETY of Telegraph Engineers and Electricians.—Meeting at the Institution of Civil Engineers, 25, Great George-streel, S.W., Thurs-day, Nov. 25th, at 8 p.m.: “ The Predetermination of the Characteristics of Dynamos, by Gisbert Kapp, Associate—adjourned discussion. “Some Experiments on Secondary Cells,” by James Swinburne, Member.

THE ENGINEEE.

NOVEMBER 19, 1886.

THE RESISTANCE EXPERIMENTS.

The Eesistance experiments so far tend to demonstrate that the total disablement or destruction of a modern ironclad is not so easy as many people imagined. It was too hastily assumed that the explosion of a charge of 90 lb. of gun-cotton in contact with any portion of the hull under water would have such destructive effect as to overcome the protection afforded by a thick lining of coal and the cellular system of construction now always adopted in vessels of war. There are, however, certain considerations attached to this experiment which, if duly weighed, should reassure the advocates of the torpedo, and restrain the exultation of naval architects within reasonable bounds. We shall endeavour to place these before our readers briefly and impartially, reserving a fuller summing-up until the remaining experiments are concluded, as they are of greater importance than any of those preceding. It is the more essential to do this because the Times, in a leading article of November 3rd, leads us to believe that as this attack failed, in the broad sense of the word, similar attempts under different conditions would have a like result; and that although serious damage would be caused, the ship would remain “ floating and seaworthy, with her offensive powers not materially impaired.” We are not prepared to accept this conclusion for the following reasons:— First, let us consider the general effect of a submarine explosion. It closely resembles the action of gunpowder when ignited in a gun. We know that in the latter a quantity of heated gas is formed, which in its power of expansion exerts force in all directions. Prevented from expanding by its rigid confinement, except in the direction of the bore, the gas attains its object by the displacement of the projectile. This is, in fact, the line of least resistance. When the same explosive is ignited under water the heated gas presses outwai’ds in all directions, forcing the surrounding molecules of water against their neighbours, which are in turn propelled forward with great violence. This effect continues until the back pressure of the liquid medium equals the now reduced pressure of the gas due to its expansion in the space vacated by the displaced water, which is likewise to some extent compressed by the action of the gas. Though brought actually to a state of rest, the surrounding water is under the influence of great pressure, which by the law of fluids is transmitted equally in all directions. When a vessel is sufficiently near the explosion to be struck by the water which has been so violently disturbed, it will act upon her like a huge projectile, and it is obvious this range will be in proportion to the amount of explosive employed. This, combined with the resistance her hull offers, will also determine the effect produced.

If the charge is too near the surface of the water, the liquid layer above it will not restrain the liberated gas sufficiently to allow of its full power being exerted in other directions, and hence permits its escape into the atmosphere, throwing up the water in its way to a greater or less height, according to the thickness of the layer. The spectacular effect, therefore, afforded by llie upheaval of a large and lofty column of water is no criterion of the efficiency of a submarine explosion, but, the contrary, shows that much of its energy has been expended in the wrong direction. The amount of submersion to give the greatest lateral effect to different charges of explosive has been ascertained by practical experiments. For 100 lb. of gunpowder, it is stated to be 10ft., while for the same quantity of gun-cotton it should be 15ft. As the charge employed against the Eesistance was 90 lb. of gun-cotton placed 10ft. below the surface, it is probable that some loss of power was sustained in the manner we have indicated. At a greater depth also the charge would have been to some extent under the vessel, where its explosive effect would have been more severe, and where the construction of the hull cannot be as strongly fortified with coal as was the case in the Eesist-We are unable to state why a depth of 10ft. selected on this occasion; but it may be due to the fact that up to a late date most of our locomotive torpedoes have not carried a larger charge than 40 lb. of gun-cotton, and are usually run at 10ft. below the surface.

Considerable stress has been laid on the fact that in this experiment the charge was in actual contact, and yet did not effect complete penetration. It is even gravely asserted that an actual torpedo would have rebounded a certain distance before explosion took place, and this would diminish its effect. In the first place, the detonation of gun-cotton is practically instantaneous, so that impact and explosion would be simultaneous. We are hardly prepared to allow an inch rebound, but will cede that until actual proof convicts us of error. In the second place, it is possible that a distance of three or four feet between charge and ship would rather augment than diminish the effect produced in the case of such explosive as gun-cotton when sufficiently immersed. It is possible the intervening water thrown against the side of the ship would do more damage than the gas liberated in actual contact. At any rate, experiments some years ago with smaller quantities of both dynamite and guncotton showed that when exploded 4ft. from the bottom of a ship enormous damage was inflicted on her.

Although it is generally estimated that gun-cotton is about four times more powerful than gunpowder, this does not appear to hold good under all conditions; while, on

the other hand, for certain purposes ten times the amount of gunpowder would not produce the same result. This is proved by the ease with, which the strongest chain cable and wire rope can be ruptured by a small charge of guncotton, which even more than ten times the amount of gunpowder could not accomplish. This is due to the peculiar shattering action of detonated gun-cotton which the slower burning substance does not possess, its characteristic being more of the nature of a push than a blow. Taking into consideration the method in which the hull of the Eesistance had been strengthened for this experiment, and the exact locality chosen for the explosion, it is probable that less than twice the amount of gunpowder would have caused a more complete breach through the coal protection. The torpedo is stated to have had everything in its favour, whereas, in our opinion, all the advantages were on the side of the ship. The attack was made at her strongest point, where the coal was specially disposed, and her shape under water lent no assistance to the explosive. To assume from this that if a similar torpedo struck lower down, or further aft, or against the propeller, the ship would still have “her offensive powers not materially impaired,” is to express an opinion with which few will be found to concur. Under the alternative circumstances mentioned, half the amount of explosive might practically disable the vessel, though her flotation need not be overcome. Whitehead torpedoes need not necessarily be limited to a depth of 10ft., as by slightly strengthening their construction they could be run 20ft. below the surface. We presume it will be allowed that this would increase their destructive power, especially in the vicinity of engines or boilers, which now occupy so much space. In a similar manner there is no difficulty in increasing the charge of a locomotive torpedo to a point at which it becomes irresistible, whatever system of internal protection may be devised. This has, in fact, been going on for some time; more than one nation possesses torpedoes armed with 100 lb. of gun-cotton, and if we do not, it is simply because former experiments led us to believe sufficient damage would be caused by a less quantity. We can only consider that disproved on demonstration by further trials under conditions less favourable to the ship, and we venture to predict some delusions will then be dispelled which this particular experiment seems to have occasioned.

CONDENSATION IN STEAM CYLINDERS.

During the discussion which took place on the late Mr. Wyllie’s paper on “Triple Expansion Engines”—which paper will be found complete in our impression for November 5th—Professor Kennedy referred at some length to the condensation which takes place in all steam engine cylinders; and he assumed that this might reach 25 per cent, of all the steam admitted to the engine. The period during which the existence of this condensation was doubted, or its importance denied, has long since passed away, and engineers now take the phenomenon as a matter of course; regard it as nothing curious; and manifest but a languid interest in the means by which it is brought about. This is not as it should be. Apart altogether from what we may term the commercial importance of cylinder condensation, it possesses a special scientific interest of its own, and we hope to show before we have done that some obscure cause seems to play an influential part in bringing it about. In other words, the condensation which takes place is in amount apparently disproportionate to the means by which it is caused. If this proposition admits of being proved, it follows that certain received statements in thermo-dynamics will need revision.

Among the ships named by Mr. Wyllie was the Para. On page 365 will be found a statement of her performance during a three days’ run. This vessel has a high-pressure cylinder 19in. in diameter, with a stroke of 33in. The internal surface of this cylinder and its ports amounts in round numbers, and adding the surface of one face of the piston, to 20 square feet. Now it is well known that under the most favourable circumstances 1‘5 square feet of cooling surface in a surface condenser may suffice for one-horse power—a more usual and a safer allowance is 2 square feet. If then the first cylinder of the Par&s engine was surrounded with cold water kept running over it in a stream, and if the cylinder itself was of thin sheet brass instead of thick cast iron, it could scarcely be depended upon to condense more than 10-horse power of steam; or assuming that 16 lb. were used per horse-power per hour, then the weight condensed under these conditions would have been 160 lb. per hour. This is on the understanding that the cylinder surface would be as efficient as the tube surface of a condenser, which it obviously could not be, because the steam would not be cut up into small slices or threads, as it were, as it is cut up and subdivided by the tubes. The engines of the Para indicated 616-horse power. The steam used cannot well have been less than 16 x 616 —98561b. per hour. Not less than one-fourth of this was condensed, probably more. That is to say, 24641b. equal to 154-horse power per hour, were turned into water by 20 square feet of surface. Thus, it appears that 013 square feet of steam cylinder is as efficient for condensing purposes as two square feet of small tubes immersed in cold water. The difference in temperature between the steam and the water may be taken at, say, 150deg.; but the entire range of temperature which existed in the high-pressure cylinder was only 69 deg. It would seem that the best condenser which it is possible to use is a cast iron cylinder, surrounded by some medium which will keep it colder than the steam by about 69 deg. It will, perhaps, be urged that the whole condensation did not take place in the high-pressure cylinder alone. On this point, however, tliei’e is little room for doubt. It is quite true that the whole condensation does not take place there, but four-fifths of it does; and we believe that we are understating the facts when we take 25 per cent, as the loss. But to avoid controversy, we will concede that only one-half the whole condensation takes place in the first cylinder. Then—shutting our eyes to the truth that the low-pressure cylinder of triple engines always woj’ks quite

thick, submitted to a pressure of

= 41 lb. in round

12

But

are on

som

dry, and the intermediate cylinder nearly dry, notwithstanding the enormous dose of water it gets from its predecessor in the cycle—the facts are sttll quite contrary to what any one having experience in condensers alone would predicate. The available cylinder surface and its high temperature appear to be quite inadequate to cause the condensation of anything like the volume of steam which is, as a matter of fact, turned into water. What are we to say then ? That the surface condenser is a very inefficient device for taking the heat out of steam, or that the inside of a cylinder is extraordinarily efficient ?

It may be said, perhaps, that there is no true comparison to be drawn between the cylinder and the condenser, because in the first the temperature of the water produced remains very high, while in the case of the condenser it is very low. We do not forget this for a moment, and we reply that the latent heat at all events must be taken out of the steam before it can be reduced to the condition of water, and this bears a large proportion to the sensible heat. The comparison between the condenser and the engine cylinder stands thus. Taking the initial pressure at 150 lb. absolute, in the high-pressure cylinder, its temperature will be 358 deg. As the range of temperature is 69 deg., the terminal temperature will be 289 deg.; each pound of steam condensed under these conditions will surrender 910 units of latent heat. If the steam was delivered at atmospheric pressure into the condenser, each pound would give up about 1020 units. The difficulties of the surface condenser, it will be seen, are not enormously greater than those of the steam cylinder, notwithstanding that a lower temperature has to be got in the former than obtains in the latter.

If we attempt to explain the wonderful condensing powers of the cylinder by the fact that work is being done in it, we shall not find ourselves helped much; because steam jackets in which no work is done are, curiously enough, remarkably efficient as condensers. From the jackets of a compound engine it is easy to get as much as 3 lb. of water per horse per hour, and after every allowance has been made, it will be found that a foot of jacket must be about as efficient a condenser as 5ft. or 6ft. of surface condenser tubing; and furthermore, the jacket is quite incapable of entirely preventing condensation taking place inside the cylinder. Now, the means adopted for keeping the jacket warm are very efficient. It is carefully clothed outside with felt and wood lagging, and its inner walls are kept warm part of the time by the steam flowing- through the cylinder. It is known that while an engine is standing with steam in the jackets very little condensation takes place in them ; as soon as the engine begins to work, the drain traps on the jackets begin to work also. Virtually, then, we have a current of steam at rhythmically variable pressures acting powerfully to condense a body of steam nearly at rest on the other side of a thick cast iron plate—that is to say, the cylinder wall. That condensation should take place under the circumstances is not wonderful, but that it should take place in enormous quantities, considering the smallness of the surfaces involved and the moderate differences in temperature at opposite sides of the plate, is, we think, very wonderful, and deserving of far more consideration than it has yet received.

A very large number of experiments has been carried out with steam engines to ascertain the relative value of jackets, &e.; but these prove little or nothing, save that in every steam engine there is a certain speed, pressure, ratio of expansion, and load which, gives a better result than any others with that particular engine. Something more than this is urgently required. If only cylinder condensation could be prevented a very great saving of fuel would be effected. As matters stand the steam jacket is at best but a poor expedient for effecting this, and it can only reduce condensation, not prevent it. The point to be decided, however, before any further progress can be made, is this. Supposing a steam engine was fitted with a perfectly nonconducting cylinder, how much steam would be condensed, or would any 1 We shall be told, no doubt, that thermodynamic laws prove that there would be no condensation in such a case, save that due to the performance of work. This last phrase means more than one thing—at least it can be applied in more than one sense. Steam surrenders its latent heat with marvellous alacrity—so great that one is tempted, indeed, at times to dispute Sir William Thomson’s dogma, and assert that heat can pass from a colder to a hotter body. We shall not give way to the temptation, however; we shall content ourselves with re-stating that there are peculiarities in the behaviour of steam in a steam engine which do not appear to be consistent with certain thermodynamic laws. It is quite possible that on investigation it will be found that there is nothing about the matter which is not explicable, but it i3 also probable that such an investigation as we speak of may reveal facts which are not known at present, and give us new data concerning the rate of transfer of heat between bodies of various kinds. It is, above all, desirable that the actual temperature of the inside surface of the metal of the cylinder should be ascertained, and it seems that this could be done by a judicious use of a thermopile. There are experimental engines at most of our Universities now. What professor of engineering will be the first to break new ground, get out of the beaten track, and conduct a new experiment ? A simpler investigation would consist in trying the effect of jacketting in an engine with glass cylinders. The experiment would have to be made on a small scale if the pressures were high, but with low pressures a cylinder 1ft. or more in diameter might be used—in connection, of course, with a condenser. Glass cylinders have often been used for experimental purposes—on too small a scale, however ; but we have not heard of such an experiment with a glass cylinder and a glass jacket, so made that what took place in both could be seen.

STEEL VERSUS STEEL-FACED ARMOUR.

Strong statements have recently appeared in print on the relative merits of steel and compound armour, the former being declared to be beyond all question superior to the latter. It has been stated that in all competitive trials

Schneider’s solid steel has beaten compound armour made on the English system; that compound plates have been known to break spontaneously from molecular action, and that the British Admiralty, having committed themselves to the adoption of compound armour too precipitately, have been prevented only by “ conservatism and pride ” from confessing their mistake, and adopting solid steel in preference.

It is hardly to be expected that such statements should be allowed to pass uncontradicted by the advocates of compound plates in this country, and we have had our attention called to the matter. As our readers are awar e we have for many years past followed the progress of the development of armour, giving original reports of experiments from observations made on the ground on each occasion as far as circumstances permitted, both in England and abroad, and much additional information has come into our hands which we have not been at liberty to use. We hardly think that we shall be accused of partiality. Certainly no one who read our review on the Spezia competition of 1884, or the trial of the Gruson armour last spring, would deny that we had not cordially praised foreign armour and tried to point out superiority and good features when we saw them. Some of our observations must at times have been strongly objected to at Sheffield; at others we have been aware that this must have been equally the case at Essen and Creusot. It would be easy to give examples of these, but our object in referring to them is only to emphasise the fact that we have endeavoured to arrive at conclusions that would prove to be sound, and establish the value of our reports and reviews of these matters.

For the present we must ask our readers not to accept the strong statements above referred to concerning the relative merits of steel and steel-faced plates. The advocates of steel-faced armour reply to them very directly. For example, they state that instead of steel plates beating compound in competitive trials, the reverse has been the case ; that is, the compound have beaten the steel; that while it is ridiculously untrue to state that compound plates have broken spontaneously, it is notorious that steel plates have thus become fractured both before and after fixing on the ship’s side, while they are specially liable to suffer from changes of temperature. We need hardly say that we have never committed ourselves to anything sweeping of this character. We have reported a victory in favour of steel 19in. plates in the Spezia trial of 1884, and we have expressed the wish that the principle of a hard face and a tough back could be carried out with hard and soft steel successfully. On the other hand, we have, as in the case of Amager and Ochta, recorded the victory of compound 12in. plates over steel; and at Shoeburyness, in 1883, we reported that a Wilson’s compound 12in. plate backed by granite resisted a blow of about three times the energy per ton of plate that has ever been borne, so far as we know, by any other armour. In a review of Lieutenant Jacques’ pamphlet on “ Modern Armour,” which appears to furnish the groundwork of most that has been said against compound armour, we summed up our opinion that while solid steel had certainly resisted full front attack on a large scale as nothing else has done, it has to develope a good deal in three particular directions—hardness of face, toughness and softness of body, and certainty as to its qualities.

The information now in our possession bears strongly on the last of these qualifications; but we do not propose to enter into the question now, but only to assure our readers that we have had important data put in our hands, for which it would be well to wait before coming to a conclusion on the relative merits of compound and steel plates.

the strength of fly-wheels.

The destructive failure’of a fly-wheel not long since at Brymbo calls attention once more to the somewhat reckless fashion in which fly-wheels are worked. The bursting of a fly-wheel is usually due to a failure on the part of the governor to prevent undue acceleration of the engine. In the Brymbo case it appears that something went wrong with the throttle valve, and the engine ran away. A fruitful cause of such catastrophes is the breaking down of the gear by which the governor is driven. The governor ceases to revolve, the balls fall together, the throttle valve—or its equivalent—is thrown wide open, the engine races and the fly-wheel bursts. To overcome this difficulty the governor is sometimes so made that when it stops and the balls are in their lowest position the throttle valve is closed. In order to start the engine the throttle valve is disconnected from the governors. As soon as the engine has acquired its proper speed the connection between the two is re-established. Fly-wheels, however, burst now and then without any failure on the part of the governors; and there can be no doubt that they are often run within an inch of their lives, especially in ironworks, where very many wheels are driven at a great pace in order that they may have momentum enough to overcome the resistance offered by the iron to the rolls. We propose to say here something on this subject which may serve to open the eyes of certain of our readers to the dangers which they incur.

The centrifugal force tending to burst a fly-wheel is very easily calculated. It operates in all cases radially, and can be resolved into a circumferential strain in more ways than one. That which we shall use in the following article is not that usually adopted, but it possesses, we think, several advantages. Assuming that the rim is symmetrical in cross section, then the circle of rotation will fall half way between the inside and outside of the rim. The centrifugal force will be found by multiplying together the radius of the wheel, its weight, the number of revolutions squared, and "00034. Let the weight of a wheel rim be 10 tons, or 22,400 lb., let the mean radius be 9ft., and the revolutions 70 per minute. A little calculation will serve to show that the cross section of the rim must be about 130 square inches. We are entirely neglecting the weight of the arms and boss. The action of

centrifugal force will be precisely the same as that of steam tending to burst a boiler, because the steam acts radially, just as centrifugal force does. We may imagine the whole rim to be cut up into very small segments, and each held to the centre by a wire. If any wire broke, the segment previously held in place by that wire would fly out. Instead of wires, the fly-wheel rim is held together by the cohesion of the segments. The wheel rim may be conceived as cut up into-segments, each with a mean thickness of lin., and weighing about 33 lb. The centrifugal force will then be 9 x 33 x TO* x "00034 = omitting fractions, 495 lb. That is to say, if each segment were lield to the shaft by a wire, the strain on that wire would be 495 lb. Let us suppose that our fly-wheel is 12in. wide by 10 8in. thick, then the conditions will be precisely the same as that of a boiler with a shell 18ft. in diameter and 10"8in.

495 numbers per square inch.

Now it maybe worth while here to explain that in calculating the strength of a boiler, it is right to regard it as composed of halves, and to calculate the bursting strain on each in terms not of the semi-circumference but of the semidiameter. For a mathematical demonstration of the truth of this proposition, we may refer our readers to Wilson on “ Steam Boilers,” Chapter II. In the case of our fly-wheel then we have a rending pressure of 41 lb. per square inch exerted over a surface equal in width to the breadth of the fly-wheel rim, and in length to the diameter of the wheel. The first dimension is 12in.; the second is 12 x 18 = 216, and 216 x 12 x 41 = 106,2721b. there are two sections of the rim to sustain this, because, before the wheel could be fairly broken in two, the rim must be torn asunder in two places. Therefore the rending strain on any section of the rim will be half 106,272 lb., or 53,1361b. As the section is 130 square inches, then the

strain will be —= 409 lb. nearly As two tons per

inch is considered to be sufficient tensile stress to put on cast iron, it will be seen that our fly-wheel has a considerable margin of safety. As the centrifugal force increases as the square of the velocity, if the number of revolutions was doubled, becoming 140, instead of 70, stress would reach 1636 lb. If the speed reached 280 revolutions, the stress would be 65441b. on the square inch, or considerably beyond the limit of safety. We have entirely neglected the assistance which the arms give, and properly so. The arms, by setting up initial strains in cooling, are often a direct source of weakness instead of strength. A fly-wheel must depend for strength on its rim, and if this is not ample then the wheel is unsafe. When it is borne in mind that the rims, especially of large wheels, are usually cast out of very common cheap iron, that they may be full of blowholes, and that the cross section is sometimes made up of mouldings and fillets of very variable thickness, it becomes obvious that a large factor of safety ought to be always allowed.

We once heard it urged that if a wheel of one section was too weak, it was easy to improve it by adding on to the pattern, so as to put more metal in the rim. This is a mistake into which founders sometimes fall. It is enough, however, to mention the error to correct it. The bursting strain is a function of the weight of the rim, and any addition to the cross-section must augment the weight, and therefore the stress, in just the same proportion. A wheel may be strengthened by casting it as a disc, great care being taken, however, that it is cooled very slowly and equably to prevent contraction strains being set up, which will sometimes burst such a wheel when it is put in the lathe to be bored. Afar better plan is to hoop it with wrought iron or steel. We augment the section in this way, it is true, but with a metal about three times as strong as cast iron. Such expedients, however, are only applicable to small fly-wheels, such as those fitted to ploughing and traction engines, which are sometimes run at dangerously high speeds. It is easily shown that there is a certain velocity of rim which must not be exceeded. Thus, for example, the wheel which we have cited has a circumference of 56"5ft., and makes seventy revolutions per minute, or 66ft. per second very nearly. At this the wheel is quite safe. If the diameter were halved, then the number of revolutions might be doubled and the wheel would still be safe, because the velocity of the rim would remain 66ft. per second. A speed of 80ft. per second is generally regarded as about the highest at which it is safe to run a fly-wheel, but this velocity is often exceeded in rolling mills. We have said nothing concerning the method to be adopted in securing the halves of a wheel to each other, such as by dowels and cotters, or hoops shrunk on, or bolts and nuts. It is not necessary to do more than call attention to the necessity which exists for making these very strong. It must not be forgotten that when heavy wheels, such as those used in sheet mills, sometimes weighing as much as 60 tons, are used, there is a very great strain brought on the bolts, &c., by the weight of that half of the wheel which happens to be below the shaft, in addition to the stress caused by centrifugal force. One case is mentioned in which just after an engine had been started, before more than a revolution had been made, half the wheel dropped into the pit, while the other half turning over, fell with a crash on the crank and connecting-rod, and so smashed up the engine. Several cases record in which wheels have gone to pieces entirely through the failure of the cottersin the dowels. Afly-wheel is now and then looked on as a very unscientific and simple piece of work, but its proper construction and use demand ething more than a superficial acquaintance with certain natural laws, and ignorance or neglect of these laws may result in loss of life and serious destruction of valuable property.

A CHANGE IN SHIPBUILDING!.

It is well known that during the past two months a number of orders have been given out for new vessels; hut it has not been noticed in print that there is a very significant fact in connection with these orders. For eight or nine months previously

was

was

about 1 million gallons a day. Altogether over 10,000,000 gallons of oil came to the surface, and most of this was lost for want of storage accommodation.”

This reads well, yet we are uncivil enough to ask how it known that the well delivered 11,000 tons of oil a

are

there have been few orders given for cargo-carrying steamers purely. In the steamers ordered on the north-east coast there is a large proportion of these. This in itself is not to be wondered at, for the losses of this type of vessel have been heavy throughout the year, and replacement of some of the vessels lost was to be expected. But whilst the vessels lost were iron steamers fitted with compound engines, the vessels ordered are, in far the greater number of cases, to be built of steel, and are, in every case of which we have been able to learn particulars, to have triple expansion engines. Thus, at West Hartlepool, one builder has booked orders for six steamers, five to be built of iron, and all to have triple expansion engines. At one of the marine engine works in the locality the whole of the orders, which include work for six months, are for the popular type of engines. This increasing use of steel has given to the steel-making firms abundant employment for some time to come, and has driven up the price. The change in the metal for the carge steamers and the use of the newer engines for them, points in two directions—increased economy for the new steamers, and a sterner competition for the existing vessels of the older type. Of course, against the latter is to be set that improvement in the range of steamer freights which has commenced, and which—after a possible lull and partial retreat in the depth of winter—may be more fully known when, next year, trades that will soon close may open out again. Every rise in the rate of freights means that the older vessels will be able to earn a profit where, with the low range of freights, they were unable previously. But apart from that, the competition will be the keener with the new and more economically-working steamers which have of late been ordered. Some of the owners of older vessels are endeavouring to adopt systems of using “ duff,” or very small and cheap coal, with the aid of forced draught, and it is claimed that this is very successful in increasing profits. A palliative like this may for a time succeed, but it will be for a time only, for there can be no doubt that the tendency to build boats which will work more economically will in time become universal; and as the steamers of this class become more and more numerous the tendency will be that more work will be done by them at a given cost, and that the range of freights may move on the whole downwards. The prospect, therefore, is one of some gravity for the owner of steamships, and it ought to induce him to endeavour to reduce some of the charges, such as that of insurance, which are more and more pressing in their nature as the whole of the freights tend downwards; and the movement of freights over a period has been in that direction, and with the growth of the merchant navies of the world will continue to be so, and economical working increasingly a necessity for the shipowner.

LITERATURE.

The Coming Deluge of Russian Petroleum. By Charles Marvin.

London: Anderson and Co. 1886.

Mr, Marvin has written many books dealing for the most part with the districts surrounding the Black and the Caspian Seas. The most celebrated of them is “ The Region of Eternal Fire.” The pamphlet before us is not less sensational than its predecessors, save in so far that being much smaller, there is less room for startling statements; but Mr. Marvin has made the most of his space. He is no lover of Russia, and the object of the pamphlet is to suggest that English shipowners ought to carry petroleum from the Black Sea, instead of leaving Germans to do the work. Mr. Marvin has in this respect our warmest sympathies and our best wishes for his success.

It is very difficult to prove a negative, and we have not the power, even if we had the will, to disprove Mr. Marvin’s assertions. That there are, however, quantities of petroleum to be obtained at Baku and in the district surrounding it no one will attempt to deny ; yet we think that Mr. Marvin would have strengthened his case by moderating his transports. Here, for example, is an extract from his pages :—

“ Of the 500 wells at Baku the majority are situated on the Balakhani Plateau, eight or nine miles to the north of the town. Most of the great fountains of recent years have occurred in this district, including the Droojba, which in 1883 spouted at the rate of 3400 tons a day. The latest ‘Spouter’ of Tagieff’s, however, was the offspring of a fresh locality. Three miles to the south of Baku, and eleven or twelve miles from the Balakhani Plateau, is the promontory of Bybyibat, forming one of the jaws of Baku Bay. There are only a few wells there, and the locality was never regarded as a serious rival to Balakhani. At this point Gospodin Tagieff began boring two years ago. Petroleum was reached in due course, but after a while the flow subsided, and the oil had to be pumped to the surface. Later on, the yield diminishing, Tagieff resumed boring operations. At its best, the well had never yielded more than 16,000 gallons a day, which is not enough to excite rivalry at Baku. Hence Tagieff had no competitors to speak of at Bybyibat. On the 27th September the boring tool touched oil at 714ft., and the oil began to spout with a force unparalleled in the annals of Baku. ‘ From the town,’ says the Baku Isvestie, ‘ the fountain had the appearance of a colossal pillar of smoke, from the crest of which clouds of oil sand detached themselves and floated away a great distance without touching the ground. Owing to the prevalence of southerly winds, the oil blown in the direction of Bailoff Point—on which Baku Dockyard is situated—covering hill and dale with sand and petroleum, and drenching the houses of Bailoff, a mile and a-half away. Nothing could be done to stop the outflow. The whole district of Bybyibat was covered with oil, which filled up the cavities, formed a lake, and on the fifth day began pouring into the sea. The outflow during these days was estimated at 300,000 or 400,000 poods, or 5000 or 6000 tons daily. On the sixth day the wind freshened, and the oil soon began flying all over the town. The square in front of the Town Hall of Baku drenched with petroleum, which even fell on houses in the outskirts to the north. The loss of oil was prodigious.’ On the eighth day the maximum was reached, the oil then spouting at the rate of 11,000 tons, or 2§ million gallons a day. To prevent the petroleum being totally lost, attempts were made to divert the stream flowing into the sea into some old wells. After the tenth day it began to diminish, and by the fifteenth day the engineers had so far got it under control that the outflow was only 60,000 poods, or was

day ? The Baku Isvestie, it will be seen, is not particular to a thousand tons or so a day, more or less; but Mr. Marvin is minute, 11,000 tons or 2f millions of gallons a day running to waste. That is his statement; we are not told how he measured the oil. After the tenth day the flow began to diminish, and we are told that the engineers got it under control; we are not told, however, whether the diminution was due to the engines or to the failure of the supply. This question of failure of supply Mr. Marvin touches very lightly, yet it is all important. The Baku district is like that of the United States. Then there is every reason to conclude that the supply can only be temporary; butin anycaseitmust,aftereveryallowancehasbeen made for Mr. Marvin’s vigorous imagination, be enormous —large enough to make it worth England’s while to keep the carrying trade in Russian petroleum as much as possible in her own hands. At present it seems that sixteen gallons of crude oil can be bought for one penny, while lamp oil is worth in Baku only three farthings per gallon. To import this and retail it at 6d. a gallon ought to leave a large profit. Russia seems determined to make the most of the harvest. There are now 120 firms refining oil round Baku, and procuring yearly 120 millions of gallons. It is unnecessary to quote largely from Mr. Marvin’s pamphlet, because those interested in petroleum can obtain it for a few pence. We cannot, however, suffer some of Mr. Marvin’s statements to pass unquestioned. Thus, for example, when he tells us that in America there are oil wells 5000ft. deep, we venture to ask for the names of these wells, their locality, and the authority on which he makes the statement. His calculations concerning its value as a fuel are, to say the least, wild. For example, he estimates its value as two and a-half times that of coal. ‘'One thousand tons of oil not only goes as far as 2500 tons of coal, but takes up only the bunker space of 500 or 600 tons, and allows the balance of 2000 tons to be applied to passenger or cargo purposes. If one applies this illustration to the rapid Canard Liner Etruria, which has to carry 3000 tons of coal, and in consequence has a capacity for only 400 tons of cargo left available, one can perceive an enormous economy in liquid fuel.” The figures we should give are somewhat different. A ton of crude petroleum will in practice make as much steam as about a ton and a-half of coal. Refined petroleum has a higher value, but of course this cannot be used to propel steamers, because it is too costly and too inflammable. The specific gravity of the crude oil is about '87—that is to say, it is much lighter than water; 36 cubic feet of water weigh one ton; a ton of oil will occupy 40 cubic feet. This happens to be just the space occupied by a ton of coal as stowed in a ship’s bunkers, consequently there would be no saving in space per ton. Instead of carrying 3000 tons of coal, the Etruria would carry 2000 tons of petroleum, and the saving would amount to 1000 tons of space and weight. This is not quite what Mr. Marvin says. If he is right, then Astatke, or the refuse used for fuel, weighs, bulk for bulk, just twice as much as coal. That oil will be largely used instead of coal as a fuel for steamers in the near future is, we think, highly probable; but exaggerated statements in favour of it will not hasten its extended employment.

It would appear that there are no gas wells in the Baku district. Mr. Marvin certainly does not mention any. Possibly they will be discovered in the future. It can hardly have failed to strike our readers that the development of the petroleum industry has been recently very rapid, and oil has been found in far from likely places. No doubt the liquid will play a very important part in the future, and we can safely recommend those who are now seeking for remunerative freights to read Mr. Marvin’s pamphlet. As we have said already, even after some of his statements have been discounted, and due allowance has been made for Eastern hyperbole on the part of those from whom his information has been derived, enough remains to interest and even startle the English reader. Mr. Marvin, it must be added, personally thoroughly knows the whole district concerning which he has written.

Calvert's Mechanics' Reference Book of Practical and Entertaining Information for Handicraftsmen: being the Series of Calvert's Mechanics' Almanack from 1880 to 1885 inclusive. London and Manchester: John Hey wood and John Calvert. Manchester, 1886.

Calvert's Mechanics' Almanack is so well known and so well appreciated by those for whom it is more particularly compiled, and by a good many in more ambitious positions, that it is unnecessary to do much else than say that this volume contains the six Almanacks for 1880-85, supplemented by a short practical treatise on mensuration. There are few things more difficult than the selection of the matter with which to fill a limited number of pages for a special purpose. There is always an unlimited supply to draw upon; but the selection for a particular object always tests the powers of any compiler. This work has been remarkably well done in Calvert's Mechanics' Almanack. It combines the Almanack, which is chiefly technical in its references, with articles, and notes of the instructive kind, of the teaching kind, and of the amusing kind. They are selected with a very exact appreciation of what the intelligent workman and the apprentice require, and much of the information is so well conveyed in the articles and notes, many of which seem to be specially prepared for the Almanack, that they thoroughly deserving of the permanent character given to them by the bound volume before us ; and there is perhaps not a book which commends itself more strongly to those whom it addresses. A great deal that foremen and others in workshops find useful and interesting, of the rules, tables, and data kind, is given in an easily understood form,

NAVAL CONSTRUCTION IN FRANCE.

The “ Creusot Company ” has, as we lately announced, for the time being suspended its production of steel rails and transferred its orders in course of execution to the Company of Steelworkers of France. Our contemporary, Annates Indus-trielles, tells us that the object of this transfer is to permit the Creusot Company to devote itself more completely to the production of steel as applied to materiel of war and naval construction. This change will be explained by the efforts now being made by the great powers to develope their fleets.

Spain, and even China and Japan, are striving to create powerful fleets, and as the construction of ironclads, cruisers, and torpedo boats is a somewhat difficult question, the number of establishments that can undertake them is necessarily limited.

In order to concentrate this industry more than ever in the hands of certain constructors, the administrators of the Creusot Company have associated with them some of the principal French factories, and have thus formed a powerful Syndicate with the aim to compete successfully with the rival establishments of England and Belgium.

This syndicate is formed on the basis of co-operative societies, in view of producing complete naval structures, Creusot furnishing the steelwork and machinery. The societies in correspondence with that of Creusot are the New Forge and Timber Company of the Mediterranean, the Company of Workshops and Timberyards of the Loire, and those of the Gironde. The syndicate is further sustained by a finance department, formed by the Discount Bank of Paris.

The New Forge and Timber Company of the Mediterranean, with a capital of 13,000,000f., has its principal establishment at Seyne, near to Toulon ; it has also a branch at Havre, where several large transports and despatch boats have been built, and where there has lately been established a large artillery factory.

The building yards of Seyne have recently turned out two large steamers, the Gascoyne and the Bourgogne, for the service of the General Transatlantic Company. The Marceau, a first-class coast guard for the French Navy; the Pelayo, a first-class ironclad for the Spanish Navy; the Cecile, a swift cruiser, and several torpedo boats have also been built there, as well as a great number of other vessels of all kinds, among which is the Duperre, perhaps the most formidable ironclad that France now possesses. The Workshops and Yards of the Loire, with a capital of 20,000,G00f., are a result of the fusion of several establishments. The principal yards are at Saint-Nazaire, with a branch at Nantes, the old work-yards of Joliet and Babin, and another at Havre, which previously belonged to the Company of Naval Constructions. The company has also works at Saint Denis, and Petit-Quenilly, and Rouen (the old Claparede Society). It is now building a transport, the Tayc, for the French Government, also a swift cruiser for Russia. Both these countries have also entrusted to it the construction of several despatch and torpedo boats. The Company of Shipbuilders of the Gironde, with a capital of 7,000,000f., has been long associated with that of Creusot, and has in course of construction a large transport vessel for the French Government.

The principal aim of this new Syndicate i3 to enable the Creusot and the other industrial companies to obtain foreign orders, the several companies preserving their liberty of action as far as French orders are concerned. Each of the live great maritime ports of France possesses an arsenal, where vessels of all dimensions may be built. The French Navy has also the factories of Indret, for the manufacture of engines and boilers, as well as an establishment at Guerigny-la-Chaussade, for making chains and anchors. Among the important shipbuilding yards must be also quoted that of Penhcct, belonging to the General Transatlantic Company, which has just built for its own use two large steamers, the Champagne and Bretagne, and has now in hand a despatch boat for the French Government. The “ naval carriers” have their building yards at Ciotat, but have not as yet, as far as we know, received any Government orders.

The Normandy yards at Havre have built several despatch boats and transports for the navy, as well as a great number of torpedo boats.

MR. STANLEY AT THE WILLESDEN PAPER WORKS.

With the object of interesting his workmen in discovery and enterprise in the interior of Africa, the managing director of the Willesden Paper Works prevailed upon Mr. H. M. Stanley, the great explorer, and now Governor of the Congo Free State, to lecture on his African travels and work. The lecturer, it is almost needless to state, was received with the warmest demonstrations of regard, and listened to throughout his graphic discourse with every mark of appreciation. He began by recapitulating the now well-known story of his first expedition to discover Livingstone on Lake Tanganika, and then proceeded to detail the events of his second journey through the dark continent, his verification of poor Speke’s theory, the existence of the great Lake Victoria, and then his solution of Livingstone’s problem, by descending the river Congo in spite of the most appalling difficulties. Mr. Stanley spoke approvingly of the cedar boat built at Teddington, carried across country in sections, screwed together and launched on the Congo, to be impelled by the oars of his dusky attendants. He then described his running the gauntlet of hostile tribes,- sometimes on both sides of the river at once; the arrival at Stanley pool; and finally, after five months in the cataract region, safely reaching the Atlantic Ocean.

Though not more interesting—for that would be impossible— Mr. Stanley’s account of his third expedition, which resulted in founding the Congo Free State, was naturally that of the greatest importance. The opportunity let slip by England was seized by Leopold II., King of the Belgians, ever on the watch to secure an outlet for his peoples’ manufactures. In August, 1879, Stanley, with four steel steamers, arrived at the Congo for the third time, and set about establishing stations, with Leopoldville as the capital. But he found a rival in the field— this was M. de Brazza, whom, however, he did not mention by name—planting the French tricolor in place of the black, orange, and red, and making treaties in the name of the Rdpublique Framjaise. However, the land on the South bank was still free, so our explorer crossed the river and made treaties with the chiefs on that side, sending expeditions up each tributary; but he met with opposition from an unexpected quarter. A dusky sovereign, who had sworn to be a brother to him, played the very unbrotherly part of opposing his advance, saying that no white man should set foot in the Upper CoDgo district; so Stanley, unable to conquer his resistance by an appeal to brotherly ties, did so by a clever ruse, and eventually launched his four steamers on the upper reaches of the great Congo river. In June, 1884, when the work was nearly finished, Stanley waited for the man of all others who could have lent him efficient aid. His luggage duly arrived; but General Gordon had changed his mind, and had gone to the Soudan, whence, alas! he never returned; and Colonel Francis de Winter was sent out instead.

AMSTERDAM WATERWORKS.—DETAILS OF PUMPS.

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the sticky condensed matter to accumulate upon round about horizontal passages or working parts ; therefore it cannot clog up and prevent free action of the valve, or diminish the area of passage at low pressure, so as to give a poor light. The cut represents a vertical half-section of the governor at low pressure. It cqnsists of a safety shut-off spun metal float apd

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On bis return to Europe, Stanley laid 400 treaties before King Leopold, who brought the matter before the Powers; and, as the result of much deliberation at Berlin, there was ultimately established the Free State of Congo. The discussion was simply a war of tariffs; but the principle of free imports, without which no white man would in all probability have been induced to trade, was decided in the face of Portugal, who wished to impose a duty of 60 per cent., and Frauce one of 40 per cent. What was now wanted was a railway of 235 miles between Yivi and Stanley Pool, by which means the peoples of the north and south would be drawn together, and general trade would spring up ; for at present ivory was the only commodity sufficiently valuable to bear the heavy transport to the coast. Livingstone was called a dreamer when he foretold that the land would eventually be better appreciated ; and King Leopold was called a dreamer when he proposed to create a free State in the interior of Africa. But had not these dreams been realised ?

The vote of thanks, proposed by Sir John Hallam, and seconded by the Rev. D. Atwood, was, of course, carried with enthusiasm, Mr. Chadwick occupying the chair.

AMSTERDAM WATERWORKS.

Last week we published a full description of these works. We now complete our illustrations by giving on page 404 plans of the engines and pumps on different levels, while above we give sections of the bucket-and-plunger pumps, which it will be seen are of two kinds. The plunger barrels are of fine grained cast iron ; the low-lift pump has india-rubber valves ; the high-lift pump has annular valves, as shown. We need scarcely add that the workmanship of boilers, engines, and pumps is as good as it can possibly be.

It will be remembered that there is a dual system, the domestic supply being distinct from the manufacturing supply.

Electric Light in London.—Messrs. Hicks, Hargreaves, and C>., of Bolton, are sending a 500-horse engine to London for an plectric-light installation,

to the fire-box, two of which branches act as inlet and two as outlet pipes, which promote the circulation of the water, and reduce tendency to prime. At the same time the water bridge forms a stay against collapse, the boiler is strong and economical, and it is claimed that it can be produced at less cost than any boiler having any pretence to economise fuel.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty;—James G. Bain, fleet engineer, to the Active; William R. Bissaker, fleet engineer, to the Repulse; Frederick E. Shean, staff engineer, to the Rover; and Frederick G. Whittaker, chief engineer, to the Warrior.

Shipbuilding in Germany.—The following extract from the report of the directors of the Reiherstieg Shipbuilding Co. of Hamburg for 1885-6 is interesting as adding to the light which our “ Notes from Germany” throw on the condition of the German shipbuilding industry:—“Business became still worse during the year under review. Work was generally scarce, and the few orders which came into the market were quickly taken at losing prices. The number of our workmen has been reduced to 550. The screw steamer No. 359, built for our own account, has been sold, but the price obtained does not cover our outlay upon it, and for this reason we have decided not to build vessels on our own account again. After writing off £3175 and adding £193 to the reserve fund, we propose a dividend at the rate of 3 per cent., against 5$ per cent, for the preceding year. The new business year has brought rather more activity to the yards in consequence of some large orders for repairs and improvements. There is, however, still a total absence of orders for new ships, and an improvement in this respect can only be expected when the large numbers of idiq vessels on sale at ridiculous prices hfyve found einployment.

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means

A GREAT DYNAMO.

ably reducing the price at which the metals can be put on the market.

The following description of the great dynamo-electric machine, built by the Brush Electric Company for the Cowles Electric Smelting and Aluminum Company, with an account of trial tests made of the machine, has been written by Dr. Robert H. Thurston, director Sibley College, Cornell University, and was read at the Buffalo meeting of the American Association for the Advancement of Science, August 19th, 1886 :—

“The process of reduction of aluminum and other metals, and production of alloys, invented by Messrs. Eugene H. and Alfred H. Cowles, and perfected with the assistance of Professor Maybery, of Cleveland, O., has attracted the attention of engineers, as well as of men of science, not only on account of the ingenuity, simplicity, and effectiveness of the process itself, but also, and probably quite, as much because of its bringing into use the voltaic arc and dynamo-electric machines of exceptional and enormous power.

“ The writer, on the occasion of a recent trip to the West, was, on his return journey, so fortunate as to be able to stop in Cleveland long enough to witness the operation of the process, and to be present at the first trial of the great dynamo recently completed by the Brush Electric Company for the Cowles Electric Smelting and Aluminum Company. The occasion was so interesting, and the facts developed so striking and probably important, that it has been thought worth while to present a very brief account of them to the members of this section of the American Association for Advancement of Science.

“The Cowles process, as will be remembered by those who listened to the interesting account given the Association at the Ann Arbor meeting of 1885, and published in the American Journal of Science for October of that year, or who have read the interesting paper of Mr. Eugene H. Cowles, read at the stated eting of the Franklin Institute, in January, 1886, and published in the “Journal” for February, 1886, consists in the passage of a powerful current of electricity from a dynamo through a mass of ore mixed with carbon and other material forming the charge, until the action of the heat, and possibly of the electrical force, causes a reduction of the ores and the formation of an alloy of the metals so reduced.. The apparatus consists simply of a powerful dynamo-electrical machine connected with a pair of carbon electrodes of correspondingly exceptional size, these electrodes being enclosed in a furnace of brickwork, lined with the most refractory available material. The Cowles Company has several dynamos, all of large size, but it is the intention of the writer to describe but one, the latest built and the largest. The next smaller, which was until recently considered a very powerful machine, weighs about two tons and a half, is driven at nine hundred revolutions per minute, and produces a current of 1575 amperes, with an E. M. F. of forty-five volts. These machines are “ shunt-wound ” and very nicely proportioned under the direction of the inventor, Mr. Charles F. Brush, whose interest in the work induced him to give to this construction his personal attention. The largest machine, recently completed, and under test at the time of the visit of the writer to the works, weighs 21,900 lb.—9934 kilogs.—a so-called 42in.—1060'6 mm.— machine, the armature having that diameter. The armature tains 1600lb.—725 7 kilogs.—of iron; it carries 825 lb.—378 kilogs.— of copper wire, while the field magnets are wound with about six times that weight, 5424 lb.—2641’8 kilogs. The armature of this great dynamo consists of sixteen bobbins, each carrying twenty-one turns of best copper wire, two strands lying side by side, the wire being 0'35in. in diameter—8 89 mm. These sixteen bobbins are operated in multiple arc, thus giving thirty-two strands of copper wire of the diameter above stated, and about 65ft.—19'8 m.— long. Sixteen copper bars carry the current from the bobbins to the commutator, each bar being lin. by Jin.—25'4 mm. by 12'7 mm.—in section. The two commutators are coupled in multiple arc.

“ The field magnets are eight in number, and consist of a cylindrical cast iron core, llin.—279 4 mm.—in diameter, by 16in. —406'4 mm.—in length, and wound with thirty layers of 102 turns each, of copper wire, 0'134in.—3'404 mm.—in diameter; all the eight wires are coupled in multiple arc as in a shunt-field. Thus combined, they have a resistance of about lohm, total, cold. The pole pieces are of peculiar form, and fitted carefully to the field. The driving shaft, carrying the armature, is 13ft.— 3’962 m. —long, and 5|in.—139'7mm.—in diameter in the main bearing; it is made of open hearth steel, furnished by the Otis Company. The machine is driven by means of a 44in,—1117'6 mm.—double belt, turning a 40in.—1016 mm.—pulley on the armature shaft. The machine occupies a space on the floor about 15ft.—4 ’572 m.— long, and 4ft.—1'219 m.—wide, and stands about 5ft.—1'52 m.— high. This dynamo was calculated to furnish a current of 3200 amperes, with an electro-motive force of 80 volts, with a normal maximum current in the field of 80 amperes; the speed of rotation not to exceed 600 revolutions per minute. Its actual speed was a little above 400 when doing the full amount of work demanded. The maximum field is thus obtained with but about 2J per cent, of the normal current—3200 amperes—and falling to 1 per cent, when less E. M. F. is needed. When in operation, the writer found no observable heating in any part of the machine, and the bearings ran perfectly free from heating or cutting. The efficiency of the machine must be very great, as after its longest run of two hours, the armature was cool enough to handle with perfect comfort. The writer could bear his hand on every accessible part of the machine, which included all parts liable to any serious heating. The belt was new and stiff, and occasionally slipped as the limit of the power of the machine was approached; but that was a fault which a little work would cure, by making the belt flexible and giving it a better bearing on its pulleys. Had the engine driving it been of sufficient power, it was evident much more work could have been done than was actually performed on the trial. It was judged that it might have been driven up to 300,000 watts with safety. The conductors provided, and the resistance coil used in measuring the power developed, were, however, about at the limit of their endurance. As it was, the former heating until they were blue, and the latter requiring constant watching and cooling by application of water. The maximum reached was 249,000 watts, or 334 electrical horsepower, the engine probably developing not far from 400 indicated horse-power. No indicators had been fitted, and it was impossible to measure this factor. The limit of its power was reached, however, and the power of the dynamo could not be tested to its maximum. The speed intended was, for the dynamo, 430 revolu-lutions, but at 80 volts it could not be driven by the engine up to that speed. The dynamo was built, complete in all its details, from the specifications of Mr. Brush, and without preliminary experiment, and when tested was found to require no alterations of any kind, and came fully up to the requirements of the specifications and contract. Its capacity is very much greater than that of any machine yet built in the United States, or in the world. Its successful construction is considered by its designer to indicate that it is possible to design a machine of any desired size and power, with perfect confidence that it will come fully up to the calculated performance. No limit is to be seen, as yet, to the size and power of the machines, if properly designed. Their construction is a matter of definite calculation, and is to-day independent of direct experiment. The fact that a dynamo may be precisely designed and proportioned for any kind and amount of work that -may be demanded, for any purpose whatever, without limit, so far as can be to-day perceived, is one of the most interesting and important revelations of recent work in this field. The fact, also plainly shown by the experience of the Cowles Company, in the use of these enormous machines, that the larger the machine the higher the duty of the plant, is no less interesting and important. The economy secured in the production of their aluminum and other alloys, by the increased size of the later dynamos put in operation, is so great as to be a very valuable factor in the operation of the business, each new and larger machine very consider-

Experiments with 42m. Brush Machine, June 25th, 1886.

Revolutions per volts in ext. minute. circuit.

428

424

423

420

418

410

420

412

410

410

405

423

423

423

423

423

423

421

421

421

421

421

421

431

431

E.M.F.

Ampfeves in ext. circuit.

Amperes in field-shunt.

Watts in external circuit.

1000

2000

2500

2600

2610

2700

2010

2450

2700

2800

.3200

2700

3150

3400

3100

3400

3000

2950

2620

2500

2300

2100

1850

me

con-

100

105

0000

0000

78,000

136,000

140,000

171.600 190,080

205.200 191,760

215.600

232.200 238,000 249,000

151.200 170,100 210,800 224,400

231.200 156,000 135,700

94,320

80,000

59,800

46,200

35,150

The tabulated statement shown herewith presents the figures obtained at the trial of the 10-ton dynamo above described, and will repay careful study, as they exhibit the effect of variation of speed, of variation of current in the field-shunt, and of electromotive force, in the production of energy in the external circuit. The highest power attained on this occasion was, as shown in line 11 of the table, 240,000 watts, the speed of revolution being 405— twenty-five turns below the regular speed—the electro-motive force being 83 volts—three above the standard—and the current measuring 3200 amperes. The electro-motive force in the shunt coils was 80 volts. The heaviest current measured 3400 amperes, the electromotive force being sixty-eight in the main current and fifty-two in the shunt, the current energy measuring 231,000 watts at the terminals. At the standard speed of rotation, the circuit being broken, the measured electro-motive force was 100 volts. This remarkable and powerful machine was driven, at the time of the visit of the writer to the works, by a Corliss engine through a heavy counter-shaft, the engine belt being carried over the belt from the jack-shaft pulley to the machine. This arrangement is an unusual, but perfectly practicable one, and, in this case, worked admirably. It was occasionally necessary to readjust the position of the dynamo, as the belt, which was new and stiff and smooth, stretched more on one side than on the other; but this stretching will soon cease, probably has ceased, and, as the belt becomes more flexible and more perfectly fitted to its pulleys, and as it takes its maximum stretch, it is evident that it will work with perfect accuracy and will be competent to transmit any load that the dynamo can be expected to throw upon it. The current from the machine to the furnace was conveyed by ropes of fine copper wire, or by conductors made up of several heavy wires. At the furnace, they were connected to the terminals, which latter were of bar copper, apparently about 2^in. in diameter, armed with four carbons each, the latter of about the same diameter and 4ft. long. Between these was arranged the conducting material which furnished the incandescent bed in which the operation of reduction was carried on. This process is not, as is very often assumed, by professionals as well as non-professionals, an application of the voltaic arc to the production of high temperatures. Such an application was made by Sir William Siemens and by other experimenters from the time of the discovery of the intense heat of the arc; but it is, in the Cowles process, an application of the incandescence, as distinguished from the arc, system. A connection is established between the carbon terminals, by means of a mass of carbon and other material, which mass is carefully kept continuous and incandescent throughout the whole operation. This is essential both to the success, actual and economical, of the process, and as distinguishing it from the older and wasteful systems of melting. By this system, the intense, the immeasurable heat of the arc is tempered and diffused throughout a large volume of incandescent material, and becomes adjustable and capable of regulation with comparative ease and exactness. Such control is thus secured as to make it convenient and economical in application to the reduction of ores and the melting of alloys and metals. Actual contact carries, every where, probably a very large proportion of the current, and the heat is distributed among numberless little particles of highly heated carbon, which lend each its share to the numberless particles of the compounds to be reduced. It is probably only by some such application of the electric heat that corundum can be made to surrender its aluminum to form an alloy with copper. It has been stated recently, in the discussion of this process, as described by Dr. Mehner, before the Association for the Advancement of Science in the kingdom of Prussia, at the Berlin meeting of the present year, that this reduction had been accomplished in a furnace heated in the ordinary manner; but it would seem that this must be a mistake, since alumina is one of the most refractory substances know in nature; it is said to be even more so than the materials of our furnaces and of our crucibles. The Messrs. Cowles have subjected it to the highest temperatures that a Dixon crucible would bear, without being able to reduce it or to melt it, in the presence of carbon and copper. Further, it would be probably impossible to successfully maintain a reducing flame, if that were attempted, or to avoid the reoxidisation of the metal were its reduction primarily possible. The reducing temperature of the compound is above the temperature of volatilisation, also of the pure metal, and this would make it improbable that its reduction in this way should be successfully performed, far less with commercial success. The volatilised metal would rapidly escape from the Siemens furnace or from any other familiar form of furnace, while no other process than that above described would be capable of forming the volatilised metal in a closed furnace. In the Cowles furnace it is practicable to reduce alumina either with or without the presence of copper or other alloying metal, and one of the first intimations of the production of the working temperatures in that furnace is the appearance of fumes, indicating some volatilisation to be produced. As ordinarily conducted, this is not important in amount. Alloys of aluminum have been made in this furnace with nearly all familiar metals, a proof that copper at least is not essential to secure the reduction. So far as the writer has been informed, this is the only process by which reduction of this metal with carbon alone can be accomplished. The production of the metal commercially, in this manner, is expected to sopn become an accomplished fact. The manufacture of the aluminum alloys has now for some time been successfully carried on, the cost of the aluminum in the alloy having been reduced to a small fraction of the price for which the metal is sold as made by the older methods. The Messrs. Cowles and Professor Mabery have opened a new and broad field of experiment, and no one can surmise even what may come of the infinite range of possibilities so presented.”

Guthrie contributed materially to the success of the Society’s meetings, and his decease is deeply regretted. The President also announced that the Council were considering what steps should be taken to commemorate the late Dr. Guthrie, and that a circular expressing their views would be placed before the members in the course of a few days.

The following papers were then read : “ On the Peculiar Sunrise Shadows of Adam’s Peak in Ceylon,” by the Hon. Ralph Aber-cromby, F.R. Met. Soc.

The author prefaced his description by an extract from a paper on the same subject by the Rev. R. Abbay, read before the Society May 27th, 1876, in which the explanation proposed is, that the effects are caused by total internal reflection as in the ordinary mirage, the difference of air density being in this case due to the lower temperature at high altitudes. The author pointed out that Mr. Abbay neglects the difference of density due to elevation, and that his own thermometer observations disprove conclusively any idea of mirage. The chief phenomena observed were (1) the appearance of a circular rainbow with spectral figures near the top of the shadow of the peak ; and (2) a peculiar rising of the bow and shadow, which seem to stand up in front of the observers. Both these effects are traced to the existence of mist clouds in the vicinity of the shadow. Two dark rays or brushes were seen to shoot outwards and upwards from the circumference of the bow, in directions nearly coinciding with the prolongations of the edges of the shadow when seen projected on the lower mist clouds ; but the author does not attempt to explain this phenomenon. On one occasion a second and outer bow was seen. The times during which the phenomena were visible were too short to permit sextant observations being taken, but the diameter of the inner bow was estimated at 8 deg. or 12 deg.

A totally distinct kind of shadow is sometimes seen from Adam’s Peak, just before and at the moment of sunrise, which seems to stand up against the distant sky. The author found a similar effect at Pike’s Peak, Colorado, which is visible only at sunset.

Mr. G. Griffiths remarked that he had often seen similar appearances in Switzerland.

In answer to questions by the President and Professor S. P. Thompson, the author said the reason why the shadows were seen from Adam’s Peak at sunrise and from Pike’s Peak at sunset that the configuration of the land on the west side of the former was similar to that on the east side of the latter, both being low, whereas the opposite sides were high, and therefore unsuitable for showing the phenomena. In all cases he believed the appearances were due to the shadow being projected on clouds of matter suspended in the air at various altitudes. He had not noticed whether the colours were reversed in the second bow seen from Adam’s Peak, but observed that this bow nearly, but not quite, touched the in

“Note on the Internal Capacity of Thermometers,” by A. W. Clayden, M.A., read by Professor Remold, Secretary. The author proposes to determine the volume v of the mercury by measuring the capacity c of a detached piece of the same tube of known length, and thence inferring the volume of t degrees of the thermometer tube, the length of which is equal to that of the piece of tube taken. By assuming the value of a—the coefficient of apparent expansion of mercury in the particular kind of glass—to be known the volume of the mercury in the thermometer can be calculated, since c — tav.

Professor Rucker remarked that there were often considerable differences in the sectional area of different parts of the same tube, and hence the method would probably not be very trustworthy.

On the motion of the President, a vote of condolence to Mrs. Guthrie on her sad bereavement was passed unanimously.

ner one.

TEKDEES.

was

TOXTETH PARK.

Tenders received by the Toxteth Park Local Board for the construction of a brick sewer in St. Michael’s-road. Quantities by the engineer, Mr. John Price, Assoc. M. Inst. C.E.

Holme and Green, Liverpool ........

J. Garnett, Toxteth Park ..........

R. Lomax, Toxteth Park ..........

L. Marr, Toxteth Park............

Catterall and Co., Liverpool ..    ......

J. Evans, Parkgate—accepted........

Engineer’s estimate ............

Tenders received by the Toxteth Park Local Board for pulling down and re-erecting wall in Aigburth-road.

McCabe and Co., Ivirkdale.........

Holme and Green, Liverpool .......

Catterall and Co., Liverpool .......

G. Porter, Toxteth Park .........

L. Marr, Toxteth Park...........

R. Lomax, Toxteth Park .........

J. Evans, Parkgate ...........

Ireland and Hurley, Liverpool—accepted Engineer’s estimate ...........

£ d.

222

203

202

192

189

161

ooooootoo?¹

170    0

£ s.

122 18 86 0 77 4 73 19 73 13 66 4 56 15 48 15 60 0

ocoo^^Ofhowr

LOUGHBOROUGH WATERWORKS—EXTENSION TO BLACKBROOK.

Mr. George Hodson, M. Inst. C.E., consulting engineer; Mr. Herbert Walker, C.E., engineer.

Tenders for Contract No. 1.

J. Farrer and Co., Barnsley ..    ..

Clay Cross Company, Chesterfield .. P. Small and Sons, Iiandsworth .. J. and S. Roberts, West Bromwieh Butterley Company, Alfreton ..    ..

Cochrane and Co., Dudley......

Staveley Iron Company, Alfreton .. Stanton Iron Compony, Nottingham J. Oakes and Co., Alfreton Ironworks

Tenders tor Contract No. 2.

CM Cn OI Oi OI OI Cn Cl

'OHGbOObOKJO*IG W rfx C rfk C5 O h-D5 03

5S55

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d.

Hill Henry, High Wycombe J. Knight, Loughborough ..

P. Dawson, Bury......

Walmsley and Co., Preston Holme and King, Wigan ..

Small and Son, Handsworth W. Drewitt, Stoke-on-Trent

A. Faulks, Loughborough.............. 4350 0 0

Foster and Barry, Nottingham and London ..    ..    4250 0 0

4216 16 0 4214 0 0 4158 7 9 3979 0 0 3940 0 0 3713 0 0

J. Mackay, Stoke-on-Trent ......

Innes and Wood, Birmingham......

Hughes and Son, Lower Gornal, Dudley Pickthall and Son, Merthyr Tydvil

Enoch Tempest, Leicester........

H. Vickers, Nottingham........

5774

5167 0 0 5140 0 0

C/J 'rtf t}1 Tft ^ rtf

16 0

THE PHYSICAL SOCIETY.

November 13 th.

Professor Balfour Stewart, President, in the Chair.

In opening the proceedings the President referred to the great loss which the Society had recently sustained by the death of Professor Guthrie, F.R.S., the founder of the Society, and his predecessor in the Chair. In the capacity of Demonstrator, Professor

The Smithfield Club’s Cattle Show.—The eighty-ninth annual cattle show of the Smithfield Club has been fixed to open at the Agricultural Hall, Islington, on the 6th prox.

Damages for Dismantling a Foundry.—Arbitration in the case of “ Messrs. A. and J. Sparrow v. the Staffordshire Joint Stock Bank and Cox” has just been concluded before Mr. F. A. Bosan-quet, Q.C., for dismantling an iron foundry at Bilston, Staffordshire. Messrs. Sparrow were the owners of the Phoenix Foundry, at one time occupied by Messrs. Claridge, who held the highest reputation in the world for the making of iron rolls used for armour-plate rolling. They became financially embarrassed, and the bank ordered a sale of the tenants’ plant, but the auctioneer, Mr. Cox, sold a great deal of the landlords’ property. Mr. Bosan-quet has awarded £500 and costs, which are heavy, to the plaintiffs*

iron

£6.

Mr.

main-

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

(From our own Correspondent.)

On ’Change in Birmingham this afternoon, and in Wolverhampton yesterday, the demand which found expression for finished was of a good extent. Makers were able to report that merchant inquiries were arriving with steadiness, chiefly at the moment for New Zealand, India, and Brazil. The works are making better time than before the improvement set in, and there is a firmer tone about prices, though quotations have not practically seen much change since quarter-day.

Sheets continue to show more movement than any other branch, and prices are better sustained here than in either of the other departments. The tendency for black sheet makers to become galvanisers continues. Another black sheet making firm is contemplating laying down galvanising plant, but final decision has not yet been arrived at. The larger profits which are to be made upon the galvanising business are a temptation which it is not easy for black sheet makers to resist.

One sheet firm reports this week that the inquiries which have arrived during the past month would, if accepted, have represented two years’ work ahead. Makers will, however, consent to book only up to the end of next quarter, for which prices are asked which are an advance of 5s. upon current rates, making doubles £6 10s. to £6 15s., and lattens £7 10s. to £7 15s.

The “ Woodford ” brand of sheets are quoted at date :—20 B G., £7; 24 BG, £8 10s.; 26 B.G., £10; and 28 B.G., £10 l«»s.; “ Woodford Grown,” £9 10s., £11, £12 lCb., and £13 respectively ; “ Woodford Best,” £11, £12, £14, and £14 10s ; best best, £12 10s., £14, £15 10i., and £16; treble best, £14 10s., £16, £17 10s., and £18; charcoal, £16, £17 10s.. £19, and £19 10s.; and Siemens-Martin mild steel sheets, £13, £14 10s., £16, and £1G 10s., for the respective gauges, all delivered in London or Liverpool.

At the Earl of Dudley’s Round Oak Works more activity has been noticeable in the past three weeks, some good orders having been received from the Admiralty. Other marked bar firms are not expei iencing much improvement at present, though Messrs. Noah Hingley and Sons, of the Netherton Works, are better employed than most other firms, and are understood to be running full time. Best bars keep at £7 to £7 12s. Gd. nominal; with £6 for second qualities. Merchant bars are still £5 10s., and common £4 15s. to £4 17s. Gd.

Strip iron is in much better request than some while since, and the mills are better employed alike on narrow and wide sizes. £4 17s. 6d. to £5 is quoted according to the size. Hoops are quoted £5 10s. upwards, and command a moderate sale.

Makers of best girder and boiler plates speak of the scarcity of new orders, due in part to the higher prices ruling here above those in rival districts, and in part to the increased competition of steel. In tank plates business is of an irregular character, and some of the buyers appear to be enlarging their purchases. £6 10s. upwards is still quoted for tank plates, and £7 10s. to £9 for boiler qualities.

Messrs. Parkes and Parkes, ironmasters, West Bromwich, have acquired, and will carry on under the title of the Eagle Steel and Iron Company, the Atlas Works, West Bromwich, last carried on by the Eagle Coal and Iron Company, and which have been standing for over a twelvemonth. The mills have been altered to the steel trade, Messrs. Parkes and Parkes being pressed for deliveries of this class of iron.

An increasing number of orders is arriving for nearly every class of steel rolled in this district. The Staffordshire Steel and Ingot Iron Company, Bilston, who are producing basic steel, state to-day that they are as busy as they can be, chiefly upon plates, bars, and other ever increasing sections. The steel works of the Lilleshall Iron Company, which are principally owned by the Earl of Granville, are busy on miscellaneous descriptions of steel. Basic steel blooms of South Staffordshire make are quoted at £4 10s. ; bars for bridge building and engineering purposes, £5 10s.; and plates,

Sellers of imported steel are very firm at the recent advance of 5s. per ton on steel, tin bars, blooms, and billets, and quote Bessemer qualities of tin bars delivered here from South Wales at £4 15s. per ton; and billets, £4 5s. Siemens qualities are demanded, £5 2s. Gd. for bars delivered here ; and billets, £4 15s. A further advance of 2s. 6d. per ton is declared to be not unlikely if orders continue to arrive as freely as now. Some steelmasters in South Wales and elsewhere are reported by their local representatives to have closed their books against further orders at present.

Staffordshire is determined not to let other steel-making districts have it all their own way. Local ironmasters and engineers are adapting themselves to the changed tone of buyers, and are prepared to execute orders for goods of steel in larger quantities than ever. This is being accomplished by the increased importation of partially manufactured steel, and in a measure also by the laying down of steel-manufacturing plant.

Messrs. Hatton, of Bilston, afford a striking example of what is being accomplished in the best sheet trade by the manufacture of soft steel in small quantities; and the Patent Shaft Company, Wednesbury, which is progressing with the erection of its new open-hearth basic steel works, afford illustration of the manner in which engineering concerns here are increasingly supplying their own steel necessities. Messrs. Hatton’s operations were, it will be remembered, prominently referred to at the last meeting of the Iron and Steel Institute.

The pig iron trade shows little alteration on the week. Sales are not being made with much vigour, buyers having mostly already supplied their needs. Sellers are too stiff to encourage business at the sacrifice of price, and will not accept offers which are being made to them to place contracts at below the recent advances. There is a margin of Is. Gd. per ton between the prices offered and the prices demanded for some imported brands. Consumers will give a 2s. advance on the minimum of six weeks or two months ago, but vendors ask 3s. 6d. Northamptons are quoted 36s. 9d. to 37s., delivered to consumers’ works; Derby-shires, 37s. 6d. to 38s. 6d.; and Lincolnshires, 40s. to 40s. 6d.

Best pigs are strong, and hematites are quoted 55s. to 563. for best Lancashire makes, delivered here. Consumers, however, are very loth to give the figures. Sellers of best Welsh hematites declare that they cannot get the advanced rates demanded by principals.

Native pigs are in larger call. Some makers are doing more than for three or four years past, and deliveries are going away rapidly from the furnaces. Several firms are understood to be contemplating relighting some of their standing furnaces. Sales are not realising much more money. All-mine pigs are 52s. 6d. to 55s.; part mines, 35s. to 42s. Gd.; and common cinder pigs, 27s. Gd. to 30s.

The Pelsall Coal and Iron Company is understood to have struck a valuable seam of coal not previously supposed to exist on the estate. The result has been a sharp rise in the value of the shares.

Some engineers and machinists are beginning to participate in the improvement in the iron and steel trades, though at present the quantity of work coming to hand is not greatly larger than during the past few months. Engineers who supply galvanising plants are among the first to benefit. Some of these firms report a decided fillip. Negotiations are also now being conducted which it is believed will result in further new orders from similar customers. Steam and other pump makers are here and there receiving rather better orders, alike on home and export account, and are running somewhat increased time.

It is very satisfactory that electric light machinery is finding an increased demand in distant countries. -Engineering firms producing this class of machinery inform me tnHt merchant inquiries and orders for shipment are steadily augmenting. India, Spain, Belgium, Italy, and Australia are all reckoned among recent customers, mainly for accumulators and dynamo machines. One plant now in hand for India is to be used in the lighting up of a native palace in the North-West of the empire. Electrical engineers may be pronounced to be generally well engaged, and some of them can see a couple of months’ work ahead.

The samples of native Chinese cultivating tools which have been forwarded in duplicate by the Foreign-office to the Birmingham and Sheffield Chambers of Commerce, are undergoing considerable inspection here. The example in several instances, more particularly the picks and hatchets, resemble patterns familiar in this country, but are of much rougher make. The spades, hoes, and trowels are the most primitive, and are very roughly fashioned for the most part out of rough sheet iron, and there is little doubt that while preserving their general form, English toolmakers will be able to turn out a superior article at a lower rate than they can be produced by native hand work.

Messrs. Henry Rogers, Sons and Co., Wolverhampton, announce

reduction of £110s. per ton in the pi ices of patent lead-headed wire nails introduced particularly for use in the erection of galvanised iron buildings at home and abroad. Prices of 7 w.g. now become 23s. per cwt.; 8 w.g., 23s. GJ.; 9 w.g., 24s.; and 10 w.g., 25s. Gd. per cwt., delivered at out-ports.

The Birmingham Central Tramway Company have given notice of their intention to apply to the Board of Trade for a provisional order for the construction of new lines. Some of them are, however, likely to be postponed for a year. In this event the company will have the benefit of a longer experience with their cable tramway, which is likely to lead to its adoption, on at least a part of the suggested new routes.

The Birmingham master builders adhere to the note which they have given for a reduction of wages in all branches of the trade of Id. per hour. The rates whicli are at present paid are: Bricklayers, carpenters and joiners, and plasterers, 81. per hour; stonemasons —ordinary operative masons 8^d. per hour, and fixers 91 d. per hour; plumbers, 8^d. per hour.

NOTES FROM LANCASHIRE.

(From our oton Correspondent.)

Manchester.—The lull which I reported last week in the iron trade of this district continues, and business has again dropped down to very limited dimensions ; but except that second-hand parcels are being offered at.under current rates, a fairly strong tone is maintained in the market, and a feeling of confidence with regard to the future still very largely prevails. Unless, however, there is business coming forward from outside sources, the outlook for the next two or three months is not very promising; no large buying can be expected from consumers in this district, as they are mostly more than covered for any actually prospective requirements, whilst there is a good deal of iron held by speculators, which in all probability jwill find its way into thejnarket, with the inevitable result that it will tend to force prices down. Makers, however, who, as a rule, are well sold into the first quarter of next year, may possibly be able to tide over the next two or three months without being under the necessity of seeking for orders, and for the present at least they show no anxiety to force sales. It seems probable that until the turn of the year business will be of an irregular character, mostly in the hands of speculative holders of iron; and until the iron in second-hands is worked out, and it is seen what the new year is likely to bring forward, no definite conclusion can be formed as to the general condition of trade.

There was only a moderate attendance on the Manchester iron market on Tuesday, and but a slow business doing, but the tone, if anything, was rather better than last week. There seemed to be less pressure to sell, even by merchants and middlemen, and makers generally were firm in their prices. For Lancashire pig iron makers quote 37s. to 383., less 2£, for forge and foundry qualities delivered equal to Manchester, as their minimum; and although no large sales are being made, on what business there is being done, which is still of moderate weight, these figures are being got. In district brands Lincolnshire iron is not to be got under 36s. to 37s., less 2£, for forge and foundry qualities delivered here, and on the basis of these figures there is business being done; whilst for Derbyshire foundry iron quotations remain at 39s. 6d. to 40s. Gd., less 2|, for delivery equal to Manchester. For outside brands offering here makers’ quoted prices also remain without material change; but in these there is a good deal of underselling, especially in Scotch iron.

In some quarters a stronger tone is reported in hematites, and makers of the best brands are in most cases firm at about 54s. Gd., less 2|, for No. 3 foundry delivered into the Manchester district; but there is only a limited business doing here, and there are stiff sellers at 53s. to 53s. Gd., less 2£, for delivery equal to Manchester.

Pressure to complete shipping orders has recently kept most of the forges in this district fully employed, and it has been difficult to place orders for prompt specification, but there is no large weight of business stirring just at present, and prices are not more than maintained at about £5 per ton for bars, £5 5s. to £5 7s. Gd. for hoops, and £6 10s. for sheets, delivered into the Manchester district.

The condition of the engineering trades remains about stationary; here and there in odd cases works are getting a few more orders, and perhaps generally the tone is, if anything, more hopeful; but taking engineers and machinists all through, they are stiff, as a rule, very slack, and the new work coming forward continues small in weight. The returns of the principal trades union societies connected with the engineering branches of industry show little or no change as regards the number of unemployed members on their books; but a rather better tone seems to prevail in many districts. From the shipbuilding centres the reports are more encouraging, there is a slight improvement in stationary engine work, and there are reports of rather more activity in locomotive works which are encouraging anticipations that with the turn of the year a fair trade may present itself. The present condition of trade, however, is stiff anything but good generally, and what improvement has shown itself has not been sufficient to effect any appreciable decrease in number of members who are compelled to seek out-of-work support from their respective societies, this remaining practically the same that it has been for the last two or three months.

The Coalbrookdale Company has transferred the bridge and girder department of its works at Horsehay, to Messrs. H. C. and Alfred Simpson, who are retaining the services of most of the present staff, and under the designation of the Horsehay Company, will continue to manufacture the same description of work as hitherto. Mr. H. C. Simpson has for the past two and a-half years been the manager of this department and of the forge and rolling miffs, and Mr. Alfred Simpson is an iron merchant of Manchester.

A paper on “ The Growth of Industries at Home and Abroad,” read at the meeting of the Manchester Association of Engineers, on Saturday, by Mr. Jos. Nasmith, gave rise to a somewhat animated discussion on the question of foreign competition. Mr. Nasmith, whilst contending that there was but very slight ground for the many doleful prophecies which have been made in recent years of the speedy extinction or decadence of the United Kingdom as a manufacturing nation, urged that the conclusion was nevertheless forced upon them, that it was inevitable some steps would have to be taken to strengthen and consolidate our power of surpassing our competitors. There would have to be less of the stupid disregard of their customers’ wants which had characterised English merchants and manufacturers in the past, and more adaptability to the requirements of the times, whilst a little more careful study of what was being done abroad would not be an unprofitable thing. The influence of a proper system of education was also one of the elements in the case which could not be disregarded, our chief want being a good system of technical training; and last, though not least, Mr. Nasmith urged that the distributing machinery of the manufacturer should be as perfect as his producing machinery, that it was as necessary that the same spirit of vigilance and enterprise which he applied in his workshop should be applied in the distribution of his products. In the discussion which followed Mr. Goulty urged that one thing very essential was that workshop plant should be kept up to the level of the improvements and new designs of the present day. Mr. Kawlinson thought the depression through which we had been passing would have swept away a good many of the old obsolete firms, that the rising generation, would have to look about them, nd he had no doubt the future would find us as well to the front as we had been in the past. Mr. Dixon, after remarking that on some parts of the Continent English competition had now been almost entirely supplanted by German competition, said Englishmen, whilst they could manufacture, seemed to lack the power of selling, and we wanted more of the class of merchant engineers. Mr. Lawson thought the longer hours and lower wages on the Continent had a great deal to do with the success of foreign competition, whilst Mr. Boswell expressed his opinion that the exorbitant commissions of middlemen and the heavy royalties on minerals had greatly tended to crush English trade. He also thought that English workshops were opened far too readily to foreigners, who very often came over here simply with the object of copying special tools and taking sketches of work for the benefit of our competitors abroad. The chairman—Mr. Thomas Ashbury, C.E.—said it was undeniable that there was a great deal of dishonest copying by foreigners who obtained temporary employment in English works, and he also urged that our trade abroad might be much more stimulated by our Consuls if they looked after the interests of the British manufacturer in the way they should do. Nasmith, in replying upon the discussion, did not think there was much in the complaint as to sketches of special tools being taken by foreigners, because if they wanted these tools they could very readily buy one direct from the makers; whilst as regards our Consuls, he did not believe it was at all their duty to stimulate trade, but simply to present to the English manufacturer all the information that would be valuable to him in connection with his trade.

In the coal trade business continues very slow in all descriptions of fuel, and house fire coals, steam and forge coals, and engine fuel are all plentiful in the market, with prices only barely tained at late rates, and collieries scarcely working full time. At the pit mouth best coal averages 8s. 6d. to 9s.; seconds, 7s. to 7s. Gd.; common house coal, 5s. Gd. to Gs.; steam and forge coals, 5s. to 5s. Gd.; burgy, 4s. 3d. to 4s. 9d.; best slack, 3s. 6d. to 4s.; and common, 2s. Gd. to 3s. per ton.

The shipping trade is.dull, with steam coal delivered at the high level, Liverpool, or the Garston Docks, to be got at Gs. 9d. to 7s. per ton.

Barrow.—There is a rather easier tone this week in the hematite pig iron trade, and makers find orders not so freely offered, but this is not felt so much because of the fact that they are already well off for contracts, and can afford to wait until buyers are prepared to give the advanced prices for pig iron now quoted. The market price of parcels of mixed Bessemer iron is now given at 46s. per ton net at makers’ works, prompt delivery, and that of No. 3 forge and foundry iron at 45s. 3d. per ton. Forwards are at a trifle more money. The inquiry from all sources is well maintained, and home, colonial, continental, and American users evince a desire to do a large business, but they hesitate about giving fuller prices. Stocks are still large, but they ha ve been greatly reduced of late; while, on the other hand, stocks have somewhat accumulated, owing to the large sales which have been made in warrants. The steel trade is busily employed on rails, and orders are stiff numerous in the market. There is a steady request for rails from foreign, colonial, and home railway companies, and the price, which last week was £3 18s. 9d. for heavy sections, may now be quoted at £4 per ton. Other descriptions of steel are doing a quiet trade, but there is a much better feeling in the market for bars, plates, billets, and merchant steel generally, although these branches are not yet well employed, nor are orders largely held. The Barrow Hematite Iron and Steel Company is making preparations for the re-lighting of the two furnaces known as the Barrow Rolling Miff Works. This company has now ten out of thirteen furnaces in blast. The Vulcan Steel and Forge Company at Barrow has given its employes notice, but it has not determined to close its works. It employs about 250 men, and has been doing a large business in steel tires, &c. The shipbuilding trade is very quiet, and no new orders have been booked. Large numbers of workmen are being regularly discharged by the Barrow Shipbuilding Company, while the Graving Dock Shipyard at Barrow has now stood idle for a long time. Iron ore is in steady demand at from 9s. to 11s. per ton net at mines. Some makers have bought large parcels of Spanish ore. Engineers, ironfounders, and boilermakers are doing a quiet business. Coal and coke steady. Shipping fairly employed.

THE NORTH OF ENGLAND.

(From our own Correspondent.)

The Cleveland pig iron trade has again settled down into a quiet condition, and what transactions have recently taken place have been confined to merchants. Makers have enough orders for the present, and being sanguine as to the future of the trade, they maintain an attitude of independence.

The price of 3 No. g.m.b. for prompt delivery fell during last week as low as 32s. per ton, but towards the close thereof buyers showed more disposition to operate, and a rise of 3d. per ton was the result. This advance was fully maintained at the market held at Middlesbrough on Tuesday. Merchants then declined to sell at less than 32s. 3d. per ton, whilst makers were firm at 33s., and would not take any lower price. Forge iron is stiff offered at 31s. 3d. per ton, the demand being by no means great. Consumers for the most part satisfied their requirements two or three weeks since, when the market was in a more excited state.

Warrants have improved in value, both at Middlesbrough and at Glasgow. Last week 32s. l^d. per ton was accepted by sellers, but this week they demand 32s. 6d.

Messrs. Connal and Co.’s Middlesbrough stock of pig iron has decreased 1000 tons since the 8th inst. The quantity they held on the 15th was 299,657 tons. At Glasgow their stock on the latter date was 835,495 tons, being an increase of 3773 tons since the 8th inst.

As might have been expected, shipments of pig iron from the Tees have this month fallen far behind those of the corresponding period in October. Up to Monday last 39,936 tons were shipped, whereof more than half went to Scotland. Last month 51,141 tons had been exported during the same length of time.

The demand for finished iron has not much improved. Although makers are getting slightly better prices they are no better off, as they have to pay more for their raw material.

Mr. J. P. Harming, a gentleman whose name is closely identified with the early history of Middlesbrough, has just passed away in his sixty-sixth year. He was head of the firm of J. P. Harnung and Son, iron and timber merchants. He was a native of Hungary, and came into the Cleveland district when quite a young man. After being for a short time in the service of Messrs. Bolckow and Vaughan, he went into business on his own account, and was, it is said, the first merchant who exported Cleveland pig iron to the Continent. He was one of those who sat upon the Tees Conservancy Commission when it was first established, and for many years he acted as Vice-Consul for Sweden, Norway, and Denmark. He - has been in failing health for some years, and in consequence thereof went to reside at Twickenham, where his death took place.

The port of West Hartlepool seems to be taking the lead of all others on the North-east coast in increased activity in shipbuilding.^

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It is there that the class of steamers known as “well-deckers” were originally designed and built, and it is probably on account of this particular type having been found so serviceable and efficient that the place of its origin is at present benefitting sooner than any competing locality. Only three or four months since, two out of the three shipbuilding yards were entirely empty, and the third and largest was but partially occupied. A great change has taken place since then. Orders have been booked and keels have been laid down at all the yards, and week by week more workmen are finding employment. The total number of vessels on order is said to be twelve, of which six are to be built at the Middleton shipyard, belonging to Messrs. E. Withy and Co. It is to be hoped that the intense distress which prevailed last winter will, during the coming one, not affect West Hartlepool in any degree whatever.

A curious case of explosion of the barrel of a locomotive boiler took place at a Durham colliery a few days since. The engine was a 12in. shunting one with four wheels. It had recently been repared by a Leeds engine builder, who put in a new fire-box, and therefore must previously have taken out all the tubes. It appears, however, that he had not noticed that there was a deep groove, made by corrosion, about the middle of the barrel on the inner side, close to a longitudinal joint and close to the bottom of the boiler. Since being repaired the boiler was tested to something like 150 lb. per square inch, and worked several weeks afterwards without leakage or observable defect of any kind. One day it suddenly exploded along the line of corrosion, bending outwards the edge of the plate, and suddenly releasing the water. Although the engine appears to have been lifted off the rails, it did not rise sufficiently high to cause it to upset, for it returned again to its original position on the rails. The enginemen were slightly scalded, but not to a dangerous extent. The corrosion is supposed to be due to the use of bad water. The strange thing about the case is that the grooving was not observed when the boiler was repaired, and that the bursting did not take place when it was subsequently tested.

THE SHEFFIELD DISTRICT.

(From, our own Correspondent.)

The Sheffield Chamber of Commerce has expressed by a special resolution its gratification with an important step taken by the Foreign-office, intimation of which has reached it by letter from the Earl of Iddesleigh. It appears that Mr. O’Conor, recently H.M.’s Charge d’Affaires at Pekin, having been told it would be of advantage to English manufacturers of agricultural implements if they had access to patterns of common implements of husbandry in daily use in the populous agricultural districts of China, made a collection at Tientsin and Shanghai. This consisted of picks, hoes, spades, hatchets, sickles, and a plough coulter, and included some specimens of razors. He marked upon the articles the prices at which they were sold, and forwarded the collection to the Foreign-office. In his despatch accompanying the consignments, he expresses the opinion that these articles could be made at less cost and of equally good quality at home. He further advises the home manufacturers to adhere to the models preferred by the Chinese. The Earl of Iddesleigh has sent the collection to Birmingham and Sheffield, as the places where they may be most usefully exhibited. There must be a very large field in China for the home manufacturers in nearly all qualities of cutlery and hardware, but it will be impossible to follow up successfully the opening pointed out by the Foreign-office, unless Mr. O’Conor’s advice to adopt the native patterns is conscientiously taken. Sheffield and other manufacturers have suffered severely in the past through their own folly. In several of our colonies they have insisted upon sending goods which they thought the customers ought to take, instead of the articles which the customers required. The Americans, sharper in their generation, contented themselves with knowing what the people wanted, and supplied that, with the result that they obtained the bulk of the business, which they have very successfully kept in most quarters. Of late years our local manufacturers, awakening to the importance of meeting colonial requirements, adapted their styles and patterns to those of the Americans, and have been pretty successful in getting back some of the lost business. This lesson should be borne in mind now that another opportunity offers amongst the teeming populations of China.

Messrs. Joseph Rodgers and Sons have made a complaint to the local Chamber of Commerce, that the Argentine Republic are practically “handicapping” their goods. By their manner of classifying the tariff they create a special clause for Rodgers’ productions, which are thus charged a much heavier duty than articles of other manufacturers, without respect to whether the quality and value thereof are equal to, or below, other consignments of similar goods. The Chamber of Commerce have decided to take such steps as are practicable to obtain redress for the firm. They have also decided to bring before the Executive Council of the Associated Chambers of Commerce the subject of the French custom duties, the capricious and irregular application of which has excited a good deal of dissatisfaction, as well as the frequency of the changes of rates which the French authorities impose.

Some improvement is reported in steel wire. Messrs. Highfield, Crowther, and Co., British Steel and Wire Works, Tinsley, state that good orders are being received in hard and tempered umbrella wire for the East, while the Birmingham factors are ordering freely for the home markets. This firm are also well employed on patent steel ropes for colliery purposes, fish hook and fine wire for the Redditch markets, and cycle wire for bicycles and tricycles.

I mentioned last week that the value of unwrought steel exported in October, 1886, was £183,677, as compared with £991,272 for the corresponding month of 1885. It was added at the time that the great increase was with the United States, which had advanced from £21,263 to £109,144. With regard to the statement that the qualities now being sent to the United States are not the old costly crucible steels, I find that the average prices of last month’s shipments were to France £36 5s. per ton; the United States, £4 15s. per ton; and to other countries, £12 15s. 3d. per ton. The quantity was 29,908 tons against 7049 tons a year ago, and of the larger quantity 24,463 tons were sent to the United States. While France continues to buy the higher grades of steel the great bulk of the immense weight sent to the United States consisted of Bessemer and other lower classes of blooms and billets. Not only in the States, but in other markets, this class of steel seems to be rapidly superseding the fine old crucible qualities which were at one time almost exclusively sent to those places.

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The iron market was flat at the close of last week, suffering from a reaction that succeeded the previous excitement, in the course of which there was a very considerable improvement in prices. This week the tone has again been stronger. Advices from America and Canada gave promise of some additional busi-being obtained for the early months of next year, and the quotations made a brisk advance. There have since been fluctuations, but on the whole the feeling has been a little more confident. Some operators were speculating upon a possible putting out of furnaces at the Monkland Ironworks in connection with a meeting of the shareholders, which took place to consider the expediency of placing the concern in liquidation. At the meeting it was clearly shown that the finances of the company had become straitened that it was impossible to conduct its affairs longer, but the result of the proceedings was an adjournment for a week to give time to consider whether any means could be devised to avoid liquidation. Until this matter is arranged it will form an element of suspense in the market. The past week’s shipments were 7202 tons, as compared with 9235 in the preceding week, and 7131 in the corresponding week of 1885. The quantity sent to the United States showed a considerable increase, but the shipments elsewhere were small. There are seventy-four furnaces in blast as against sixty-nine a week ago. In the course of the week about 1800 tons of pigs were added to the stock in Messrs. Connal and Co.’s Glasgow stores.

Business was done in the warrant market on Friday at 41s. 10Jd. cash, and a fair amount of iron changed hands on Monday at 41s. 10Jd. up to 423. On Tuesday the quotations advanced to 42s. 3d., but subsequently receded to 41s. ll^d. cash. On Wednesday transactions occurred at 41s. lid. to 42s. 3d. cash. To-day— Thursday—business took place at 42s. 4gd. to 42s. cash.

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

The past week’s shipments of manufactured iron and steel goods from Glasgow embraced locomotives for Kurrachee to the value of £5200; machinery, £26,270, of which £9000 were marine engines for Sebastopol, £8120 ditto for Rangoon, £5271 marine and sugar plant for Calcutta, and £2110 sugar machinery for Jamaica; steel goods, £6800; and general iron manufactures, £26,500, of which £5600 were pipes, bars, and tubes for Canada, and £5330 ditto for Bombay.

The malleable ironworks in Lanarkshire are now for the most part full of employment, and the recent advance in prices is fully maintained. At the same time the rates are too low, and a further increase will be necessary to render business moderately profitable.

Steel makers report that they are as busy as they can be, and that the prices of some articles still show a tendency to improve. A large proportion of the work lately booked is for shipbuilding materials in connection with contracts that have been placed with Clyde shipbuilders. The number of these contracts arranged within the last six weeks is abnormally great, and the work will be of immense advantage, seeing that the trade was becoming very slack.

There has been a fair business doing in coals for shipment, but the inquiry for inland consumption is reported to be slack, in consequence of the prevalence of open weather. During the past week 20,506 tons were despatched from Glasgow, 2311 from Greenock, 8645 from Ayr, 2321 from Irvine, 18,728 from Burntisland, 1189 from Leith, 17,105 from Grangemouth, and 3781 from Bo’ness, the total quantity being about the same as in the corresponding week of last year.

The colliers in the West of Scotland have now practically abandoned the four days a week restriction, and are working five days. This result has been brought about partly by the inability of the men to live on four days’ wages, and partly by the strong association of masters that has been formed to resist the movement, rendering it all but impossible that the men should succeed. The coalmasters of Airdrie, Bathgate, and Slamannan have this week resolved to follow the example of those in Lanarkshire in forming themselves into an association.

The recent decisions of the sheriff courts in Fifeshire awarding damages against miners for failing to work eleven days a fortnight, as prescribed by the rules of the collieries’ law, led the Fife miners to abandon the position they took up as to restriction. Their secretary, Mr. John Weir, has written to Mr. Connell, the secretary of the Masters’ Association, to say that the pared to work eleven days a fortnight. Mr. Weir points out that in consequence of this resolution the men consider they have removed the grounds on which the coalmasters refused to entertain the proposal for an advance of wages, and he now applies for an advance to the extent of 15 per cent. At Hill of Beath and Rosewell collieries the men have already got an advance of 10 per cent.; but it should be stated that the proprietors of these collieries are not members of the Masters’ Association.

WALES AND ADJOINING COUNTIES.

(From our own Correspondent.)

The fluctuations in the coal trade are well shown by the business of the last two weeks at Cardiff. The first week of the two the foreign coal export total ran close up to 150,000 tons, and there was corresponding animation at the docks; the next week the total fell over 30,000 tons, and naturally the depression has been great. So far there has not been much of a revival, and all that can be said is that the demand is better, but prices immovable in all quarters.

In conversation with leading men “on’Change” at Cardiff a few days ago, there was confidence expressed that “we were at the bottom of the hill,” and that after a few ups and downs—one week of activity alternating with a week of slackness—times in the coal trade would steadily begin to improve.

A shrewd observer suggests that the activity at the ports up to the last week was due to European politics, coalowners, anticipating Bulgarian difficulties, sending freely to the coaling stations, and that the ensuing depression was caused by the cloud passing away.

The tendency of things is to improve. Struggling concerns are coming to an end; many of the smaller men are working out their takings; so the field is narrowing. One of the first, if not the first, authority in the coal trade of Wales told me lately, “We are too many by half. If half the pits were closed some degree of profitable trade might be done.” Prices quoted are: best steam, 8s. 6d.; but sales have been effected that will cover the spring of next year in delivery at less rates. Three steamers this week carried 8000 tons of coal from Cardiff between them; and the big vessel, like the big coal pit, is the history of the future.

House coal is in better demand, and small coal retains its vitality at even improved quotations for prompt delivery. The most active branch in the trade is that of pitwood, which is nearing 19s. At less rates there is much difficulty in getting supplies.

At a meeting held on Monday by the house coal men at Nelson, it was resolved to send a delegate to the Manchester Conference. At the same meeting an alteration in the sliding scale was discussed, and representatives appointed on that establishment.

The perils that do environ colliers were well shown in an action by the Glamorgan Coal Company this week against a contractor, who was charged with firing a shot, thereby endangering the lives of five men. He had been cautioned not to fire until these men had left, yet persisted in doing so, simply warning them that he was going to fire, and the cage being up at the top they could not escape. He was very properly sent to goal for three months with hard labour. Aberdulais Colliery and Brickworks are to be re-started.

The Cardiff Corporation, in view of their extensive waterwork requirements, are going to issue a quarter of a million stock at 31 per cent., and doubtless it will be rapidly taken up.

A local contemporary notes the falling-off in the Aberdare coal traffic to London. I find that from the Dare alone it has lessened 20,000 tons last month, but it is not a fair comparison to take the mild months of September and October with, say, February and March, and some pits are now idle. The Great Western Railway is, notwithstanding, doing good work with its coal traffic from this valley, using the tank engines, which carry two tons of coal. The heavy tender can still be seen on local lines, but is disappearing from the Great Western, and the gain by lessened friction on rails must be something,

The Albion Colliery is being put into condition again after the late sad accident. I have not seen the shaft or the arrangements, but presume every care was taken in the event of getting into soft ground or faults. As this is near the centre of the Glamorgan coal-field, the water, as at Penrhiwceiber, will be a strong antagonist.

The Plymouth Mortgage Company has introduced the electric light into one of its pits, and is about to do the same with another. The intention, I believe, is to confine it to the main levels; falls in the stalls would prevent its being used in them, so it is urged, but it would be a great boon if it could, and thus reduce explosions to a minimum.

The duration of a coal district is a long one; longer than many people imagine. Thus, in 1806, Mr. John Hill was working the Plymouth coal property; it is still being worked in 1886, and I have just been informed that in a few months a new area of 600 to 800 acres of virgin coal will be entered upon. The lease runs out in 1894, I think, and so necessitates vigour. Hence present energetic action and adoption of latest scientific appliances; but the renewal of the lease is not unlikely, and hence this is good news for the colliers.

The steel trade is holding its ground, and prices are going up for all productions. Steel rails at present outlook will be getting nearer their old figures again, and if they could be made to touch £5 it would be a general boon. Most of the works are busy, and I have noticed in more than one that Sunday is becoming a great repairing day, showing that every day is now becoming important.

The tin-plate trade is not in quite so satisfactory a state. Make is increasing, and demand has fallen a little. Thus at Swansea last week 41,767 boxes were received in stock, and only 25,209 exported. Prices consequently have been slightly weaker, though makers of best brands are holding firm. The misfortune in the trade is that there are so many weak members, and hence, as the Board of Trade returns show, in the last ten months an increase of a million boxes over 1884, and a decline in price to the extent of 2s. 2d., and an increase of three-quarters of a million over 1885— the corresponding period—and a decline in price as regards 1885 of 7^d. This is the tale the Board of Trade returns tell, and yet in the face of it I hear of new companies!

The London and North-Western is taking means for aiding the development of the North Wales slate trade by giving great shipping arrangements. This is good. North Wales is looking up. My hint as to the lead and silver mines has taken, and a gold mining company too is forming.

NOTES FROM GERMANY.

(From our own Correspondent.)

The iron prices in Silesia do not take the rise which had been expected, although fresh combinations in every announced; but it would seem as if these combinations never embrace all the special works, which will at once account, in part, for this stagnation. Some works produce at greater cost than others, so cannot well join in, whilst others generally manage to evade the rules laid down. The sale of pig iron is good, and the furnaces are turning out more metal than formerly, and the mills and forges are progressing satisfactorily at unchanged prices. In coal the restricted number of furnaces in blast and close of the brick-making season, of course, has its effect; but the colder weather and increased consumption of the sugar factories keeps the trade moderately brisk. At the last tendering for 56761. of steel rails and 340 t. of sleepers the native offers ranged from 105'50 to 106 at the works in Westphalia, and foreign—Cockerill and Co.—119'80 M. p.t. for rails delivered at Magdeburg; but at this price the German works made the cheapest offers, so they will no doubt get the orders. The sleepers were offered at M. 121 p.t. delivered at Zwickau. The steel rail and sleeper makers have memorialised the Railway Minister concerning the foreign competition. They say that since the .International Convention was broken up prices have receded 30 to 40 marks p.t., and still foreigners undersell them, and that it is not possible for them to compete in Belgium against the native works, and that in England it is a common condition that all railway material must be of English origin. It remains, to be seen if the Minister is inclined to tax the greater public and the railway shareholders for the benefit of an infinitesimal portion of the community, for it must be remembered, as once before here stated, that the whole requirements of the German railway system only amounts to 200,000 t. per annum, so that probably not more than 10,000 persons, divided over sixteen works and districts, would be concerned in producing and transporting that small quantity.

The impression which the condition of the iron market in Rhein-land-Westphalia produces at the moment is that of its being in a transition state. There can be no doubt that trade has improved, still this is chiefly apparent in the greater steadiness of prices, for only in isolated cases can it be said that a rise has been effected. But so soon as convincing proofs of really better trade are forthcoming, consumers will no longer hang back, and prices must rise. Indeed, in some cases this has already taken place, better from neighbouring and foreign markets having to some extent caused this more hopeful feeling. Native ores showed at last a more promising tendency, and they have risen a trifle in price, whilst Spanish are stationary. Pig iron shows up better. The month’s production has shrunk 46,000 t., and in all Germany, including Luxemburg, the shrinkage has this year been about 300,0001., against what the production was in 1885.    Forge

pig has been contracted for up to the end of December in the Siegerland at a slight advance, and some furnaces which were to have been blown out will now be continued in blast. Foundry pig also is more in request at a little better price. The rolling mills are busy on bars, principally, at unchanged quotations. Girders have improved a little in consequence of the powerful combination in the west and southwest districts having become a fact since November 1st. The list prices are now M. 95 p.t. In plates the works are satisfactorily employed, and the demand for thin black sheets keeps up. Steel wire rods find eager purchasers for export, especially to America. Prices are better, but not such as could be desired. Iron wire rods are almost a drug. Steel rails and railway material have not emerged from their long depression yet. Quantitative orders for railway wagons have been given out at Hanover and Frankfurt, but the prices taken did not cover the cost of production. The constructive works are labouring still under a paucity of orders as well as unremunerative prices for such as do come in, which are few and far between.

A Belgian works has just carried off in competition an order in Canada for constructive ironwork to the amount of 200,000f. against an English house, and another Belgian factory has beaten the English firm for the supply of iron bedsteads.

In France, with the exception of Paris, where prices are somewhat lower, the market is unchanged, and prices are firmly adhered to by the works, bars being 125f. to 130f. p.t. At about the end of November the first portion of the work for the great tower, to the amount of l,900,000f., is expected to be given out. Last week Creusot delivered its first large steel gun for the French coast defences. It is a B.L. of 24 cm. calibre, to be charged with 65 kilogs. of powder and a 155 kilogs. projectile. Its weight is 22,000 kilogs., and the initial velocity at muzzle of the shot is 600 m.p. second. It cannot be claimed for it that it is a very formidable weapon.

Whilst on the subject of guns, it may be noted that a Mr. Neunert proposes to improve by condensation and hardening the barrels of small arms, tubes, and the like, of iron, steel, or other metals, in their finished state, by subjecting them to a pressure of 500 to 550 tons whilst they are immersed in water or other suitable liquid in a sufficiently strong vessel, performing the operation by hydraulic, or pressure caused by a heavy hammer falling on a piston, which closes the said vessel in which the objects to be condensed are enclosed.

Shares.

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The number of directors is not to be less than three nor more

remunera-

near Stour-

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American Rock Drilling Company, Limited.

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AMERICAN NOTES.

[From our own Correspondent.)

New York, Nov. 6th.

This week’s orders for steel rails foot up at 30,000 tons, of which one-half are for December delivery and the rest for January. Hail-makers are beginning to apprehend the possibility of a booming demand for steel rails. The Baltimore and Ohio Railroad Company will be in the market for rails to lay a sixty-mile road across the State of New Jersey. The Pennsylvania Company had its plans laid for the construction of about 200 miles of road in Pennsylvania and Ohio, besides the laying of 450 miles of road in the North-west to connect the Northern Pacific Railway with its Chicago connections. The New York Central and other trunk-line roads are, or soon will be, in the market for large blocks of rails for early spring delivery. A high railroad authority stated yesterday that ariangements were being made for the importation during winter of large supplies of steel rail bl lomi to be rolled in American mills. By the 1st of January, at the present rate of pro-giess, the producing capacity will be sold up to 40 per cent, for 18»7. In all there are 20,000 miles of projected railway construction. The industrial prosperity will certainly stimulate construction on a good many schemes that have been lying dormant for years.

All kinds of foreign material have been under fair inquiry this week, but the orders sent abroad have been light.

Spiegeleisen is quoted at 27 fO dols.; English Bessemer at 19 50 dols. to 20 50 dols.; American forge iron, 10‘50 dols. to 17 dols.; No. 1 foundry, 18‘50 dols. to 20 dols ; steel rails, 34'50 dols. to 30 dols.; steel rail blooms, 28 dols.; old tee rails, 22 dols. to 22 50 dols. Plate iron is in very active demand, and makers are able to command their own terms for deliveries within sixty days. Merchant bar iron is in very active demand at 1'75 to 2c.

The nail-makers would probably agree on a restriction of output on account of the increase of stocks, which have depressed prices 10c. per keg.

A telegram from Pittsburgh just to hand indicates a quiet week, which is always looked for at election times.

NEW COMPANIES.

The following companies have just been registered

Lartigue Railway Construction Company, Limited.

This company proposes to construct railways, and in particular railways formed with a single rail in accordance with the invention of Charles Francois Marie Therese Lartigue. It was regis-u red on the 4 th inst. with a capital of £200,000, divided into 15,000 A shares of £10 each, and 5000 deferred shares of £10 each. The subscrib are

A. A. W. Money, Little Stodham, Liss......

F. H. Grove, 15 a, south Audley-street......

E. A. Palk, 5, St. George’s-place, S. E.......

H. F. Monro, 4, Bishopsgate-street Within ..    ..    1

A. D’Arey Bannerman, 9, Woodlands-road,

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

R. M. Morton, Hatherley Villa, nddiscombe ..    1

H J. Nevill, 5, Austinfriars

The number of directors is not to be less than three nor more than twelve; the subscribers to appoint the first, and in the interim the first five subscribers will be deemed directors; qualification, £500 of the nominal capital; the company in general meeting will determine remuneration.

Simson and Mason, Limited.

This is the conversion to a company of the business ot wood brokers and agents carried by Messrs. Simson and Mason in London and l’aris. It was registered on the 5ch inst. with a capital of £200,000, in £1 shares, with the following as first subscribers

* Thomas Simson, St. Peter’s-alley, Cornhill, wood

broker....................

*H. T. Mason, St. Peter’s-alley, Cornhill, wood

W. Westlake, 40, Nottingham-place, W., accountant ............

II. Evans, 131, Tufnell Park-road ..

------ than six; qualification, 500

shares; the first are the subscribers denoted by an asterisk, and Mr. L. J. M. Mason; tion, a sum not exceeding £3 per cent, upon the amount paid up, from the surplus profits remaining after 10 per cent, has been paid to the shareholders. Messrs. T. Simson, H. T. Mason, and S. E. Mason are appointed managing directors at such remuneration as the directors may from time to time determine.

Stourbridge Galvanising Company, Limited.

This company was registered on the 5th inst. with a capital of £1000, in £5 shares, to lease the galvanising works at Springfield, bridge, Worcester, lately occupied by Messrs. Robins, Westwood, and Robins, and there to manufacture all kinds of sheet iron goods, galvanised, tinned, enamelled, and other hollow ware goods. The subscribers

Levi Robins, Wollascote Lye, near Stourbridge,

Registered without special articles.

company proposes to carry on business as sinkers or constructors of wells, pits, shafts, and other underground adits, by means of the drilling system generally adopted in the United States of America. It was registered on the 9th inst. with a capital of £3000, in £1 shares, with the following as first subscribers

*W. Allhusen, Newcastle-on-Tyne, chemical

manufacturer ................

*J. E. Davidson, Newcastle-on-Tyne, secretary to

a company..................

A. Allhusen, Gateshead, chemical manufacturer 1

G. C. Gilson, Port Clarence, driller ......

J. W. Byles, Middlesbrough, manager of salt

works ....................

S. A. Cecil, Newcastle, stationer ........ 1

J. Tennant, Gateshead, chemical manufacturer..    1

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

Anita Mines, Limited.

This company was registered on the 8 th inst. with a capital of £100,000, in £1 shares (of which 77,500 are 10 per cent, cumulative preference shares), to purchase mineral property, water rights, mining and hydraulic plant, &c., situate in Tolima, Colombia, with power to acquire other property in Colombia or elsewhere in South America. The subscribers are

Shares.

*Elias Gonzales, 108, Peckham-rye, merchant ..

D.    Chadwick, 30, Coleman-street, chartered accountant ........

The number of directors is not to be less than three nor more than seven; qualification, 100 shares, the first being the subscribers denoted by an asterisk, and Mr. Hyde Clarke and Senor Pan-taleon Gonzalez. His Excellency Dr. A. B. Cuervo is appointed honorary director. Each of the directors, other than the honorary director, will be entitled to £200 per annum.

Black Mountain Silica Sand, Lime, Brick, and Colliery Company, Limited.

This is the conversion to a company of the businesses of colliery proprietor, lime burner, limestone merchant, silica sand and silica clay and sandstone merchant, carried on by Mr. John Hay in the parishes of Quarter Bach, in the county of Carmarthen, and Ystradgunlais, in the county of Brecknock. It was registered on the 8th inst. with a capital of £10,000, in £1 shares. The subscribers are?—

J. Beynon, Ystalyfera, draper......

D. Rees, Ystalyfera, builder ......

R. Evans, Pontardawe, ironfounder

John Hay, M.E., Swansea........

John Joues, Cwmgllypell, mechanic J. J. Lloyd, Llanelly, physician W. W. Brodie, Llanelly, solicit ,r

Mr. John Hay is appointed manager.

Charles Smith and Sons, Limited.

This is the conversion to a company of the business of manufacturers and sellers of architectural metal work carried on by Messrs. Charles Gray Smith and Prank Smith at Deritend Bridge Works, Birmingham. It was registered on the 10th inst. with a capital of £20,000, in £10 shares, whereof 1000 are preference shares. The subscribers are

Shares.

*0. G. Smith, Deritend, Birmingham, manufacturer ..................

*Frank Smith, Deritend, Birmingham, manufacturer ..................

The number of directors is not to be less than four nor more than six, the subscribers denoted by an asterisk being the first; qua ification, 25 shares; the company in general meeting will determine remuneration.

South Kensington Museum.—Visitors during the week ending November 13th, 1886 Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 8636; mercantile marine, Indian section, and other collections, 3099. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. to 4 p.m., Museum, 1091; mercantile marine, Indian section, and other collections, 163. Total, 12,989. Average of corresponding week in former years, 13,803. lotal from the opening of the Museum, 25,265,153.

Society of Arts.—The first meeting of the 133rd session of the Society of Arts was held on Wednesday, the 17th inst., when the opening address was delivered by Captain Douglas Galton, C.B., D.C.L., LL.D., F.R.S., chairman of the Council. Previous to Christmas there will be four ordinary meetings. The following are the probable arrangements for these meetings:— November 24th, William Anderson, M. Inst. C.E., “Purification of Water by Agitation with Iron and Sand Filtration.” December 1st, adjourned discussion on the paper by Dr. C. Meymott Tidy, on “Sewage Disposal”—read April 14th, 1886. December 8th, Major-General C. E. Webber, R.E., C.B., Glow Lamps; their Use and Manufacture. December 15th, J. B. March, “Cameo Cutting as an Occupation.” There will be five courses of Cantor lectures during the session—(1) “Principles and Practice of Ornamental Design,” by Lewis Foreman Day. (2) “ Diseases of Plants, with special reference to Agriculture and Forestry,” by T. L. W. Thudichum, M.D. (3) ‘ Building Materials,” by W. Y. Dent, F.C.S., r.I.C. (4) Machines for Testing Materials, especially Iron and Steel,” by Professor W. C. Unwin. (5) “The Structure of Textile Fibres,” by Dr. Frederick H. Bowman, F.L.S., F.G.S. Two juvenile lectures on “ Soap Bubbles,” by A W. Remold, F.B.S., will be given on Wednesday evenings, January 5th and 12th, 1887. The meetings of the Colonial Section and of the Indian Section will not commence till after Christmas.

THE PATENT JOURNAL.

Condensed from the Journal of 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.

9ih November, 1886.

14.419.    Improved Blast, J. Morrison, Durham.

14.420.    Improved Adjustable Spanner J. Moore, and

C. D. Martin, Newcastle-on-Tyne.

14.421.    Holder for Lens-diaphragms in Cameras, J. E. Thornton, Manchester.

14.422.    Springs for Seats, &c., J. W. Drury, Eastbourne.

14.423.    Corrugated Iron Roofing, H. C. Tucker, Banbury.

14.424.    Horse-shoes, R. Glover, Stratford,

14.425.    Facilitating the Carrying of Wet Paintings, <fec., J. Macdonald, Birmingham.

14.426.    Loose Beed, <&c., C. Catlow, II difax.

14.427.    Bleaching Vegetable Fibres, <fec., D. A. Louis, London.

14.428.    Saddle Springs for Velocipedes, G. Salter and J. Walker, Birmingham.

14.429.    Drying Rags, &c., J. Illingworth, Halifax.

14.430.    Portable Fire-escape, Jts. J. Brinkman, W. Nash, and W. H. Taplin, London.

14.431.    Controlling Steam Engines, B. Wilby, Halifax.

14.432.    Supplying Boilers with Fresh Water, J. Downton, London.

14.433.    Seed-drill Attachment for Ploughs, J. Carswell, Luthrie.

14.434.    Decorating Wood, G. Howard, London.

14.435.    Lamps, R. Scott, Newcastle-on-Ty

14.436.    Collapsible Tubes for Artists’ Colours, <fec., C. Cheswright, London.

14.437.    Triturating Cylinders, J. W. Hartley, Stoke-on-Trent.

14.438.    Movable Cover for Jars, W. G. Parkin, London.

14.439.    Felt Hats, &c., H. Polak and W. II. Black-well, Hyde.

14.440.    Grid for Cooking, &c., W. W. Brayshay, Birmingham.

14.441.    Sulphuric Acid, W. Burns, Leith.

14.442.    Door Knobs, A. C. Henderson.—(A. Gobron, France.)

14.443.    Door Latches, &c., A. C. Henderson.—(A.

Gobron, France.)

14.444.    Bottle Stoppers, T. Foster, Manchester.

14.445.    Wagon Trains, J. B. Osborne, London.

14.446.    Brush Handles, T. I. Gray and J. Robinson, Blyth.

14.447.    Tea Pots, &e., G. J. Flamank, Stafford.

14.448.    Lock Bolt, H. Johnson, Birmingham.

14.449.    Roller Mills, F. Moss, Manchester.

14.450.    Dry Closet Systems, W. P. Thompson —(/. J). Snead, United States.)

14.451.    Cleaning Flax, <fcc., J. Graham, Liverpool.

14.452.    Buttons, M. D. Shipman, London.

14.453.    Spring Wheels, B. Edwards, London.

14.454.    Cable Stoppers, W. H Harfield, London.

14.455.    Bottles, E. Rutter, London.

14.456.    Stoppers for Bottles, P. M. Justice.—(H. M. Wire, United States.)

14.457.    Tubular and Rotary Scales, &c., F. O. Ferguson, Hammersmith.

14.458.    Steam Generators, T. Joicey, Gateshead.

14.459.    Convertible Open and Close Fire Hoods, G. G. Brodie and J. D. Prior, Birmingham.

14.460.    Constructing Skeleton Framing, A. Allom, London.

14.461.    Making Instantaneous Designs, C. Williams, London.

14.462.    Hat Holder, T. Roseindale, Birmingham.

14.463.    Sheep Shears, R. F. Drury.—Withell and M. Grainger, jun., New Zealand.)

14.464.    Sampling the Qualities of Cereals, &c., H. Gribbin, Liverpool.

14.465.    Storing, (fee., Water, N. Fr6re, London.

14.466.    Washing Large Vertical Surfaces, N. Frere. —(J. F. Carre, France.)

14.467.    Manufacture of Shears, I. Harris, Cleveland.

14.468.    Distilling Apparatus, E. Piot, Lond

14.469.    Construction of Band Saw Frames, H. and A. Foster, London.

14.470.    Sawing Machinery, H. and A. Foster, London.

14.471.    Steam Generators, H. E. Newton.—(T. Main, United States.)

14.472.    Mixture of Salt and Phosphate of Lime, S. Pitt.—(/. M. Hughes, United States )

14.473.    Pressure Gauges, U. A. Gnauveau and J. G. Jourdan, London.

14.474.    Cases for Visiting Cards, <fcc., G. Brewer.—(T.

Ceuterick, Belgium.)

14.475.    Flap for Axles, E. Partridge, Edgbaston.

14.476.    Level Crossing, &c., A. Juiinston, London.

14.477.    Horse Rakes, \V. N. Nicholson and W. Mather, London.

14.478.    Percussion Caps, <&c., W. Lorenz, London.

14.479.    Breast Pads, J. L. Wells, Philadelphia.

14.480.    Ornamenting Article j, J. L. Weils, Philadelphia.

14.481.    Bustles, J. L. Wells, Philadelphia.

14.482.    Brake for Perambulators, &c., G. H. C. Hughes, London.

14.483.    Coffin Handles, &c., J. M. Shelley and S. May, London.

14.484.    Heating Water, <&c., F. G. Wheeler, London.

14.485.    Watch Winding Mechanism, D. Nettekoven, London

14.486.    Velocipedes, T. B. Jeffery, London.

14.487.    Lantern Hangers, T. B. Jeffery, London.

14.488.    Cloth Shearing Machines, H. Nycnhuyse, London.

14.489.    Lighting Railway Carriages by Electricity,

C. Smith, London.

14.490.    Trap for animals, E. Edwards. —(IF. Hotze, France.)

14.491.    Sash Fasteners, R. E. Henry, London.

14.492.    Dandy Rolls, H. H. Lake.—(C. Smith, United States.)

14.493.    Electrical Railways, E. E. Ries, London.

14.494.    Couplings, H. Licber, London.

10th November, 1886.

14,496. Fusee, G. Teideman and H. S. Price, London.

14.496.    Pickers, J. Dawson and H. Armistead, Halifax.

14.497.    Suspenders for Picture Frames, &c., L. E. Parfitt, Birmingham.

14.498.    Bottle, W. Frost, Worcester.

14.499.    Shuttle Guard for Loom, J. Brown, Manchester.

14.500.    Metallic Bedsteads, S. I. Whitfield, Birmingham.

14.501.    Cleansing Tobacco Pipes, &c., II. Shaw and R. W. Eadie, jun., Birmingham.

14.502.    Grabs, <&c., J. Gill, London.

14.503.    Gear for Working Valves of Engines, J. F. Paxton and G. Ralston, Gateshead-on-Tyne.

14.504.    Connecting Rails, <fec., T. Isherwood, Rams-bottom.

14.505.    Indicator for Office Doors, &c., S. Willett, London.

14.506.    Displaying Advertisements, <fec. J. Pearson, Ashton-on-Ribble.

14.507.    Artificial Flies ior Fishing, M. C. Campbell, Glasgow.

14.508.    Combined Safety and Stop Valve Fittings,

G. Cockburn and A. W. Baird, Glasgow.

14.509.    Receiving Umbrellas, &c , J. C. Kerr, Leeds.

14.510.    Electric Arc Lamps, W. J. Mackenzie, Glasgow.

14.511.    Excentric for Operating the Slide Valves of Steam, <fec., Engines, J. and W. Peck, Boston.

14.512.    A Twin Pin, G. H. White, Dunstable.

14.513.    Checking the Boiling of Saucepans, &c., G. G. Brodie and J. D. Prior, Birmingham.

14.514.    Lawn-tennis Bat, R. P. J. C. Allen, London.

14.515.    Apparatus for .splitting, Ac., Broad Cloth, S. Bolton, Halifax.

14.516.    Regulating the Swell, Ac., of the Shuttle from the Shuttle Box, L. Sutcliffe, Halifax.

14.517.    Press Knives for Cutting Boot Uppers, Ac.,

D.    Pickles, Halifax.

14.518.    Buckles, R. Bees, London.

14.519.    Machines for Cutting, Ac., Glass, A. Oestreicher, London.

14.520.    Brakes for Vehicles, W. J. and J. II. Parkyn, London.

14.521.    Checking the Amounts of Pay Tickets, P. Sullivan, London.

14.522.    Bullets, J. B. Clark, Liverpool.

14.523.    Pkisoptometers for Testing Kyes’ght, W. P. Thompson.—(U. Culbertson, United Sto.tes )

14.524.    Table for Playing a New Game, Cricket Billiards, W. Ellis, London.

14.525.    Manufacture of Boots and Shoes, L. E. Scafe, London.

14,5i6 Bevelling Belts for Splicing Purposes, E. Wright, London.

14.527.    Fixing, without Mortar and Cements, Paneis, Ac., T. Cox, London.

14.528.    Spindles for Spinning Machinery, T. K. Ilat-tersley, London.

14.529.    Brake for Tandem Velocipedes, J. Asbury, London.

14.530.    Cases or Covers for Books, A. E. Adlard, London.

14.531.    Chain or Bope Blocks, IT. Boyd and T. Hart, London.

14.532.    Anti-neuralgic Hood Bonnet, M. Towler, London.

14.533.    Spindles for Winding Cone Spools, H. C. Hill, London.

14.534.    Dynamo-electric, Ac., Machines, J. J. C. Bappard, London.

14.535.    Burning Oil, Ac., for Generating Steam, C. A, Sahlstrom, London.

14.536.    Corner Pillars and Legs of Cot Bedsteads, IT. Myer, London.

14 537. Ensilage Presses, W. Sharpless, London.

14.538.    Circular Glass Ventilators, W. Sargent, London.

14.539.    Gas-heated Smoothing Irons, A. Von der Nahmer, Glasgow.

14.540.    Cleaning Windows, P. and P. McIntyre, Glasgow.

14.541.    Holdfasts for Blind Cords, Ac., W. Burley, London.

14.542.    Peel Heads, W. Beale, London.

14.543.    Boots and Shoes, C. Daggett, London.

14.544.    Bearings for Velocipedes, G. J. Stevens, London.

14.545.    Glass Tile, Panel, or Light, J. Bridger, London.

14.546.    Candlesticks, W. Furness, London.

14.547.    Printing from Photographic Negatives, J.

E.    Dessendier, London.

14 548. Photometer, J. E. Dessendier, London.

14.549.    Printing from Photographic Negatives, J. E. Dessendier, London.

14.550.    Steam Eng nes, A. Beis, London.

14.551.    Lock Nut, S. de la G Williams, London.

14.552.    Preventing Induction on Telephonic, Ac., Lines, L. Kelner, London.

14.553.    Purses, Tobacco Pouches, Ac., A. W. Phillips, London.

14.554.    Sounding Alarms, N. J. Holmes, Lewisham.

14.555.    Self-registering Thermometers, J. J. Hicks, London.

14.556.    Flexible Chambers, IT. Edmunds and J. J. Hicks, London.

14.557.    Counter for Shops, Ac., C. Friedrich, London.

14.558.    Knitting Machines, B. Kerr, London.

14.559.    Manufacture of Iron and Steel, G. L. Briick-mann, London.

14.560.    Folding Knives, Ac., C. Hollweg, London.

14.561.    Ploughs, E. Edwards — (J. B. Garralon, France)

14.562.    Tea Pots, Ac., A. Bowman, London.

14.563.    Secondary Batteries, J. S. Sellon, London.

14.564.    Printing Machines, H. H. Lake.—(F. Van Wych, United States.)

llt£ November, 1886.

14.565.    Peramulator Protection Brake, F. Foord Brentford.

14.566.    Machine for Pentegraph Tracing, J. Bryce and G. Stewart, Glasgow.

14.567.    Manufacture of Gas Retorts, G. E. Davis, Manchester.

14.568.    Electric Safety Lamps, A. Howat, Manchester.

14 569. Leathers for Hats, &c., F. W. Cheetliam Manchester.

14.570.    D FFERENTIAL, &C., GEARING for MACHINERY, J. Dugdale and J. F. Davies, Manchester.

14.571.    Differential Gearing for Preparing, &c., Machinery, J. Dugdale and J. F. Davies, Manchester.

14.572.    Stair Rods, H. J. Hampson, Manchester.

14.573.    Attaching Metallic Mounts to Reservoirs of Oil Lamps, F. R. Baker, Birmingham.

14.574.    Stocking Knitting Machines, W. Harrison London.

14.575.    Air-tight Stoppers and Covers for Bottles, <&e., F. Hughes, Cheltenham.

14.576.    Safety Spring Blind Rack Pulley, J. H. Atkinson, Leeds.

14.577.    Stamps or Printing Surfaces, J. A. Cundall, Manchester.

14.578.    Gas Motor Engine, G. McGhee, Glasgow.

14.579.    Grinding and Polishing Metallic Mounts, &c., F. Hoskins and C. Harvey, Birmingham.

14.580.    Sizing or Varnishing Paper Hangings, H. A. Perry, Brighton.

14.581.    Automatic Inkstand, S. Taylor, Manchester.

14.582.    Stoves, N. C. Pitt, Newmarket Court, near Stroud.

14.583.    Looms, A. Sowden, Halifax.

14.584.    Heating and Ventilating Houses, E. Kent London.

14.585.    Egg Beating, &c., Machine, G. C. H. Wintle —(C. L. Napier, Malta.)

14.586.    Applying Electric Motors to Ventilating Fans, <fec., P. Higgs and E. L. Sheldon, London.

14.587.    Carriage Spring, C. S. Windover, Huntingdon.

14.588.    Expanding Centres for Textile Materials, T. H. Clift, Newmarket.

14.589.    Driving Drums for Spinning, &c., Machinery, A. C. Scott, Glasgow.

14.590.    Imitation Frosted or Ground Glass, H. Norris, London.

14.591.    Safety Lamps, M. Mercier and J. Hart, London.

14.592.    Measuring and Finding Distances aLd Ranges of Objects, D. G. Prinsep, London.

14.593.    Accumulators for Electrotyping, J. Della* gana, jun., Reigate.

14.594.    Race Games and Toys, W. Britain, London.

14.595.    Effecting the Making and Breaking of Electric Circuits, T. F. Walker and J. G. W. Fair-bairn, London.

14.596.    Making and Breaking Contact between Parts of Electric Circuits, T. F. Walker and J. G. W. Fairbairn, London.

14.597.    Sight Feed Lubricators, B. Dyson, Halifax.

14.598.    Spanners, J. Brown and J. Howard, Liverpool.

14.599.    Working Semaphore Signals, J. Mather and C. Musson, Liverpool.

14.600.    Treatment of Metallic Chlorides, J. E. Bennett, London.

14.601.    Cashiers’ Combined Mercantile Forms, W. H. McDougall, Bonnyrigg.

14.602.    Self-replacing Indicators for Electric

348,397. Rivetting Machine, Frank M. Jeffery, Jersey City, N J.—Filed November Wth, 1885.

Claim.—fl) The combination, with the helve, of the hammer head, comprising the two blocks of metal, and the rivetting head e, provided with a shank d and nut d¹, substantially as described. (2) The rivetting head of the hammer, having its recessed or concave face provided with radially-arranged grooves, whereby

-j

//

springs, and provided with contacts, whereby the

-A’

Epps’s Cocoa.—Grateful and Comforting.—“ By a thorough knowledge of the natural laws which govern the operations of digestion and nutrition, and by a

of well-breakfast

properties vided our

Bells, E. R. Hedgman and F. Villiers-Stead, London.

14.603.    Sifting Granular or Fibrous Materials Suspended in Liquids, R. Kron, London.

14.604.    Indicating the Heating of Bearings in Marine, Ac., Engines, H. R. Landon and W. T. W. Thackeray, London.

14.605.    Breech-loading Heavy Ordnance, G. F. Harrington, Ryde.

14.606.    Refrigerating Machines, J. Quiri, London.

14.607.    Supply Cock for Baths and Lavatories, C. Schiitzinger, London.

14.608.    Steam Plough, D. Nagy, London.

14.609.    Steam Pumping, Ac., Engines, J. Spence, Glasgow.

14.610.    Dressing or Sizing Textiles, A. C. Henderson.—{La Societe Charles Vignet, ses his et Cie., France.)

14.611.    Automatic Candle-shade Holder, F. Trier, London.

14.612.    Holding Sheets of Paper for Toilet Purposes, E. J. James, London.

14.613.    Cam Wheels, F. J. Browne, London.

14.614.    Incorporating Wire with Paper, D. Allport, London.

14.615.    Lock-stitch Sewing Machine, T. H. Martin, London.

14.616.    Lamps, E. Parr, London.

14.617.    Ethylether of a New Acid, O. Imray.—(The Society of Chemical Industry in Basle, Switzerland.)

14.618.    Treating a Compound of Phenylhydrazine with a New Ethvlether, O. Imray.—{The Society of Chemical Industry in Basle, Switzerland.)

14.619.    Lock-stitch Sewing Machines, W. P. Dil-worth, London.

14.620.    Percussion Caps, W. Lorenz, London.

14.621.    Maintaining Heat and Preventing Condensation in Steam Engines, T. English, London.

14.622.    Refrigerating Machines, E. Taylor, London.

14.623.    Explosive Compounds, C. E. Bichel, London.

14.624.    Supplying Steam Boilers with Water, H. Gerdes, London.

14.625.    Yellow, Red, and Purple Colouring Matters, J. H. Johnson.—{The Badische Anilin and Soda Fabrik, Germany.)

14.626.    Lighting Gas and Oil Burners, A. A. Lister, London.

14.627.    Flushing Apparatus, H. Dodd, Liverpool.

14.628.    Supplying Railway and other Useful Information, C. Anderson, London.

14.629.    Marking Soap, C. A. and C. P. Gosnell, London.

14.630.    Sanitary Napkin, F. J. Thomas, London.

14.631.    Direct-acting Duplex Pumping, die., Engines, J. H. Street, London.

14.632.    Actuating Locks or Latches, F. W. Webb, London.

14.633.    Loading and Discharging Vessels, &c., G. Taylor, London.

12th November, 1886.

14.634.    Rulers, T. Atkinson, Penruddock.

14.635.    Cooking Spoons, C. R. Hughes, London.

14.636.    Sewing Machines, T. Shakespear, Birmingham.

14.637.    Fastener for Window, F. Woerner.—{A.

Knupfer, Germany.)

14.638.    Bale Hoop Fastening, J. Craig, Dundee.

14.639.    Toothed Gearing, J. Fairclough, Manchester.

14.640.    Extracting Butter from Milk, S. French.— (T. I. Richman and B. M. Plumb, United Slates.)

14.641.    Harness Shaft Bearers, R. Barton, Cumberland.

14.642.    Steel, F. W. Paul, Glasgow.

14.643.    Feed Heating Apparatus for Boilers, T. Gil-mour, Glasgow.

14.644.    Combined Hand and Steam Steering Gear, D. D. and W. D. Napier and A. Kelly, Glasgow.

14.645.    Heightening the Complexion, J. Arundel, London.

14.646.    Heating and Purifying Feed-water, W. E. Gedge.—(J. E. Carroll, United States.)

14.647.    Fibre, C. and J. Halter, London.

14.648.    Sewing Machines, W. P. Keeson, London.

14.649.    Glass Carboys, R. Leigh, Bolton.

14.650.    Combined Collapsible Cup and Eye Glass, W. Read, Birmingham.

14.651.    Pocket Pencil Holder, E. L. Sheldon, London.

14.652.    Cleaning Carpets, &c., T. Warsop, Nottingham.

14.653.    Gearing for Planing, &c., Machines, T. Hum-page, Bedminster.

14.654.    Signalling on Railways, T. T. Powell, London.

14.655.    Self Locking Pad, &c., A. Butler, Leeds.

14.656.    Gas Hydraulic Mains, W. H. Bond, Aber-avon

14.657.    Packing Cases, C. Brown, Leeds.

14.658.    Buttons, H. J. Hill, Maindee.

14.659.    Box for Matches, A. Jezzi, London.

14.660.    Tools for Forming Bottle Mouths, D. Rylands and B. Stoner, Barnsley.

14.661.    Internally Stoppered Bottles, D. Rylands, Barnsley.

14.662.    Harness, J. W. Cheney, London.

14.663.    Steam Engine Governors, W. Arnot, London.

14.664.    Combined Chess- and Draught Board, &c., C. W. Clark, Birmingham.

14.665.    Advertising Van, A. T. O. Hawkins, London.

14.666.    Attaching Wheels to Musical Boxes, J. Worthington, Blackpool.

14.667.    Skates, G. M. Cruikshank.—{L. Marburg and Sons, Germany.)

14.668.    Ventilators, J. D. Watson, Glasgow.

14 669. Blast Furnace Charging Apparatus, J. E. Brooks, Glasgow.

14.670.    Fire Escapes, J. Dittrick, London.

14.671.    Producing Fluid Presscre, E. Field, London.

14.672.    Artificial Legs, F. W. Ramsay and F. Gray, London.

14.673.    Bleaching Solutions by Electrolysis, E. Hermite, E. J. Paterson, and C. F. Cooper, London.

14.674.    Treatment of Portland, &c.. Cements, W. Scott, C. Swan and Co., W. Whamond, and T. Gibb, London.

14.675.    Type-writing Machines, P. M. Justice.—{T. Hall, United States.)

14.676.    Biscuit, &c., Tins, G. B. Sheriff, Glasgow.

14.677.    Braiding Machines, F. E. A. Biishe, London.

14.678.    Type-writing Apparatus, J. Elliott, London.

14.679.    Hanging of Curtains, J. Steinhagen, London.

14.680.    Centrifugal Force, J. Elliott, London.

14.681.    Washing and Wringing Machines, R. Smith and S. Paget, London.

14.682.    Utilisation of Steam, L. Rouviere, London.

14.683.    Tanning Hides and Skins, J. W. Abom and J. Landin, London.

14.684.    Exercising Apparatus, E. F. Goransson, London.

14.685.    Making Antiseptic, &c., Agents, H. E. Harris, London.

14.686.    Moulds for Screw Stoppers, H. Barrett and J. J. Varley, London.

14.687.    Boitle Stoppers, H. Barrett and J. J. Varley, London.

14.688.    Violins, A. M. Clark.—(C. Dion, France.)

14.689.    Flanging Machines, J. O’Brien, London.

14 690. Effecting the Consumption of Smoke in Furnaces, A. M. Clark.—(C. S. Wilcox, United States.)

14.691.    Loading Coal, &c., into Vessels, Sir W. T. Lewis and C. L. Hunter, London.

14.692.    Locks, <fec., E. A. Cowper, London.

14.693.    Explosives, H. H. Lake.—{E. Franke, Germany.)

14.694.    Cancelling, &c„ Cheques, H. H. Lake.—{/A C. Hall, United States.)

14.695.    Combined Fish Plate, Chair, and Rail Fastener for Railways, A. J. Boult.—{J. Swann, United States.)

14.696.    Electrical Weighing Scales, W. R. Smith, London.

14.697.    Forming Articles of Flexible Materials, A. J. Boult.—(/. B. Kleinert and A. C. Squires, United States.)

14.698.    Dyeing Skeins of Wool, &c., E. Edwards.— {E. Decock, Roubaix.)

14.699.    Steam Pressure Engines, J. G. Lorrain, London.

18th November, 1886.

14.700.    Type Writing by Hand, D. C. A. Thatcher, London.

14.701.    Automatic Alarm for High and Low Water and High Steam, J. Edey and G. Wright, London.

14.702.    Automatic Water Gauge, J. Edey and G. Wright, London.

14.703.    Brass Finisher’s Lathe, J. Edey and G. Wright, London.

14.704.    Connecting the Rails of Bedsteads, &c., F. Hoskins, Birmingham.

14.705.    Diaphragm for Railway Vacuum Brake Apparatus, J. Jones, Dublin.

14.706.    Castors, A. Webb, Aston.

14.707.    Communicating with Upper Stories of Buildings in Case of Fire, R. B. Longe, Spixworth.

14.708.    Receptacles for Holding Hosiery, &c., J. Kenney, Leicester.

14.709.    Filter Presses, C. Billington and J. Newton, Longport.

14.710.    Separating Liquids from Solids, J. Simpson and E. W. Parnell, Liverpool.

14.711.    Treatment of Sulphuretted Hydrogen, J. Simpson and E. W. Parnell, Liverpool.

14.712.    Clips or Fasteners, W. Harley, Liverpool.

14.713.    Cock for Measuring Out Liquids, W. C. Blackett and J. Laidler, Durham.

14.714.    Gold from Crushed Quartz, C. Tod, London.

14.715.    Iron or Brassed Trussed Bedside, A. Fitton, Manchester.

14.716.    Attaching and Detaching Ships’ Boats, J. Sample, Newcastle-on-Tyne.

14.717.    Wire-stiffened Braids or Braid, J. Barran and Sons and W. T. Crampton, Leeds.

14.718.    Propelling and Steering Ships, G. Parker, Wrexham, and T. Nicholson, Pensarn.

14.719.    Inexpensive and Portable Dress Stands, A. McCleverty, London.

14.720.    Internally Stoppered Bottles, D. Rylands, Barnsley.

14.721.    Pulleys, F. Myers, Leeds.

14.722.    Safety Oil Can, E. Horton, Birmingham.

14.723.    Photographic Cameras, S. D. McKellen, Manchester.

14.724.    Ornamented Metallic Knobs, A. Gordon, Birmingham.

14.725.    Easing Beer, &c., Pumps, E. Mellalieu, Hey-wood.

14.726.    Making Air-tight Bottles, <fec., E. H. Taylor and W. Boothby, Ashton-under-Lyne.

14.727.    Glass Bottles, &c., H. M. Ashley, Ferrybridge.

14.728.    Fire-escapes, J. C. Hudson, London.

14.729.    Preparation of Oils for Medicine, H. Mackay, London.

14.730.    Aneroid Barometers, &c., H. S. S. Watkin, London.

14.731.    Handle for Carrying Projectiles, B. J. B. Mills.—(A. Moyse, France.)

14.732.    Caustic Soda, D. B. Hewitt and B. Mond and Co., Liverpool.

14.733.    Lace Fabric, J. J. Loewenstein, London.

14.734.    Stopping and Starting Tramways, A. Foster, London.

14.735.    Dobbies for Weaving, J. and J. Dawson, and J. Clegg, London.

14.736.    Screw Propellers, J. Chandler, London.

14.737.    Fastener for Boots, &c., J. Butterworth, London.

14.738.    Mechanism for Recreation, S. Moss, F. Wilde,

E.    Briggs, T. D. Benson, and E. J. Leeming, London.

14.739.    Apparatus for Carrying Fluids, G. Watts and J. H. Glew, London.

14.740.    Delivering Goods, &c., J. and R. J. Foot, London.

14.741.    Lamps, C. Crastin, London.

14.742.    Sewing Machines, R. B. Turner, London.

14.743.    Cigars, <fcc., H. E. Harris, London.

14.744.    Wood Boxes, &c-., E Carr, London.

14.745.    Racks for Billiard Cues, &c., G. R. Holding, London.

14.746.    Fastening for Studs, &c., E. F. Lucy, London.

14.747.    Garters, H. J. Haddan.—{R. Hicks, United States.)

14.748.    Measuring Tension, G. Pailla-R&d, London.

14.749.    Blinds for Windows, &c., H. J. Haddan.—(J/. G. Mitter, Germany.)

14.750.    Steam Boilers, J. McCool, London.

14.751.    Shirt Studs, J. D. Jones, London.

14.752.    Shuttle-box Operating Mechanism for Looms, J. Zimermann, London.

14.753.    Button Fastener, T. J. Amery, London.

14.754.    Lock-stitch Sewing Machines, J. Thomas, London.

14.755.    Circular Hole Metal Ventilator, T. M. Dewsberry, London.

14.756.    Gun Carriages, J. Rogerson and A. Downie, London.

14.757.    Dynamo-electric Machine, W. Lahmeyer, London.

14.758.    Securing Handles to the Spindles of Locks, T. J. Satchel, London.

14.759.    Securing Socket Castors to Chair Legs, &c.,

F.    I. Lumley, Little Ilford.

14.760.    Preparation of Metallic Magnesium by Electrolysis, H. H. Lake.—{The Count Rudolphe de Montgelas, United States.)

14.761.    Rocking Horses, G. Lundberry, London.

14.762.    Rotary Engines, <fcc., C. T. Colebrook, London.

14.763.    Dough Kneading Machine, J. G. Tourangeau, London.

15th November, 18S6.

14.764.    Electrical Writing Apparatus, F. Mitchell, London.

14.765.    Dynamo-electric Machines and Electromotors, C. Lever, London.

14.766.    Propelling Tricycles, B. Leader, Boherbue, Cork.

14.767.    Lamp Burners, W. Harley.—{E. Reach, United. States.)

14.768.    Draught and Dust Preventer for Doors, &c.,

A.    Day, Birmingham.

14.769.    Two-wheel Vehicles or Carriages, J. Smith, Peebles.

14.770.    Hydrocarbon, &c., Oil Lamps, F. R. Baker, Birmingham.

14.771.    Lawn Tennis Racquets, W. Sykes, Horbury, near Wakefield.

14.772.    Composite Wrought Iron and Cast Steel Forgings, J. Whitehead, Manchester.

14.773.    Roller Slides, J. E. Thornton, Manchester.

14.774.    Type Writer, F. Forlong.—{E. Prouty and 0. S. Hynes, United States.)

14.775.    Let-off Motions for Looms, R. Brown and J.

B.    Gordon, London.

14.776.    Protecting Pantaloons, &c., T. Y. Kinne, London.

14.777.    Gas Lamps, J. Roots, Kent.

14.778.    Rotary Engines, W. Smith and W. Carey, Glasgow.

14.779.    Railway Sleepers, E. Schmidt, London.

14.780.    Ornamental Metallic Brackets, W. H. Welshman, Birmingham.

14.781.    Edible Materials for Sausage Meat, J. H. Gregory, Sheffield.

14.782.    Metal Tanks, R. C. Jay, London.

14.783.    Driving Belts and Wheels, W. L. Purves, London.

14.784.    Pugging Apparatus, F. Howlett and W. H. Venables, London.

14.785.    Velocipedes, E. Redman, London.

14.786.    Suspending Coats, L. Fisher, London.

14.787.    Wheels for Tramways, E. and H. Roberts, N orthamptonshire.

14.788.    Cooking Utensils, W. B. Brough, London.

14.789.    Fixings for Glass Sleepers, H. Lindsay-Bucknall, London.

14.790.    Production of Ammonia, &c., F. Bale, Droit-wich.

14.791.    Safety Lamps, J. Sharman and E. Thompson, Stoke-on-Trent.

14.792.    Mud Protector for Trousers, &c., H. Warry, London.

14.793.    Fellow-piece, J. A. Berg, New Zealand.

14.794.    Fixing Door Knobs, F. G. Anstey and E. J. Hoult, London.

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

14.796.    Connection for the Ends of Cords, <fcc., P. A. Martin, Birmingham.

14.797.    Buttons, E. D. Cooke, London.

14.798.    Feeding Bottles and Suction Tubes, R. K. Boyle, London.

14.799.    Blast Fans, G. W. Wade, London.

14.800.    Rotary Engines, J. Brierley and W. Tucker, London.

14.801.    Life-saving Appliances, H. F. Coombs, Canada.

14.802.    Driving Carriages by Gas, &c., G. Brewer.— {E. Stevens, Belgium.)

14.803.    Smokeless Explosive, Sir F. A. Abel, London.

14.804.    Cheques, &e., for the Prevention of Fraud, L. Simon, London.

14.805.    Twin-screw Motor and Grip, A. Sweet, London.

14.806.    Dredging Buckets, C. W. Ferguson, London.

14.807.    Steam Engines, M. P. W. Boulton and E. Perrett, London.

14.808.    Mountings for Guns, C. E. Barnett.—(T. Nordenfelt, Italy.)

14.809.    Shipping Coal, Ac., W. Shapton, London.

14.810.    Scaling Boilers, Ac., T. Bamford, London.

14.811.    Wheeling Parallel Rule, F. Griffin, London.

14.812.    Greeting or Christmas Cards, A. K. Wynne, London.

14.813.    Lamp-burners, H. H. Lake.—(JF. S. McLewee, United States.)

14.814.    Lamp Supports for Tricycles, P. Hartzendorff, London.

14.815.    Fire-arms, H. H. Lake.—((7. F. Mannlicher, Austria.)

14.816.    Bustles or Dress Improvers, C. E. Thomson, London.

14.817.    Harrows, G. Keeley and J. B. Lawlor, London.

14.818.    Dressing Grain, T. Carlill and C. Cousins, London.

14.819.    Watches, J. Walzer, London.

SELECTED AMERICAN PATENTS.

{From the United States' Patent Office official Gazette.)

348,455. Cut-out for Electric Circuits, John M. Fairchild, Portland, Oreg.—Filed May lith, 1886. Claim.—(1) The combination, with the contacts C C and G, of the two levers A A, pivotted at or near the middle and connected with the main line, of key pins arranged between the levers on opposite sides of their fulcrums, and one or more double bit keys, substantially as and for the purpose described. (2) The

1348.455.1

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combination, with the contacts C C and G, of the two levers A A, pivotted at or near the middle and connected with the main line, of two key pins arranged between the levers on opposite sides of the fulcrums, one or more double bit keys, and springs for completing the throw of the levers, substantially as shown and described. (3) In combination, with the contacts C C and G, of the levers A A, having anti-friction rollers E E, the double-acting springs D D acting thereon, and means for actuating the lever, substantially as shown and described.

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the swaged end of the rivet is divided up into parts and its lateral expansion is equalised and determined as set forth. (3) The rivetting head e, having its face formed of the radial sharp-edged ribs e', substantially as and for the purposes set forth.

348,508. Paint Brush, Alonzo Barber, Bentonsport, Iowa.—Filed July 2nd, 1885.

Claim.—A paint brush or implement for applying

13-48,5081

paint to wires, consisting of a handle having members connected to each other so as to have a tendency to separate or spring apart, brushes secured at or near each end of said members, so that said brushes will project toward each other, and a brush attached to the end of one of the members of the handle so as to project on a line therefrom, and adapted to be used in an ordinary manner, the parts being combined and organised substantially as set forth.

348,646, Safety Strip for Electric Circuits, Edward Weston, Newark, N.J.—Filed November 18th, 1885.

Claim.—{1) The combination, with spring terminals, of a reinforced safety strip for completing the circuit between said springs, the strip being inserted between the springs, so as to force them apart, and held in position by them, as set forth. (2) The combination, with spring terminals, of a reinforced safety strip having contacts provided at its opposite ends, and adapted to complete the circuit between the springs, the strip being inserted between the springs and held in position by them, as set forth. (3) The combination, with spring terminals, of a safety strip and rigid holder therefor adapted for insertion between the

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circuit is completed between the springs through the safety strip, as set forth. (4) The combination, with a box or case containing spring terminals, of a cap carrying a fusible safety strip and forming a rigid holder therefor, the said cap being formed with contacts in electrical connection with the ends of the strip, and adapted for insertion between the springs, as set forth. (5) The combination, with a box or case containing spring terminals, of a cap having contacts, a safety strip secured to the cap with its ends in electrical connection with the contacts, and means for holding the cap in position, so that the circuit between the springs is completed by the safety strip, as set forth.

348,647. Holder for Incandescent Lamps, Edward Weston, Newark, N.J.—Filed January 18<A, 1886.

Claim.—(1) The combination, with an incandescent lamp and a socket or holder of different form or make, and thereby unsuited for direct connection, of an intermediate device or coupler constructed to fit both the lamp and the socket, whereby they may be operatively connected, as herein set forth. (2) The combination, with an incandescent lamp and a socket or holder of different form or make, and thereby unsuited for direct

1348,6471 connection, of a coupler containing conductors and contacts and constructed to fit both the lamp and the socket, and thereby connect the same mechanically and complete the electric circuit from the lamp to the holder, as herein set forth. (3) The combination, with an incandescent lamp and a socket or holder of different form or make, and thereby unsuited for direct connection, of an intermediate device or coupler separable from both the holder and the lamp, and constructed to fit both lamp and holder, whereby they may be operatively connected and disconnected, as herein set forth.

348,735. Stop Block, John P. Goodman and Joseph Goodman, Plymouth, Pa.—Filed March 18th, 1886.

Claim. (1) The combination, with the fixed rail sections, ot a rock shaft journalled transversely thereto, and stop blocks at opposite ends of the shaft adjacent to, and forming when turned down, parts of the treads of the rail sections, substantially as set fosth. (2) The combination, with the plates A A¹, having recesses a a, ot the stop blocks E E within said recesses, forming, when turned down, sections of the treads of the plates or rolls, a rock shaft D, and means for operating the said shaft, substantially as set forth. (3) The combination, with the plates A A¹, having recesses a a, the plates C C, secured to the outer sides of the plates A A¹, and closing the outer sides of the recesses, Hie

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blocks E E in the recesses, the rock shaft D, and the operating mechanism therefor, substantially as set forth. (4) The combination, with a supporting frame, of a rock shaft carrying stop blocks provided with stops p, stops q, carried by the frame, and an operating lever, arranged substantially as described. (5) The combination, with plates A AT, formed with recesses a a, of plates C, formed with curved slots d, a rock shaft D, mounted in said slots, and carrying blocks E, arranged within the recesses a, and provided with stops, an arm F, carried by the shaft D, a shaft I, having an arm H, and a lever K, the arms H and F being connected by a link G, substantially as described.

careful application of the fine selected Cocoa, Mr. Epps has pro tables with a delicately flavoured beverage which may save us many heavy doctors' bills. It is by the j udicious use of such articles of diet that a constitution may be gradually built up until strong enough to resist every tendency to disease. Hundreds of subtle maladies are floating around us ready to attack wherever there is a weak point. We may escape many a fatal shaft by keeping ourselves well fortified with pure blood and a properly nourished frame.” — Civil Service Gazette. Made simply with boiling water or milk. Sold only in packets, by grocers, labelled—“ James Epps & Co., Homoeopathic Chemists, London.”—Also makers of Epps’s Afternoon Chocolate Essence.—[Advt.]