No, ... 11, 1892.

THE COMPETITION OF BRITISH PORTS FOR

SHIPPING BUSI NESS.
ONE of the most stri.J,:ing featnres of the shipping
business of the United Kingdom is the struggle that is
going on between the principal ports for the lion's share
of the vast business represented by our imports and our
exports. For this purpose an expenditure little, if any,
short of 150 millions sterling has been incurred from
first to last, and the plans and proposals now pending
provide for a very large addition to this amount. The
principal competitors in the race are, of course, London
a.nd Liverpool, but many smaller fry are engaged in the
struggle, and others are proposing to come more to the
front tha.n they have hither to done. Altogether, there
are sitxy-nine portR in England a.nd Wales, twenty-seven
in Scotland, a.nd sixteen in Ireland, making a total of
112 of all kinds, which, in the year 1891, entered and
cleared 712,952 vessels of all kinds, including repeated
voyages, with a total tonnage of 166,884,000 t ons, and
if this large r egister tonnage bad been loaded to the
full extent of its capacity, it would have represented e.
total dead weight carried of some 333! millions of tons,
or about thirty million tons more the total tonnage
annual ly carried on the r ail ways of the United
Kingdom. There are no very accurate statistics at com-
mand of the receipts of our ports from shipping entrances
and clearances, but e. clue is afforded to the amount so raised
by the very full and t rustworthy statistics collected for
the port of Liverpool, where in 1892 1,066,329 was
collected on e. total tonnage of 9,968,000 tons, being an
average income of about 2s. 2d. per too. This, however,
includes not only dock tonnage r ates, and dock rates on
goods, but town dues on goods as well, and the latter
would probably in many cases have to be deducted from
the amount collected a.t ports and harbours. A large
deduction would also have to be made for vessels entering
a.nd clearing in ba.llast. In the foreign and colonial trade
the number and tonnage of vessels that entered in
ballast in 1891 r epr esented 24 per cent. of the whole,
while cleara.nces in ballast represented about 10 per cent.
of the whole. The most probable means of IU'riviog at a.
true estimate of the port income of the United Kingdom
is to assume the Liverpool average for the whole country,
as there will not probably be e. great variation in the port
charges, taking one with another. The total entrances
and clea.ra.nces of the port of Liverpool in 1891 amounted to
17,057,000 tons, and as the total entrances and clearances
of the ports of the Uni ted Kingdom a.s a. whole amounted
to 166,884,000 tons, it would appear that Liverpool took
10 per cent. of the whole shipping trade of the country.
If we assume that the same port received just 10 per
cent. of the t otal port income, it would appear to
follow that the r eceipts of our ports and harbours,
taken a.s a. whole, would amount to the respectable
sum of over ten millions sterling, which, after a.ll,
is not more than a. seventh part of the gross income
derived from transportation by the railway system of t he
country. But to secure a larger part of this income, and
the business acti vity that it brings with it, in the form of
distributive arrangements genera.lly, the principal ports
are now working with might and main. Liverpool,
which, with Birkeobead, has already the largest dock
system of any city in the world-having now e. total dock
water area. and quay space of 545 acres, a.s compared
with a.n area and quay space of 448 acres for the London
docks- is a.rra.n({ing to still further extend its dock
facilities by an e.ddition'.IJ expenditure of over e. million
sterling. Southampton has made up its mind to secure
a. large share of the Atlantic t rade, and is having the
approaches to the docks deepened and improved, and the
docks extended, with that object in view;
whil e even sleepy old Bristol-the home of the Atlantic
steamship business-is wakening up, and is about to
spend over a. million sterling in adapting the port for
steamers of a larger size. Most of the other principal
ports are making progress in the same direction, so that
if the trade of the country should fail to increase, it will
not be for want of the r equisite accommodation at our
ports and harbours.
The great trades in onr shipping industry are-(1)
The Atlantic; (2) bhe Continental; (3) the Eastern; and
(4) the Coasting. The first-named appears to have
established a. firm hold on the Mersey, whither, in 1891,
2,768,600 tons entered from Atlantic, and 84,100 from
Pacific ports, as compared with 959,000 tons from
Atlantic, and 11,000 tons from Pacific ports entering the
port of London, and 423,000 tons from Atlantic, and
1193 tons from Pacific ports entering Glasgow. Bristol
still retains a. share of the Atlantic trade, to which at
one time it appeared to have a prescriptive claim, but
only to the extent of 166,000 tons from Atlantic, and
9600 tons from Pacific ports in 1891. Out of a. total of
31,898,000 tons that cleared to foreign countries in 1891,
the trade with the United States embraced 4,820,500 tons
for Atlantic, and 832,600 tons for Pacific ports, as com-
pared with 4,630,000 tons for F rance, and 8,988,000 tons
for Germany. The t rade with our own Colonies does not
come near to these large figures. I ndeed, t he clearances
to the United States alone come within 1,450,000 tons of
the total clearances to our Colonies, so that the colonial
trade is not, after a.ll, so large a. factor in onr total com-
merce as might be supposed.
So far as the continental t rade is concerned, the princi-
pal entrances and clearances in 1891 wer e as under :-
Tonnage Tonnage
entered. cleared.
FraJlee ... ... ... ... 5,689,000 ... ... ... 4,530,000
Germany. ... ... ... 3,819,000 ... ... ... 3, 939,000
Holland ... ... 8,569,000 .. . ... 2,040,000
Belgium ... ... .. 2,616,000 ... . . 1,624,000
Italr ... .. . .. . 266,000 . .. .. . 2,2n,ooo
... ... ... ... 2,253,000 ... ... . . 1,432,000
The distribution of this trade among the principal ports
is fairly well indicated by the proportions which they
THE ENGINEER.
severally take of the trade with France, these having been
in 1891 as under :-
Tonnage Tonnage
entered. cleared.
Cardiff ... . . . . .. ... 1,531l,OOO ... . .. 1,072,000
London 121,000 . .. ... 281,000
Liverpool ... ... 226,000 ... ... ... 122,000
Newcastle ... 339,000 ... ... ... 341,000
Southampton 201,000 ... 191,000
Sunderland . . ... ... 224,000 ... 223,000
Of course, the pr eponderance of Car diff and the North-
east ports in the above returns is due to the large quan-
tities of coal supplied to the Continent.
The Eastern trade is not so evenly distributed among
the different ports as the continental trade. On tbe con-
trary, it is mainly held by London, owing, of course, t o
the fact that the produce of the East is intended for
general consumption, and London is the chief distributing
centr e in the country. The differences that appear in
the quantities or volume of trade in Eastern produce, a.s
between London and Liverpool, are very r emarkable,
especially in so far as the Aust ralasian trade is concerned,
as the following table shows :-
Tonnage of J"tud' tlull. &ttertd ancl Clto.rtd tn Cargou and &llcut.
till .Ea.4tern Trade at Poru of al!.d LiurpooJ., 1891.
London. Liverpool.
Entered, Cleared. Entered. Cleared.
East Indies ... . .. 697,994 ... 428,172 ... 399,207 ... 301,141
Alllltralia ... .. . . .. 700,544 ... 713,436 ... 2,378 ... 83,8i9
Cape of Good Hope ... 130,881 .. 189,697 ...
Chma .. . ... ... . .. 152,623 . .. - ... . .. 66,t69
Egypt... ... ... ... 58,318 ... - ... 196,926 ... 118,714
Turkey ... .. . . .. 126,940 ... 30,965 ... 57,826 ... 84,397
Again, as might be expect ed, we find that London is
the first among the ports of the United Kingdom in
r eference to the coasting trade, the total entrances and
clear ances in that trade in 1891 having been 7,262,000 for
the Thames, and 4,253,000 for the Mersey. Curiously,
however, the cargo entrances and clearances in the case
of the Liverpool coasting trade almost t a.lly, while t he
cargo clearances from the Thames are not one half of the
entrances. This, of course, is due to the fact that several
million tons of coal are anoua.lly brought into the port of
London by colliers which can find no return cargo,
whereas the Mersey coasting business is of a. different
class. A similar dispropor tion between entrances and
clearances is observed in the case of Cardiff, but this is
due to quite the opposite cause; that is to say, t he large
shipments of coal to other ports. The returns for six of
the principal ports are appended :-
NumiH:r and of Sailin!l and Steam Vwdl that Enlertd ancl
Cleartd with Cargou in tAe Cocuting Trade a.t Principal Poru in
Unittd K ingdhm in 1891 :-
Entered. Cleared.
Number. Tonnage.
16,904 ... 2,063,203
. .. 10,420 ... 2,135,516
5,833 ... 846, 192
.. . 4,175 ... 466,845
4,570 ... 41!1 317
. .. 2,179 ... 443, 034
Number. Tonnap:e.
London ... 35,590 ... 5,189,858
Liverpool ... ... 10,415 . .. 2,118,300
Cardiff ... 2,!25 ... 310,827
Bristol .. 6,582 ... 63!1, 184
Southampton ... 4,292 ... 576,700
Hall ... ... ... 1,74-t ... 314,486
Total England { 141 019 . 17 414 8i3
and Wales
... 129,404 ... 17,792,803
London continues to be the great port of import for
the United Kingdom, and notwithstanding t he sinister
rumours and predictions that were current o.s to the
departure of this trade in consequence of the labour
t roubles of the last two year s, it is a notable fact that the
value of the foreign imports into the Thames increased
from 129 to 149 millions between 1887 and 1891, while
those of Liverpool increased from 92! to 115} milhons in
the same period. These figures do, of course, show that
Liverpool has increased by three millions more than her
great rival; but that is not a matter that will expedite
the arrival of 1\Iacaula.y's New Zealander just yet awhile.
The t otal value of the imports for five leading ports is
shown below :-
1alue of l mport1 in.to cerwin Principal Poru of till Unittcl
Kingd()m 1891--.1 = 1000.
1887. 1891.

London ... 129,431 ... ... 149,473
Liverpool ... ... 92.490 ... .. ... 115 143
Southampton ... ... 6 719 . . 8, 718
Bristol. .. . . ... 7,533 ... 10,124
Cardiff ... ... 1,739 ... ... 2, 739
So far as exports are concerned, it appears that Liver-
pool has a. long lead of all the other ports of the United
Kingdom, being ahead of London in exports of domestic
produce by forty-five millions, and, being first in all
including foreign and colonial, by twenty-one
m1llions. On striking e. balance of the whole foreign
t ra.de, London has a lead over Liverpool of some thirteen
millions ; but if the exports of foreign and colonial
produce were disregarded, this adverse balance would be
converted into e. gain of eleven mill ions. The two ports,
indeed, have for many years past been running pretty
close together, and while the gs.in ha.s sometimes lain
with the one and sometimes with the other, it has never
been very striking on either side. The following shows
the value of the home, and the foreign and colonial ex-
ports from the principal ports :-
Official Value of Ez'fXJ'I'U from difftrtnt. Poru of the Unittd
Kingdhm in 1891.
Home Foreign and
produce. colonial produce.

London ... ... ... 60,987,000 ... ... ... 36,133,000
Liverpool. .. ... ... 95,992,000 ... ... ... 12,125,000
Southampton ... ... 7,185,000 ... ... ... 1,097,000
Bristol ... ... 1,873,000 ... 76,000
Cardiff ... ... 8,o70,000 ... 8,000
A very large part of the business of our ports is still
carried on in sailing ships. Ta.kiog the ports of E ng-
land &nd Wales as a. whole, it appears that in 1 01,
millions of tons of steamship tonnage entered, as
compared with 3,678,000 tons of sailing tonnage. But in
considering these fignres it is necessary to remember that
a. steamship would be likely to make about three voyages
407
for one made by a sailing ship, so that it would have a
larger bulk in the r ecord of tonnage entered and cleared.
The average t onnage of sailing ships is considerably
under that of steamship!!. The sailing vessels that
enter ed the Thames in 1891 &.\'eraged about 400 tons,
while the steamer s ran up to nearly tons each. The
particulars of each for the seven principal ports are
shown below :-
Tltt N11miH:r and TollM!Jt of tltt Sailinu ancl SttJ!-mlhipl t/,at
Entered tltt Principal Poru Unutd J, "tngdum 1891.
Lnndon . .. . . ,
Lierpool .. .
Tyne Porta .. .
Cardiff . . . . ..
II ull . .. . ..
Hartlepool .. .
Grimsby .. .
Sailing ehipe. Steamebipt!.
No. tonnage. No. tonnage.
2 480 ... 9i1,657 ... 7,485 ... 6,475,119
... E61 ... 603,839 3.402 ... 5,103,456
839 217,688 1,354 ... 818,807
... 776 ... 262,111 ... 815 ... 598,416
... 589 236,693 ... 2,506 ... 1,740,739
... 542 135,848 ... 444 265,400
... 304 ... 98,753 ... 889 ... 461,904
11,461 ... 3,6i8,101 ... 27,92!1 ... 20,524,464
AMERICAN INSTITUTE OF MINING ENGINEERS.
(From our Conupcmdtni..)
TBE suty-third meeting of the Instituto was held in the
Schuylkill Valley, Pennsylvania, in October. The head
quarters were at Reading, Pa., an important manufacturing
and industrial centre, about 180 miles from New York, and a
centrei ng point for a number of raHway lines. 'Ihe city ia
situated on the Schuylkill River, and has nearly five miles of
water front. It has e. population of 60,200. The Neversink
Mountain Hotel, where the meetings were held, is a large
new summer resort on the summit of Neversink Mountain,
1000ft. above sea-level, and 700ft. above the city, and com
manding a magnificent view of the city and the valley. The
building is 860ft. long, 40ft. wide, and five stories high ;
lighted throughout by electricity and heated by steam. Being
the close of the season, the members and guests of the Insti-
tute practically had the hotel to themselves. The hot.el ia
reached by an electric ra.ilway which winds round the moun-
tain by sharp curves, ascending by grades of 1 per cent. to
6 per cent., with numerous pieces of to 4 per cent . The
plan of this line is shown in Fig. 1, and its total length is
eight miles. There are three switchb&.eks, the rea.r of the
train becoming the front. The power house is situated near the
dam, and the water plant is of 1000-horse power. The
line is equipped with Edison plant. The track is of standard
gauge, 4lt. 8jin., laid with 56 lb. flange rails on ties 26in .
centre to centre, with 2ft. of broken stone ballast. There are
six regular cars and six excursion train cars. All the cars have
two 16-horse power Sprague motors, and some of them have
two trucks or bogies, while others have only four wheels.
The scenery on this mountain railway is very attracti ve.
The opening meeting was held on the evening of October
11th, at which addresses of welcome were made, and the
Presideot-Mr. John Birkinbine-read his address, taki ng
for his subject "The Industrial Progress of the Schuylkill
V!!olley Region." Iron was first made in Pennsylvania. in
1692, and the first successful iron enterprises were the
Bloomery forge, 1716, and the Coalbrookdale blast furnace,
1720. In 1731 pig iron was sold at the latter furnace for
.f:5 10s. per too. From 1720 to 1740 a number of furnaces
and forges were established in this di strict. The Warwick
furnace was built in 1738, and remained active for 180 years.
It was 82ft. high, with a bosh 7!ft. to 9ft. diameter, blown
with wooden bellowt>, and producing twenty-fi'"e to thirty or
even forty tons of iron per week. The present Warwick
furna"l:e--referred to later on-is 70ft. high, 16ft. diameter at
the bosh, and averages 750 tons-maximum, 875 tons-of pig
iron per week. With the remodelled furnace, powerful blow-
ing engines, and new bot blast stoves, still better results are
anticipated. None of the present industries are over fifty
years old. The Potlstown Iron Company's works have
grown from a small plant, employing 200 men, to one which
now requires 2000 men to operate its blast furnaces, steel-
works, rolling mills, &c., and turns out about 1000 tons
of product daily. These works were pioneers in commercially
manufacturing fertilisers from slag. At Birdsboro a forge
was established in 1740, and one of the first rolling mills in
the country, and a nail factory, were in operati on before the
revolutionary war. In this neighbourhood is the Cornwall
charcoal furnace, 150 years old, the oldest now standing in
the country, and near it is the Cornwall bed of soft magnetic
iron ore, from which 12,000,000 tonR have been taken out .
Near Pottsville was the furnace which first introduced the
bot blast, and first successfully produced anthracite pig iron,
and also the first American blast furnace in continual opera.
tion on anthracite fuel alone for three months. The practi.
cability of the use of anthracite coal in place of charcoal was
proved in 184.0 by Mr. Davi d Thomas, the first president of
Lbe Institute, and the use of bituminous coal naturally
followed. coal was not shi pped in any quantity
until 1820, but the output of the Pennsylvania anthracite
fiel ds has now grown to exceed 4.0,000,000 gross tons per
annum, for the mining of which 40,000,000 dols. per year are
paid in The Pottsville shaft is 1586ft. deep, but this
IS kept in rese"e, and no mining is done. The collieries now
at work go as deep as 900ft., and some produce 375,000
to 4.50,000 tons of coal per annum, having coal breakers
which cost 75,000 dole. each, and can bandle 2000 tons of
coal. There nine veins of coal, six of w?ich are persistent,
and have a thJclmess of 6ft. to 33ft., while the Mammoth
vein occasionally exceeds 100ft. in tbiclmess. The resources
of the Schuylkill Valley appear to be far from exbauation.
The annual production approximates 15,000,000 tons of
anthracite coal, 600,000 tons of pig metal, and a.n equal
amount of rolled iron and steel, much of which ia converted
into bridges, roofs, machinery, stoves, hatdwa.re, &c., a.nd to
these must be added the glass, paper, textile and other in-
dustries, whi ch render this one of the most important mini ng,
manufacturing and industrial districts of the United States.
A paper on "The Brown Segmental Wire-wound Gun," by
Mr. N. B. Wittman, was then read. This gun is the invention
of Mr. J . H. Brown, and the first gun built is a Sin. breech-
loading riile, high power , 19ft. long, for the United. States
Government. I t is now under construction, and if it succe&a
fully passes the tests to wbioh it will be subjected, a lal'(ro
number will bo ordered. Lieutenant G. N. Whistler, U. S.
Artillery, is supervisi ng the construction of the gun. The
system consists essentially in the subdivision of the inner
tube, which takes up the initial compression into longitudinal
segments of such size that a higher physical condition and
degree of speoial elasticity may be set up therein than it ll
possible to produce in the larger ma.sses of metal used for the
t.ube of modern high power c&nnon. Layers of square steel
wire, subjected to a constant tension of 180,000 lb. per square
inch, are wound around these segments, and a lining tube
may or may not be used. The steel segments for the 6in.
gun are of Carpenter crucible chrome steel, 18ft. 4in. long,
Sin. thick at the breech, and 0 Sin. at the muzzle. The
wire is of square section, 0 006 square inches sectional area,
wound under a tension of 650 lb. on each strand,
equivalent to 180,000 lb. per square inch. The
next paper was by Mr. G. F. Beardsley, of Tasmania, upon
the "Zeehan and Dundas Smelting Works, Tasmania.''
The plant is for smelting silver ore, and is designed for four
furnaces, and there are now in operation two furnaces
11ft. 4in. by 3ft. 4in. at the t uyeres, and 20ft. high. The
plant was built by the Austral-Otis E ngineering Works, of
Melbourne, Australia, and works at the rate of eighty tons to
ninety tons per twenty-four hours. Professor MoGee then
r oad a paper on the "United States Geological Survey,"
showing tho area of country surveyed and mapped for the
topographical and geological surveys, and giving the cost of
the work, incl uding printi ng aod lithographing plant,
laboratories, library, office work, &c. , at 4 dols. per square
mile for the former, and 8 dols. per square mile for the latter ,
or about 10 dols. per square mile for the completed survey,
exclusive of plant.
At the morning session on October 12th, F. A. llill
read a paper on "The Hill F arm-Parrish Mine Fire,"
describing the cause of, and destruction by the fire, and the
methods adoped to re-open the mine. The dise.ster occurred
in June, 1890, and several men were kill ed by suffocation,
but the bodies were not recovered until April, 1892. A
valuable paper on "Tho Be.sic Bessemer Plant of the
Pottstown Iron Company " was then read by M:r. Josopb
Hartshorne, as an introduction to the personal inspection of
tho works made later in the day, and Mr. Carpenter
described the use of crucible chrome steel for t he manu-
facture of projectiles, tool steel, &c., and for the segments of
tbe wire-wound gun above referred to.
In t he afternoon the Institute paid a visit to some of tho
loading works of Reading, including the rolling mills and
bridge, and structural ironworks of Cofrode and Saylor, where
t he operati on of a steel disc saw, without teeth, for cutting
cold iron beams, &c., we.s watched with interest. At the
Carpenter Steelworks the
ma.nufacture of crucible
steel was seen, as well as
the casti ng, hammering,
and turning of steel pro-
jectiles for the United
States Government, and
the manufacture of tool
steel. Lunch was served at
the office of these works,
and in the afternoon vi sits
were paid to the Reading
Hardware Oo. and the
Ree.ding Pipeworks, at
which latter wrought iron
tubes and pipes are manu-
factured from the fi at
sheets. The party then
returned to the hotel, and
in the evening there was a
promenade concert and a
dance.
Thursday, October 18th,
was given up to an excursion
to Pottstown, named after
Thomas Potts, who estab-
lished iron-works here in
1720. The town has a
CITY OF PEAO/IVC


J:'/C . I
tRE .ENGINEER.
manganese and phosphorus. About Ill to 18 per cent. of
lime is used, charged cold and the iron poured upon it.
The best results are obtained by keeping the metal as hot as
possible during the first part of tho blow, and then cooli ng
it down to a point which will just allow the ce.st to be made
without "skull " in the ladle. A comparatively low final
temperature insures a. sufficiently viscid slag to prevent re-
phosphorisation in the ladle. If the slag is too thin, either
from too high temperature or because it has a. low melting
point from not being basic enough, it will dissolve the silica
ladle lining. This will set up reactions which allow some of
the phosphorus to pass back from the slag into the steel.
This has been proved by taking samples from the vessel
before pouring, and others from tho ingots as cast. If the
slag is too thin the latter are invariably higher in phosphorus.
It is also shown by tho fact that, in the rare cases where
there is any difference between the ingots, the last one is
almost invariably the higher in phosphorus. The " change"
is determined by means of the spectroscope. The length of the
afterblow is determined by the amount of air blown through
the metal, mee.sured by counting the revolutions of the blow-
ing engine. In deciding when to turn down the vessel no
attention is paid to the element of time, nor to e.ny indica-
tions given by the smoke or flame. The average length of the
blow, on the charge of 26,000 lb., is sixteen minutes. The
foreblow avera.ges eleven minutes, and the afterblow five
minutes in length. There have been, however, many blows
lasting from twenty to twenty-five minutes. The longest
blow was fif ty-two minutes, and the shor test three minutes,
the latter on a. charge of 18,000 I b. The longest after blow
was eighteen minutes, and the shortest one minute eighteen
seconds, also on 18,000 lb. As the vessel turns down t he
ferro is dropped into it through the lime chutes. It passes
immediately through the slag, but is hardly melted befl)re the
vessel comes to rest in the horizontal position, the i ntenal
being only about two seconds. From 06 to 08 per cent. of
SO per cent. ferro is used. About t wo-thirds of the charge is
first poured into the casting ladle. When the slag begins
to fl ow over the spout the pouring is stopped, and from
10 to 15 per cent. of a 10 per cent. spiegel is t hrown
into the ladle. The casting is dot:e as slowly as possible
through a 2i n. nozzle. The mould is fi lled up to the height
of the ingot, allowed to settle, again filled up, and so on,
until no more metal can be 1\dded. An i ron cap is placed on
IV
CRADC 0CS C.5. !14
/1/CIIC, SIIWC
M:r..,_: : ;J?J
0
--":JHJTCJ. \
f siJAIMI T I " "
J POINr LOOifOIJf
CP.IIEFFS HOTEL
lE
KJ.APPRTHAL PARJr
ASC. .X.
PARK
population of 15,000, and
1s supplied wi th water,
gas and electric light. The
principal works here are
t hose of the Pottstown Iron
Fi &. .-NEVERSI NK MOUNTAIN RAI LROAD, READINQ, PA.
Co. The basic steel plant is separate from the other part of the
works. There are two 10-ton converters and one 13-ton con-
verter, a lining 15in. .. E ach has seven tuyeres 24in.
lrmg, Wlth seven. fitn. d1ameter. The average life is
150 heats for thehmng, a.ndl500 heats fortbe bottom. There is
also an open hearth furnace 16ft. by 11ft., and two cupolas
l Oft. diameter and 24ft. high in the body, with nineteen 6in.
tuyeres. The blooming mill has 30in. rolls, and near it are
the gas-fired soaking pits. The pig iron used here averages
002 to 0 04 per cent. sulphur, not over 05 per cent. silicon,
08 per manganese, and 25 to3 per cent. phosphorus. The
cupola m1xture La.s 08 per cent. silicon, 003 sulphur and 06
t he mould, but is not keyed down, and no sand is used. The
refractory lining bricks are made here by machinery, there
being two lime kilns turning out 25,000 lb. per twenty-four
hours each, and the brick-making machines have a capacity
of 10,000 bricks in ten hours, wi th an engineman and four
la bourers. The limestone is low in silica. I t is crushed and
ground, mixed with 2 per cont. of ground basic cinder- which
increases the hardness of the brick- and is then passed
through a dry and a wet mixer before going to the brick
me.chino. The bricks shrink 60 per cent. i n burni ng. Phos-
phate fertili sors-" odourless "-are ml\de by a special plant.
Fig. 3

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The fu_rnace is 17ft. by 80ft., working on basic Bes-
1ron, w1_th abou_t 8 per cent. phosphorus, and has two
Wetmor engmes and three Cowper-Kennedy brick
stoves. The na1l works have a puddling department with
fo_urteen. furnaces and two trains of roll s, a nail mill
20m. . and automatic feed nail slitters, and a
na_1l w1th nmety-five automatic feed machines. The
6010. m1ll has furnaces, and rotary and guillotine
shears .. The 84LD. mill has four coal-beating furnaces and a
bydraul1o table . . 112in. mill has five gas _ beating
fulllaces, hydrauhc hftmg tables, hydraulic charging cranes,
11, 1892,
280ft. cooling tables, hydrau1i c apparatus for turning over tbd
plates, a guillot ine shearing machine with 106in. knives, and
a locomotive loading crane. The Univorul mill has four
gas-heating furnaces, reversing engi nes, automatic apparatll9
at rolls and for cooling plates, and a large travelling crane.
There are also a puddle mill with eight double puddling
furnaces, machine and other shops, and a tes ting deparl.-
ment. The electr ic light ple.nt consists of sixty-four arc
lights supplied by two Brush d)lnamos, and eighty-eight
incandescent lights with an Edtson dynamo. The works
employ 2000 men, and have an annual capaci ty of 300,000
tons of product. Plates from these works were used on tbo
first American line of steamers, and t heir basic steel plates
are used by the United States Navy for vessel plating and
boilers.
The Warwi ck Ironworks were visited the same day.
After an elaborate lunch at the Hill School, the party pro-
ceeded to Birdsboro, to inspect tbo works and machines of the
Pennsylvania Diamond Drill and Manufacturing Company,
and the manufacture of the Brown segmental wire-wound
gun- already referred to- and then returned to Rel\ding.
In the evening a paper by Mr . W. 0. Coffin was read,
describing the new hot ble.st stoves at t he Warwick Iron-
works, which were only fired in September. The former stoves
were of iron, of the Durham pattern ; but the new ones are of
brick, on the direct draught system, and of a type patented by
1\Ir. Hugh Kennedy, Fig. 2. There are three stoves, :JOft.
diameter and 60ft. high, with e. capacity of 20,000 cubic feet
of air per minute, and an average temperature of 1000 dog.
Mr. David Baker, general manager of the :Maryland Steel
Works, then described the use of a Rand rock drill for
opening the tapping hole of a blast furnace. After some
discussion, other papers were read by title, and the meeting
adjourned.
On Friday, October 14th, a special train over the
Philadelphia and Reading Railroad carried the party to
Pottsville, the Maple Hill Colliery in the anthracite coal
r egion, and then to E ast Malanoy, where dinner was provided.
The celebrated anthraci te coal region of Sohuylkill county
covers about 230 square mil es, a.nd when the comparatively
shallow districts are exhausted there are immense veins to
be won by deep mining. Through the gap in the mountains,
the Pensylvania Rail road and the Philadel phia and Reading
Railroad wind side by side. The latter cli mbs 603ft. in
three and a-half miles, attaining a summit elevation of ! 479ft.
above sea level, a.nd then winds down to the valley, 350ft.
below ; ths bottom of the valley being surrounded by black,
barren culm banks, and levelled oft by a swamp of washed
dirt and dust, with pools and streams of black water. At
1\laple Hill Colliery is a great coal breaker with e. ce.pacity of
2,000 tons per day. The shaft is 768ft . deep to the bottom of
the sump, and is timbered from top to bottom. It ia
28ft. by 11ft. Sin., subdivi ded into three compartments, two
for hoisting and one for pumping, all 11ft. Sin. by 7ft. clear.
From the bottom of the shaft, tunnels, aggregating 800 yards in
length, have been driven north and south, opening on two
di ps, with 400 yards bree.st on each, the following beds :-
Holmes, lOft. 6i n. thick ; Mammoth Top Split, 14ft.; Mam-
moth Middle Spli t, 14ft. 6in. to 20ft. ; Mammoth Bottom
Split, 12ft. to 15ft.; Skidmore, 7ft . 6in.; Seven-foot, 5ft. to 7ft.;
Buck Mountain, 12ft. to 15ft.; total, 75ft. 6in. to 89ft.
The tracks at the foot of the shaft are arranged so as to
work automatically, the loaded cars being delivered on one
side while the empty ca.rs run oft by gravity, and are raised
by a chai n hoist to a. common distributing point. The hoist-
ing power is furnished by a pe.ir of first-motion engines, with
cylinders 80in. by 60in., connected to a 12ft. cylindrical drum,
and are capable of hoisting eight mine cars in five minutes,
or a. total of 1000 cars per day. Each mine car contains 116
cubic feet, and yields 2i tons of marketable coal. The shaft
was begun in December, 1888, and finished in September ,
1890, being sunk by power drills driven by compressed air.
F rot;n East M:ahanoy the mn f:o was made quickly
and w1thout a stop for more VISitmg, and at Reading the
party disbanded, dispersing in all directions. The next meet-
ing, which will be the annual meeting, will be held at
Montreal, Canada, in connection wit h the mining congress.
FLOATING OF H.M.S. ROYAL OAK.
H:M.S. J3-oYAL O.uc, the tenth ship of t h at name in H.M.
sery1ce, whtch -:vas floated from the building dock at Messrs.
Birkenbead i ronworks on Saturday last, the
5th mst., ts one of the eight first-class battleships ordered to
be built under the Naval Defence Act of 1889 four of them
be!ng built in H.l\I. dockyards, and four by contract in
,Yards; and they are the largest and moat formidable
sh1ps h1therto constructed for the British Navy. The names
of the other ships are _Royal Sovereign, Empress of India,
Hood, Resolut1on, Revenge, and Ramillies. All are
barbette sh1ps, except the Hood, wbioh is a turret ship
The dimensions of the Royal Oak are:-Length , 880ft.;
beam, 75ft.; depth, displacement, 14,300 tons; and the
draught, as des1goed, is 27ft. Gin., e.nd the freeboard
IS 18ft.
Her by Messrs. Laird, consists of two
of tl_"lple-expan_slon _three-crank engines, with cylinders
40m., 5!hn., and 8810. and _4ft. Sin. stroke, working
at 150 lb. pressure, and dnvmg twm screws, which are of
gun-metal, four-bladed, and 17ft. in diameter .
The boilers, which are of steel are now complete at
Messrs. Laird's boiler works, ready to be li fted on board as
as the v_essel is placed under the crane. They are eight
tn number, smgle each wi th four corrugated furnaces,
the two ones w1th common, and the wings with separate
combustton They we.gh about 36 tons each.
The machmery IS designed to develope 9000 indicated
horse-power under natural draught and 18,000 indicated
horse power under ! orced draught on the closed stokebold
system, and the est1mated speed of the ship is 16 knots and
17! kn.ots under these conditions respectively. P rovision is
made t u the bunkers for 900 tons of coal, which would give
a coal endurance of 5000 knots at 10 knots per hour . but
!( she can oarry an additional 400 tons and thus
mcrease th1s to over 7000 k'1lots. '
The hull is built entirely of mild steel, and is constructed of
great and the stem, stern post, and stern brackets
for oarrymg t he propeller shafts are of steel castings. The
vessel has a complete double bottom, which extends, as usual,
up to the shelf, and with several fore-and-aft and
many athwartsh1p bulkheads, is most efficiently subdivided
The greatest thickness of armour on the broadside is !Sin:
and on the barbettes 17in.
The protective steel deck extends below the water-line for
about 76ft. aba.ft the stem, and for about 72ft. before the

Nov. 11. 189!.
stern post, and on the armour shelf at the level of this deck
is built a. belt of steel-faced armour, supported by a. backing
of teak, which extends from Sft. 6in. below the load water-
line to about 3ft. above it. The total length of this armoured
belt is about 250ft., and there are armoured bulkheads across
the ship at her fore and after ends. The sides of the ship
above the thick armour a.ro protected by a lighter belt of 4in.
plates, behind which are the coal bunkers, which materially
add to the protective power by what is known as coal pro-
tection. On the top of the belt armour a Sin. steel protective
deck is worked across the ship, so that armoured deck prn-
tection is afforded for the whole length of the vessel. The
barbettes, which are two-storeyed and 18ft. high, rest on the
top of this steel deck, and extend to about 3ft. above the
upper deck. Thus all the vital parts of the ship, such as
engines, boilers, magazines, torpedo rooms, hydraulic ma-
chinery for working the heavy guns, &c., are completely pro-
tected by vertical and horizontal armour, the superstructure
outside of and above the armoured portions of the vessel being
appropriated for the accommodation of the 664 officers and
men she will carry. She has two conning towers, one just
abaft the fore barbette, and one just before the after bar-
bette, the armour plates of the former being 14in., and tho
latter 4in. thick. The total weight of the armour, backing,
and protective deck is 4550 tons.
The armament will consist of four 13!in. 67-ton guns,
mounted in pairs in the fore and after barbettes, and firing a
projectile weighing 1250 lb., with a powder charge of 630 lb.
The guns in the fore barbette can be fought right ahead, and
on either side to about 30 deg. abaft the beam, thus giving an
arc of horizontal t raining of about 240 deg. The guns in
the after barbette have the same horizontal range of fire, so
that the four heaviest guns, tbo centre of trunnion of which
is 28ft. above the load water Hne, can be fought simultaneously
on either broadside, and to about SO deg. before and abaft the
beam. There are ten 6in. lOO-pounder quick-firing guns, four
on the main deck, in armour casemates 6in. thick, supplied by
Messrs. Vickers, Sons and Co., which are completely
fitted in place, and six on the upper deck, the two for-
ward and two after ones mounted on sponsons, allowing of
a right a-head and astern fire; sixteen 224in. 6-pounders, and
nine 185in. 3-pounder quick-firing guns, eight small machine
guns, and two 9-pounder field guns. The auxiliary armament
is well distr ibuted from bow to stern, and some of the
smaller pieces are mounted on the br idges and in the
military tops. The vessel is also fitted with seven torpedo
tubes, five above water and two submerged, and she will carry
on board eighteen torpedoes. The total weight of the
armament is about 1900 tons.
The guns and torpedoes will be fired by electricity, and for
t he lighting of the vessel, which will be fitted with over 650
lamps and four electric search lights of 25,000-candle power,
a very powerful apparatus is being fitted.
The first plate of the keel of the Royal Oak was lowered
into the deck on the 29th of 1\lay, 1890, anrl she will be
finished about May, 1893. Up to the present time nearly
9000 tons of material of all kinds, some in form of compli-
cated and highly-finished macbinehr, and all involving a
large amount of labour per ton, bo.ve been worked into her.
We have thus summarised the leading features of the
Royal Oak, because exhaustive descriptions have already
been published of the Royal Sovereign and other vessels of
her class, but there are some special points about her that
are worthy of remark. The Royal Oak has been built in a
dock, which, constructed in solid sandstone rook, has
offered no difficulty as to foundation, and has enabled the
vessel to be built to her normal floating level, and the pro-
pelling engines and bulk of auxiliary engi nes, as also the
hydraul ic gun gear, &c., from Sir W. G. Armstrong, Mitchell,
and Co., to be erected complete on board before floating.
The launch in the ordinary way, which with a ship of this
great size is al ways an operation attended with risk and
anxiety, is also avoided. The vessel being surrounded during
construction by solid walls, there have been facilities for
adhering most accurately to her designed form ; the result of
this has been that the whole of the belt armour fashioned
from moulds made from the mould lift floor, and in no in-
stance tried from the ship herself, has fitted so exactly to its
place on the ship that no single plate required any adjust-
ment after receipt from the makers, Messrs. Cammell and
Co., of Sheffield. This firm deserves the greatest credit for
having been able to bend and plane the plates, ranging up to
30 tons in weight, so accurately to the plans and moulds fur-
nished by the builders. To the latter firm, however, we
believe is due the credit of devising a. plan for taking account
of and making the moulds for these plates, which was a
distinct improvement on all previous methods employed, o.nd
mo.terially contributed to this mo.rvellous accuracy.
The strain upon the armour plate makers to keep pace with
the demands for deHvery of the armour for the eight battle-
ships of this class, of which the four built in the Royal
D.:>okyarda were first put in hand, and therefore bad priority
of delivery, has caused the delivery of the armour for the
Royal O&k to be deferred considerably beyond the time
originally fixed, and therefore involved delay in its placement
on the ship. This has been specially the case with the
barbettes, which though ready many months since to receive
it, have only so far been able to be fitted with a small portion
of their protective covering; the remainder will now have to
be fitted after the vessel is afloat and placed under the crane
adjoining Messrs. Laird's fitting-out yard in the Birkenhead
public docks, by which also tho boilers, the turntables for
the guns, and other heavy fittings will be lifted on board.
This deferred delivery of the armour plating must be taken
into account when comparing the time occupied in con-
struction of these later contract-built ships, with the
unprecedented rapidity with which the Royo.l Sovereign was
turned out of hand. The natural anxiety of the Admiralty
to get the first example of the class complete and tried, and
the great exertions, entailing the concentration of all the
energies of the magnificent establishment at Portsmouth
Dockyard, which resulted in her being commissioned last
May, within three years of her commencement, was
undoubtedly a wise policy, but naturo.lly could not be applied
to succeeding vessels of the class. Still there is little doubt
that, having regard to the unavoidable delays specified above,
the Royal Oak will be completed closely to the contract time.
The Royal Oak was also built under a shed, giving shelter
to the work-an important consideration. This shed has
only lately been removed, to allow of the higher portions of
the superstructure being completed. During construction
the interior of the vessel has been thoroughly lighted by g&s,
except those portions, such as magazines, &c., where much
woodwork is involved, for whi ch a special installation of
incandescent electric lighting has been employed.
As named.above, the finishing of the vessel will be done at
the builders' subsidiary works in the public docks of Birken-

THE ENGINEER.
head, where there is such a depth of water alongside their
quays and over the entrance sills, as to enable her to be
completed with all her armament and equipment should the
Admi ral ty, from stress of work at the dockyards or other
ci rcumstances, deem this course expedient.
The Royal Oak is the sixty-seventh vessel for her 1\Iajesty's
Government, the one hundred and thirty-third including
foreign Governments, and the five hundred and ninety-third
built and building by the firm of Laird Brothers, at Birken-
head, the next largest being H.M.S. Agincourt, floated in
1865 from another of thei r building docks, and which
vessel weighed when floated 8300 tons. And they at the
present time have three other vessels in course of construc-
tion for the Royal Navy, besides three vessels of war, two of
which are powerful armour-clads, for foreign Powers, and in
addition a dispatch vessel for the Indian Government.
The work has been carried out as regards the hull under
the superintendence of Mr. J. Millard, R.C.N.C., resident
Admiralty overseer, anil as regards the machinery, under the
supervision of Mr. W. J. 1\Iaudling, R.N., engineer overseer,
Mr. J. R B. Wright, RN., the engineer appointed to the
vessel, and Mr. J. Williams, boiler overseer, assisted by their
staff.
AlLhough Messrs. Laird Brothers have devoted their best
energies to the completion of the great battleship, in which
such an enormous amount of work is involved, they have
not been idle in other directions, as will be seen when it is
stated that since they took the contract for the Royal Oak
they have completed in hull and machinery two large
Transatlantic co.ttle steamers of about 5000 tons and 3000-
horse power ; two high-speed twin-screw Channel steamers of
1500 tons to 2000 tons, and 4000-horse power; two smaller
twin-screw steamers of 500 tons and 900 tons, and 800-horse
power ; and two paddle steamers, one of 500 tons, and
1000-borse power, and the other of smaller size.
At about 10 a.m. a large and distinguished party of guests
assembled on the platform erected t ound the bows of the
vessel, and the Right Rev. the Lord Bishop of Chester ,
assisted by the Rev. Canon Linton, M.A., Rural Dean of
Birkenhead, and the Rev. Dr. Knox, LL. D., read the short
but impressive service appointed to be used at the launching
of ships of her Majesty's Navy. Lady Margaret Grosvenor,
in the orthodox fashion, broke the bottle of wine against the
bow of the vessel, and named her the Royal Oak, and then,
with a small axe, cut a silken cord passing over a. pedestal on
the platform. The severi ng of this cord, by a combination
of mechanical arrangements, released the hawser holding the
vessel, which commenced to move slowly through the dock
gates, when she was taken in tow by five powerful tugs, and
towed to the Alfred Dock, through which she proceeded to
her berth in the West Float.
THE BROWN SEGMENTAL WIRE-WOUND GuN.
L'l the report of the recent meeting of the American I nsti-
tute of Mining Engineers, sent us by our American corre-
spondent, reference is made to a. paper on the new Brown
gun. From this paper, by ll fr. N. B. Wittman, and from a
published paper by Lieutenant G. N. Whistler, 5th U.S.
Artillery, who is superintending the construction of the
first gun on this system, has been compiled the following
description of the new gun. The inventor, Mr. John H.
Brown, is the inventor of the Brown military rifle. His
" wire-wound " gun is to be given a thorough test by the
l;nited States Government, and if it proves satisfactory, a
large order will probably follow. This first and experi-
mental gun is a Sin. breech-loading riile, high-power, 19ft.
long.
The system consists essentially of the subdivision of the
inner tube of the gun, which takes up the initial compres-
sion, into longitudinal segments of such size that a higher
physical condition and degree of special elasticity may be set
up therein than it is possible to produce in the larger masses
of metal used for the tubes of modern high-power cannon.
Layers of square steel wire-subjected to a constant tension
of 130,000 lb. per square inch- are wound around these seg-
ments, binding them together, and a lining tube may or may
.JACKET
(
CROSS SECTION OF BROWN GUN
not be used. The accompanying illustration shows a. cross
seotiou of the gun. It was originally intended to have
seventy-two segments, but for constructive reasons the
number has been reduced to twelve.
The steel segments used in the gun now under construc-
tion aro of crucible chrome steel, made by the Carpenter
Steelworks, and are 18ft. 4in. long, Sin. thick at the breech,
and OSin. thick at the muzzle. The wire has 0005 square
inches sectional area, and is wound upon the tube under a
constant tension of 650 lb. on each strand, equivalent to
180,000 lb. per square inch. The physical condition of the
steel segments and steel wire o.re as follows:-
Segments. Wl.re.
Ten sUo strength . . . . 166,000 lb. por aq. In . . 2b0,COO lb. per sq. in.
ElM tic llmit . . . 106,000 lb. por 8q. In . !!00,000 lb. per sq. in.
Elongntlon nt rupture .. 14 per cent. in 2lu. . . -
J Thirty full t urns ln
Toralonnl strength - t Sin. be foro breaking
Tho winding is done by a machine designed for the purpose
by 1\Ir. Brown. It consists essentially of a windlass and
series of rollers, which act as a clutch, by which a weight is
attached to the wire, and which is fitted with a friction brake,
automatically regulating the speed of the passage of the wire
through the machine. This speed being kept the same as
that of the winding, the weight is thus held at a. fixed height,
409
insuring a constant and absolutely uniform tension upon the
wire. Following the curve of maximum pressure, t.be seg-
ments are wound at the breech with thirty-three layers of
wire, making a total thickness at that place of 231in. of
wire, and a layer is dropped a.t each lOin., so that there are
but ten layers at the muzzle, giving at that point & thickness
of 071in. Altogether, 3256lb. of wire were used, equivalent
to a single strand extending in a straight line thirty-seven
miles.
The wire was anchored at each end by a special device
invented by lllr. Brown. As no flow of metal will occur
below the elastic limit of the steel of which the segments are
made, enlargement of the bore will not take place below a
pressure of 94,000lb. per square inch-this being 94 per cent.
of the elastic limit, if that limit be taken at 100,000 lb. per
square inch-the minimum obtained from any one of tho
test pieces. As the pressure between the segments at the
surface of the bore, induced by winding, is 100,000 lb. per
square inch, it will require a powder pressure of 63,200 lb. per
square inch to reduce this compression to zero.
In order to demonstrate practically the truth of this
proposition, a. stub, representing the powder chamber of the
gun, was made and encased in a steel jacket, into the ends
of which heavy plugs were screwed, entirely closing the
powder chamber, with the exception of an aperture, 028in.
in diameter, to serve as a gas vent and firing orifice. This
has been fired repeatedly, with a charge which generated in
all cases over 50,000 lb., often over 60,000 lb., and on four
occasions over 66,000 lb. per square inch, and in every
instance without the slightest indication of displacement of
the segments or enlargement of the bore.
The trunnions are attached to a trunnion jacket, which is
screwed to the breech of the gun. The major portion of the
longitudinal thrust produced by firing is taken up by thi s
jacket, and not by the inner tube. This is one of the speoi ll
features of thi s system of construction. The chase of the
gun-that is, that part in advance of the trunnions- is pro-
tected from the effect of small arms and machine-gun fire by
a steel jacket shrunk upon it. The breech-block presents
some novel features in the way of simplicity of design, and
the maintenance of efficiency, in view of probable rough
usage in actual service. A continuous thread is used, and,
when the block is thrown open for charging, a latch locks it,
so that it cannot be turned until it enters the breech. This
insures a. proper centreing of tho threads under all circum-
stances, and a consequent minimum of wear.
The service charge of o. gun of this size, made in tbo usual
way, by shrinking steel hoops over a central tube, is limited
to a powder pressure of 37,000 lb. per square inch; while in
this gun the ordinary charge will generate 50,000 lb. pressure,
and 00,000 lb. per square inch can, it is claimed, be reached
with entire safety. The power required to penetrate modern
armour is so great that a simple steel tube, no matter how
thick, would not have sufficient el&stio strength to r esist the
powder pressures which are essential in order to give the pro
jectile a sufficient velocity to penetrate t he armour of modern
war ships. In order therefore to make guns of sufficient
strength to resist modern powder pressures, the gun makers
have been obliged to resort to a process by which the
natural elastic strength of the steel tube is reinforced by
an outer jacket.
In the steel built-up gun this jacket consists of a series of
hoops shrunk on to the core or body of the gun, while in the
wire guns this reinforcing is produced by winding wire about
the inner core under a. high degree of tension. The shrink-
ing on of the solid jacket, or the winding on of the wire
jacket, produces a condition of initial compression, and the
powder pressure must overcome this condition of initial com-
pression before it will begin to stretch the inner tube. It is
then manifest that the strength of a modern gun is a function
of the eJa.stic strength of the core of the gun plus the degree
of the initial compression produced by the outer jacket. It
is evident that the first action of the powder in overcoming
the initial compression will be to stretch the outer j acket,
and therefore this jacket must be made strong enough to
resist the extreme pressures used in modem guns. It was to
be expected that the enormous strength of steel wire would
impress artillerists with its great value as a. material for the
construction of the outer jackets of high powered guns, and
1\Ir. Woodbridge might be properly called the "father of the
wire-wound gun," if such men as Longridge had not already
existed and worked in England.
A wire-wound cylinder can readily be constructed which it
is impossible to burst with gunpowder, but when an attempt
was made to apply wire to this purpose, a difficulty of vital
importance was encountered. The wire jacket itself bad no
longitudinal strength, and as the solid body of the gun bad
but about one-half of the longitudinal strength of a. steel
built-up gun of the same weight and calibre, the first wire
guns broke in two longitudinally, under test, and all wire
guns tba.t have yet been tested ha.ve shown weakness in that
direction. Various attempts have been made to overcome
this difficulty. Longridge inserted thin longitudinal steel
tapes between the layers of wire, in order to give longitudinal
strength to the jacket itself. Dr. Woodbridge attempted
unsuccessfully to produce the same result by bracing the wire
together in a solid mass; and is now endeavouring to produce
a. gun in which be proposes to give sufficient longitudinal
strength by pl&cing segments about his solid core and then
winding the wire. 1\lr. Brown proposes to solve the problem
by doubling the elastic strength of the inner core itself. I n
order to produce that result, 1\rr. Brown conceived the idea. of
constructing a core of longitudinal segments, put together
somewhat like barrel staves; in other words, he sub-divides
the body or core of his gun into such small pieces that be is
enabled to obtain, by means of tempering, a. degree of elastic
strength that cannot be obtained in large masses of metal.
It is a well-l.."Uown fact that in pieces of steel which are small
enough to insure tempering all the way through, it is possible
to obtain very much higher physical conditions than can be
obtained in large masses. We gather from all this that
American steel makers have much to learn from Sheffield.
The following are tho dimensions of the gun now under
construction :-
Length of gun . . . . . . . . . . . . . . . . . . . l llft.
Lcogth of bore, 44 calibres . . . . . . . . . . . . . . 2"l01n.
Calibre . . . . . . . . . . . . . . . . . . . . . . . 6lo.
Weight of shot . . . . . . . . . . . . . . 60 lb.
Weight of powder charge . . . . . . . . . . S51b.
Weight of gun . . . . . . . . . S 5 toM
The maximum pressure to be used in the gun will be
53,000 lb. per square inch. This will give a muzzle velocity
of per second, and a muzzle energy of 2600 tons. The
gun w11l thus be able to penetrate 135-!in. of wrought iron at
its muzzle.
As already mentioned, firing tests ha\"e been made with a
representing _tho powder chamber of the gun, the
d1mens1ons of the cylinder being as follows, and the powder

410
pressure, which would reduce the compression at surface
of the bore to zero, would be 6S,654lb. per squa.re mob:-
Lcn.gth . . . . . . . . . . . . 16 OOin.
Dlamoter of boro . . . . . . . . . . . . 6 OOin.
Ext diamotor of tubo . . . . llOOin.
Ext. dlamotor of wlro jacket . . . . . . 16 S-tln.
Length of powder cbambor . . . . . . . . 6 601n.
\'olumo or powder chamber . . . . . . . . 12768 cubic lnchca.
"'-- tl r lr uouArO 0'071\n. X 0'07lln.
"''""s-acc on o w c, -. .. . . . . . . . .
Tension of wlndlng on w1ro.. .. .. .. 700lb.
Tilllslon or per squnro Inch . . . . 140,000 lb.
Tcnsllo etrongth of wlro .. .. .. .. 1,260 lb.
Tcnsllo strength of w1ro per square lucb.. lb.
l:laetic llmlt or wlro.. .. .. .. .. .. 1,000 lb.
Ela11tic limit or wlro 1 or 1quaro Inch . . 200,000 lb.
Compression nt 8Urfl\CO or boro . . . . . . 100,000 lb. per square In.
Tbickncas of llnlng tubo . . . . . . . . 0 601n.
The following is from Lieut. Whistler's report on these
tests. The cylinder WO.d fitted with an obturating plug for
each end, through one of which was drilled a small ve.nt,
in diameter, tho only escape for the powder gas bemg
t hrough this vent. In tho first test cylinder, the plugs were
screwed directly into the segments. Thus the segmental tube
was submitted to an enormous and long-continued longi-
tudinal stress, far greater than anything the segmental tube
of the gun would ever bo required to sustain. Furthermore,
the segments were weakened by cutting the thread to receive
these plugs. In the gun itself the breech block will be
screwed into the breech nut, and no threads will be out in
the bore of tho segmental tube, and the entire longitudinal
thrust upon the breech block will be taken up by the
jacket, and not at all by the segmental tube. Therefore m
the gun, the only longitudinal thrust which the segments will
be required to sustain is that due to compression between
t he powder pressure an_d the wire pressure, plus .due to
the friction of the shot m the bore. In order to ass1milate as
near as possible to the conditions of the gun, cylinder No. 2
was constructed as follows :-The cylinder proper was inserted
into an outer jacket, and the obturating plugs were screwed
into this jacket, and not into the cylinder, the entire thrust upon
the plugs being taken up by this jacket, and not by the segments.
The only longitudinal thrust taken up by the segments was
t hat due to radial compression of powder and wire, plus that
due to the friction of the copper gas cocks, and was, there-
for e, about the same as the maximum thrust in the gun for
the same pressures. This cylinder was fired seven times
before inserting the lining tube, and twelve times The
lining tube, which is !in. thick a.t one end and 045w. at the
other, was constructed with four-tenths of 1 per cent.
grea ter diameter than the bore, and forced in, thus pro-
ducing a compression of the surface of the bore of 100,000 lb.
per squo.re inch, the chamber having been bored out to
receive it. It is, therefore, manifest that in order to reduce
the compression at the surface of the bore to zero a. powder
pressure of 63,654lb. per square inch would be required.
Careful calibration showed the diameter of the chamber to
be 5002in. before beginning the test, and the most careful
calibration showed no variation in diameter of the bore.
The cylinder was then bored out and lined. Calibration
gave the diameter of. the chamber 5000in. After the
two discharges, the d1ameter was found to vary from 4999rn.
to 5000in., seeming to indicate that the liner had been
shaken into position by these blows. From that time on to
the end of the test no change could be observed. " The
result of the above test is to demonstrate beyond question the
stren,gth of the Brown system of gun construction. No one
witnessing test but would be satisfied that the cylinder would
stand any reasonable number of discharges of 53,000 lb. per
square inch pressure. And although but one shot has been
fired at that pressure, I am confident that the same is true
for pressures of 58,000lb. per square inch."
Another point of interest is the action of the liner. The
most careful examination could not detect the slightest dis-
placement of the liner, except the setting into position,
during the first two shots, under less than 28,000 lb. pressure.
This was probably due to the method of insertion. There
being no hydraulic ram convenient, the liner was driven in
by blows.
LEGAL IN TELL I GB N CB.
HIGH COURT OF JUSTICE.-CBANCERY DIVlSION.
(Bifore MR. J USTICE ROMBB.)
BOPKINSON v. TUE ST. JMI&S' ELEcrRIC LIGHT COMPANY.
ON the 2nd inst. this action waa commenced, and proceeded until
midday on the 7Lb inst., when, after the examination of two
witnesses for the defendants, the plaintiff's counsel said they were
taken by surprise with re$tard to the evidence of one of these
wit nesses as to alleged anticipation of the plaintiff's patent, and,
on their application, the further bearing of the action was
adjourned till next Monday, with liberty to either party to apply
in the meantime.
The action concerns the three-wire system of distribution, and is
taken by Dr. John Bopkinsoo for an injunction and incidental
relief in respect of alleged infringement of his patent, No. 3576 of
1882.
Sir Richard Webster, Q.C., Mr. Astoo, Q.C., Mr. Moulton, Q.C.,
and Mr. Hopkinson, Q.C .. are counsel for the plaintiff; and Si r
Horace Davey
1
QC., Mr. Finlay, QC., and Mr. R'ger W. Wallace
for t he defendants,
Including Mr. Justice Romer and the plaintiff, there were three
first and one second wrangler in the case.
The case will be the more readily understood if reference is made
to that part of the patent specification which is chiefly the subject
of the and to tbe diagram connected with it. The
patent IS dated July 27th, 1882, and waa amended on June 22od,
1891, but the amendment does not appear to affect that part
which refers to the tbroe-wiro system. The latter is described by
t he aid of a diagram marked Fig. 5, of which we give a reduced
copy, taken from ono of the exceedingly badly pri nted, and in
some respects illegible drawings attached to the specifications as
obtained from the Patent-office Sales Department. The following
extract explains this diagram :-"For the purpose of economising
the cost of main conductors I place two dynamo machines in series,
and I two systems of lamps or other appliances consuming
electric1ty of approximately equal capacity also in series. A main
conductor is taken from each extreme pole of the two dynamos,
and a smaller conductor from between the two dynamos to points
between the two systems of lamps, this intermediate conductor
serving to bring back to the central station any electricity required
for one system of lamps in excess of that required for the other
system of lamps. The iron casing used to protect the two main
conductors may be used aa intermediate conductors. More than
two dynamos may be placed in series, and more tbao one inter-
mediate smaller conductor may be used on the same principle as is
above described. lo order t o combine the advantages of com-
paratively high potential in the feeding conductors with
lower potential in the houses in which the electricity is
used, I make use of a system of three conductors in combination
with two dynamo machines coupled in series. The system is
shown diagrammatically in Fig. 5, where A B represents the two
dynamos, CD and E F represent the extreme conductors, which I
T H E ENGIN E E R.
will call the positive and negative conductors, and G H represents
the intermediate conductor. The positive of dynamo
machine A is connected to the conductor CD and 1ts negative pole to
the conductor G H. On the other hand the positive of
machine B is connected to the conductor G H a_nd ita {X'le
to the conductor E F. The houses to be sopphed are mto
two approximately equal parts, preferably the ho!l-8es be1ng taken
alternately. The houses of one part are supphed between the
conductor CD and the conductor G H, and those of the part
between the conductor GB and the conductor E.F. mter-
mediate conductor G H may be of much smaller than
either of the other two, aa it haa only to carry the of
cnrreot consumed by the two divisions of consumers, that those
connected with the conductor CD and those oo_nnected. w1th the
conductor E F. It need not be a_od mdeed 1t may be
replaced by the iron or other metalhc covermg often pro-
tect the copper conductors. In cases where the two of
co1.1sumers may be safely to. have a yery approximately
equal consumption at all ttmes, the G H
may be roplaced in part by the earth, and the negat1ve pole o_f the
dynamo_macbine A nnd the positive pole of the dynamo machme B
I db ld1
I(Thl
T?r
c

=
p
c
(
E
Nov. 11, 1892.
" Ooe outer wire formed the " flow" conductor of one
and tho middle one the " return." The middle wire wu
y led as the " flow " conductor of the seoond dynamo, and
outer ono aa its "return." Hence the middle one only
served to convey the "balance" of the two _systems! hence
be of much smaller dimensions. The boUBe U1Btallat1ons were du
tributed cqnally between the two systerus-_preferably house
house alternately-so that the result practically waa tbat t e
d oamos worked "in series." and the middle had not
arucb current to convey. When all the lamP:' formmg one system
"off " it was reduced to tbo old two-WJre system, but com
were , . d
mercially and practically thts never occurre . .
Sir BORACE DA\'RY, Q.C. (with whom are r Q-9 and
Mr. Roger W. Wallace), for m opeomg thetr
contended that even if the spectficatton showed a system of d18tn
botioo b incandescent lamps, the system h&:d kno_wn
and use/ for arc Jig:htiD:g and there waa no 1nveotton 10 apply1ng
it to iocnndeaceot ligbttng. .
1
Several witneestl8, including Sir were
examined on the plaintiffs' side; and several, mclod11:!g Mr. J. 11.
Andrews, were examined for the defendant, and 1t waa l1r
re
li7
re
&tJJVE.CI't
- ..loo.

0 .... "'
A 8
DIAGRAM OF THE T HREE WIRE SYSTEM
be connected together and to the earth. _This _system
extended by using more than two dynamos 10 ser1es, and d1v1d1ng
the consumers into aa many groups, there will then be two large
conductors connected to the extreme pole of the dynamos and a
number of smaller intermediate conductors, one less than the
number of machines, each connected to the junction of two machines
of the series."
The claim wbicb refers to this invention is:-" Second. In a
system of electrical distribution or supply, the employment of three
-or more-conductors in combination with two-or more-dynamo
machines in series, substantially as hereinbefore described with
reference to Fig. 5 of the accompanying drawings, whether the
middle conductor be oootinuoUB or be replaced by an earth return,
aa set forth."
From this it will be seen that the arrangement adopted by Dr.
Hopkinsoo enabled him approximately to double the electro-
motive force in an incandescent circuit, because no part of the
house circuit, or any one part of the triple circuit other than the
feeder can have more than half tbe E. M. F. of the feeder, minus
the other than lamp resistaoces. In practice the
wire arrangement saves about forty per cent. of the copper wb1cb tn
most cases would be otherwise necessary. It will be f11rther seen
that the arrangemel'l:t of. circuits is such tbat whatever propor-
t ion of lamps in ct rcutt the E. M. ! of remam.ng _lamp
circuit remams the same, because the difference m potential ID the
mains is unaffected by their consumption, the central wire
bringing back to the machines any electricity not required by any
lamps in circuit, as determined by their resistances.
Sir RJCHARD WEBSTBR, in opening the plaintiff's case, said the
rights under the patent in question had been disposed of by Dr.
Hopkins<'n for a large sum, but be was still legal owner of
patent aa a trustee, and was the proper person to sue for 1ts
infringement. Two inventions were covered by the patent. One
only had been infringed ; bot both parts of the patent were
attacked by the defendants, and it was open to them to say that
a part of the P.atent claimed though it Wll;S not
by tbe plaintiff that they had mfrmged tbat port1on of 1t. Tbe
part alleged to have been infringed was that which covered an
mveotioo of great in electric _lighting a.s.
1
the
three-wi re system," wh1ch waa used only 10 connection w1th Incan-
descent lamps. This invention only related to the conductors.
One of the commercial difficulties in the way of successful electric
lighting was the great expense. of large copper conductors,
and in this respect the present mventor had e.ffected a great
saving. The three-wire system was invented almost Simul-
taneously by Dr. Hopkioson and-in America-by Mr. Edisoo,
and waa applicable to the ordinary modes of generating elec-
tricity, whether by means of dynamos or secondary batteries.
It wa.s found that the cost of conductors could be lessened by con-
veying the current at a pressure, and the device adopted was
to arrange the la_mps 1n a combination .of " parallel" and
"series." A certam number were placed m ser1es
1
and then
several series so arranged were placed
11
in parallel,' so that the
current on dividing, when leaving the outgoing-or "flow "-con-
ductor, passed through several parallel sets of lamps in series on
its way to the " return" conductor. The difference of potential
required was much greater than in a purely "parallel " system,
and thus the current could be generated at a much higher
pressure. Taking the difference at the mains at 100 volts, tben
each series of lamps would consist of two 50-volt lamps, or four
25-volt lamps, and so on. This device, however, did not secure
equal difference of potential at each lamp, for the turning out of
ono series only caused a redistribution of current amongst the
others. The fall of pressure between two points on a conductor
measured in volts was equal to the product of the resistance of
that part of the conductor in ohms by the current in As
the resistsnce in each lamp was 6xed by the dimensions of its
fila tbe amount of current it was proportional
to the difference of pressure. Hence, if this difference of pressure
be not kept constant, the current would vary; if too large, it
would destroy the lamp very soon ; if too small, it would not give
light. Again, in a complete circuit the total difference of pressure
at the dynamo ends of the main wa.s distributed throughout the
circuit in proportion to the resistances of its parts; that wa.s to
say, the falJ to l?ressure along the circuit varied from point to
point with its reststance. If the pressure at the engine-room be
maintained constant, the turning on or off of house installations
varied the resistance of the middle portion of the system, and
hence varied the distribution of pressure throughout the circuit,
and so varied the ditiereuce of pressure between the mains at the
lamps. More lamps being turned on tended to diminish t he
effective difference of pressure. It was essential to keep the
difference of pressure constant at the lamps, and not at the
engine-house. The plaintiff's invention conststed in using three
conductors instead of two, coupled up with two dynamos "in
Andrews' evidence concerning the use of
machines, wound for and having three termmals and used WJth
three mains which caused the surprise above referred to ;
Andrews sta'ting that in using the three wires, the third of wh1ch
-like the others-were brought back to the machine, been
found that by certain arrangements of the lamp c1rcw_ts the
automatic balancing which secured equal difference of poteott.aJ waa
arrived at.
HARDENI NG CIRCULAR CUTTERS.
Mn. G. F. HINKL'>S, of the St. Paul and DuJuth shops at. Glad
stone, :Minn., writes to Sparl:.s as follows :- On the subJect of
hardening ci rcular cutters of 4in. or 5in. diameters with knife-
cutting edge, a few remarks may be in order. These cutters try
the patience of the toolsmitb to_ an degree, while
losses from cracking and from p1eces break1ng out of the cutttng
edge are a serions item of expense. If. therefore I am t res-
passing upon ground a!ready co"!ered, I will offer or
two, based upon exper1ence, whtch may not only atd m obVt.atmg
mishaps with this kind of cutter, but also with other kinds of tools
of unequal bulk or of uneven shape, which would cool quicker in
one part than in another. One mode of treating these cutters-
so as to equalise their bulk as much as possible-is to drill
holes in the thick parts, and this is a good way ; but to
determine just where and bow many, and hew large the boles should
be to equally proportion the cubical contents, requires a degree
of judgment and mathematical ability beyond tbe limit of most tool-
smiths, nor can the smith always have at band a mechanical expert
to consult, and if he could, it is by no meaUB certain that the
latter would be correct in his estimation of what ought to be
abstractod to equalise the cooling process. I therefore take re-
course to the rul e of finger and tbu.m b, good horse sense experience,
a.s follows: I beat the edge of the cutter to the hardening beat, a
beat which I find to be surprisingly low on account of the reduced
area and the slow conduction of heat away from the edge through
the particles towards the centre of the piece. The next important
thing to overcome is tension, which can be done by distributing
proportionately the heat of the part that is required to be hard.
ovl.'r all of the portion that does not need to be bard. The object
of this is to lessen the risk of cracking in hardening by having the
steel act together throughout so as to render the cooling simul
taneous. To do this requires patience, care and good judgment.
I place the cutter on a long mandrel and rapidly revolve it
in a brisk fi re, in order that the edge may be brou_gbt to a
hardening heat before the body gets hot, and if the edge appears
to be $etting too hot, I extract or diminish the beat by means of
the dnp or by the application of wet waste, and in this manner I
humour the steel back and forth until I get it in the right mood
-and if it is not in the right h11mour, like people, it may suap. I
then dip in the usual way and as a general thing my cutter is
sound. Comments are in order.
'!'he editor of Sparks adds that it seems to him that this method
of imparting heat, by conduction from the circumference of a
cutter with its exposed edges, is fraaght with danger, unless
great patience, care and good judgment are exercised to prevent
the edges from getting too hot. The rapid rotary motion given
to the cotter is probably the secret of Mr. Hinkin's succeas.
TliB BATA\'lA EXBlBITION, 1893.-We have received a communi-
cation from the Executive Committee for the forthcoming I ndustrial
and Agricultural Exhibitioo at Batana, that on account of the
unforeseen great dema11d lor space, and consequent proposed
extension of the buildings, the opening of the above Exhibition
has been postponed from the 1st of May until the let of August,
1893; therefore applicatioUB for space may be sent in until let May
prox., instead of 31st of December, as first arranged.
EARLY NBWSPA.PERS.-Tbe Royal Commissioners of the World's
Fair, Chicago, have placed at the disposal of Mr. Henry Sell a
considerable apace for an exhibition of old newspapers of the
world, i.e., copies of the earliest dates obtainable. At the close
of the Fair it is Mr. Sell's intention to establish a permanent
free exhibition of old newspapers in London. Assistance is invited
from newspaper proprietors and others towards making the collec-
tion as complete as possible. Mr. Sell thinks that there are still
many copies of very early dates in existence that will be given to
the collection when it is understood that the exhibit is to be a
permanent one. Contributions-loans or gifts-of ancient news-
papers will be duly aoknowledged in a pri nted catalogue. Com-
munications on this matter must be addressed to Mr. Sell, Fleet-
street, London.
Nov. 11, 1892.
RAILWAY MATTERS.
MucH inconvenience has been caused in t he Canadian
grain trade by the inability of tbe railway companies to cope with
the glut of grain on ita way eastward.
A TRAVELLERS' accident insurance system, modelled
after the plans of existing railroad passengers' insurance companies,
has been devel oped by a Magdeburg-Germaoy-insurance com-
pany, and promises to become popular among tbe German travelling
public. The policies are to covttr not only rail road and steamboat
accidents, but also all misbaps encouotertsd in wagons, cabs, sleighs,
horse cars, and omoibuies. The range of the policies is to extend
from two days to ten years.
THE first train on the OverheAd Electrical Railway,
Liverpool, was r un on Tuesday, carrying the directors and their
friends. Tbe trip was very sahsfactory, the behaviour of the main
engines and dynamos being, we are informed, all that was
anticipated, and the experiments indicated a very successful issue.
There were presoot the chairman of the Railway Company,
Sir William Forward, and the whole of the directors, Mr. J. B.
Greatbead and Mr. Frauois Fox
6
the engineers. Tbe contractors,
the Electr ic Construction 'orporatioo, were represented
by Mr. Thomas Parker, who received the congratulations of tbe
whole of the party.
GREAT interest is being shown in the design and con-
struction, by the TbomsonHoostoo Company, of the electric
locomotives t o work the Baltimore Belt Line Tunnel. These electro-
locomotives are required to take t rains up a 40ft. incline, and the
trains are t o be of 1200 tons, hauled fifteen miles an hour, or
400 t ons bauleti thirty miles an hour. Tbe current is to be taken
from overhead conductors, of 8 square inches cr oss section, by
means of a trolley. The E.M.F. is about 700, and t he current for
each motor 1000 to 2000 The armatures are directly on
the driving tules. The driving wheels are 5ft. diameter ; speed,
thirty miles an boar ; electric horse-power developed, 1500; weight
of locomotive, 90 tons; drawbar poll, 40,000 lb.
PROl'ESSOR J. E. DENTON, of Stevens' Institut e of
Technology, bas been making experiments testing the
candle power of Pintacb gas and of 011 lamp3. The substance of
tbe report shows that Pi ntsoh gas is capable of affording an illumi-
nation of 40 candlepower, continuously, in an ordinary four6ame
lamp, without requiring anything more than the ordinary attention
to lamps br railroad ; whereas the latest impr oved Argaod
burners w1th oil, cannot be made to give more than 16 candles per
burner, and with the best for m of flat flame, double wick lamps, not
more than 8 per burner. This, says the Railroad Oa::d.te,
shows an average of 2! t o 6 times more illumination by the gas
than by the oil, and the teats further show that the heat gene-
rated from the oil is 60 per cent. greater than that from the Pintscb
gas.
A GENERAL classification of the accidents on American
lines in September gives tbe followiog:-
Colli Derail Otbor
slous. ments. accid' ts. Total. Per cent.
Defects of road .. .. .. .. 10 .. 10 6
Defects of equipment . . 9 . . 16 . . 4 . . 28 14
Negllgooce I.D opcroti.Dg .. 61 .. 17 2 .. 70 .. 34
UoloNllleeu obstructions . . . . 9 9 . 4
Uoexplai.D1ld .. .. .. .. 68 .. 38 .. 86 .. 43
llS 84 6 203 lOO
Thus out of a t otal of 203, derailments constituted 84, or 45 per
cent., and of these derailments no less than 39 per cent. were
unexplained.
IT appear s tha.t they a.re not yet tired of experimenting
with Storage Battery Cars in New York. Ten cars to be propelled
by electri c storage batteries are now being built for the Second
Avenue line in New York City. The system adopted is radically
different from others, and the entir e equipment, including
batteries, motors and plant, will be manufactured by the Waddell
Storage Battery Company. In an experiment made wit h this
class of car at Chester, Peon., the Engi'IW:T'ing and Alt ning Journal
says, during t he winter of 189192, the car ran 6000 miles. The
same has been done here, but they don't r un now.
The cars w11l be of regulation style, 16ft. bodies, palace finish and
of complete appointment. They are to be lighted by an auxiliary
set of batteries, so the light will be independent of grades and
variations of speed. The batteries a re t o be disposed under the
seats and contained in two long trays. They will be removed from
the ends and not from tbe sides. Each will be equipped with
two motors; either will be of sufficient power to haodlA the oar
under ordinary conditions.
THE labour trouble inconsistencies seem as great in the
States as here. An American contemporary says a singularly
aggravated instance of the folly of " organised labour " tonk place
last week on the lines of the Atcbisoo, Topeka, and Santa Fe. An
operator named Bar ker sent out a telegram signed by lllr. Ramsey,
Chief of t he Order of Railway Telegraphers, and declaring a strike
of operators on the whole syst em. The result was that the day
operators, having made the necessary arrangements to get trains
t o passing points, all struck, and the night operators also r efused
to go to work. For twelve hours the freight bUiiness of the road
was completely tied up, and 2000 operators were idle. Passenger
trains were kept moving by schedule, and it is said witb very little
delay. Mr. Robinson, vicepresident and general manager , imme-
diately endeavoured to get into communication with Mr. Ramsey,
but bad some difficulty in doing so. He finally secured an order
for the operators to return to work, and a statement from Mr.
Ramsey that the order to go ont was a forgery. The press dis-
patches added, "Barker has been discharged." We should
SUP.pose s!'. what a startling is of .the power for
evd that a put mto t he bands of the md1v1duals or little groups of
individuals who r ule those great organisations, and what a
instance it is of the surrender on the part of the great bod1es of
men of their liber ty of action. It is nonsense to talk about the
tyranny of capital so long as emplo) are willing to subject them-
selves t o the tyranny of t rade unions. They apparently have the
sort of treatment that they like.
THE record of train accidents on American railways
in "'eptember includes 113 collisions, 84 derailments and six other
accidents, a t otal of 203 acoirlents, in which 93 persons were killed
and 235 injured. These accidents are classified by the Railroad
Go.::ette as follows :-
Colllit.loos.
Cro&iog
Rear. Butting. 1111d Total
Tmina brooking in two .. .. .. 8 ..
lllsplaced switch .. .. .. . .. 6 ..
PaUure w glvo or obeorvo algnoJ . . 6
.
other.
.. 1 9
4 . 1 . 10
2 4 .. 12
6 .. 6
Ml8ceUaneoua.. .. .. .. .. .. 9 .. 8
7 . 24
21 .. 63
Unexplulned .. .. .. .. .. 16 .. 17
Total 0 .. 43 SG 118
Derailments: Broken rail, 3; loose or spr ead rail, 3; defective
bridge, 1 ; defective frog, 1 ; bad track, 2; broken wheel, 3 ;
broken axle, 6; broken track, 3 ; car, 2; loose 1 ;
misplaced switch, 9; uofastened sw1t.cb
1
runDlDg, 1 ;
track repairel'l' 1 bad loading, 1 ; dera1hog sw1tcb, 1 ; t oo sudden
application of brakes, 1 ; open draw, 1 ; animals on track, 2 land-
slide 2 washout, 1 ; malicious obstruction, 1 ; accidental obstruc-
tion '2 'maliciously misplaced switch, 1 ; unexplained, 33 ; total ,
84. ' Other accidents: Boiler explosion, 1 ; cars burned while
r unning, 1 ; various breakages of rolling stock, 3 ; other causes, 1 ;
total, 6. Total number of accidents, 203.
THE ENGINEER.
NOTES AND MEMORANDA.
THE shipping entering the Mersey was in 1800,
400,000 tona per annu m. It now 10,000,000 tons.
IN a. recent number of the Comptes Rendua is a paper
on the " Irrigation Canals of the Rhone," by M. Cbambrel ent
I N Greater London last week, 3596 births and 1901
tleaths were registered, corresponding to annual rates of 32 6 and
17 2 per 1000 of the estimated population.
TRE deaths registered last week in thirty-three great
towns in England and Wales corresponded to an annual r ate of
196 per 1000 of their aggregate population, which is estimated at
10,188,449 persons in the middle of this year. Bolton stood highest
with 269, and Swansea least with only 113.
THE international canal and river t ra..ffic between
France, Belgium and Germany was 3 012,637 tons in 1891, of
wbiob 2,125,407 t ons were impor ts, and 887,230 exports. Over
50 per cent. of the impor ts ia represented by combustibles from
Mons and Cbarler oi, while the exports are chieliy comprised of
goods for Bolgium.
BRASS is a. very variable metal, every maker having his
own mixtures and his own methods. A mixture of 4 of copper to
1 of zinc will give a mixture suitable for pump rods, and having a
tensile of about 14 tons to the square ioob. A tough
brass for eogme work has a composition of: Tin, 2; zinc, 2; and
copper , 13. 'l'bis allows for some loss of the more volatile metals
in the crucible.
THE total number of letters carried in France during
1891 was 570 millions, as compared with 312 millions in 1877. The
number of post cards during the same peri od increased from 30 to
4.1 millions, and newspapers from 192 to 300 millions. 'l' be
number of letters per inhabitant in France is only nineteen,
whereas in England, where the postage is only one penny, the pro-
portion is forty-three.
FoR the preparation of a. so-called artificial gum a.rabic
t he Reo. <k cldm. indwt. - tbrougb Rt:mldu, 1892, No. 13
the following process: 10 kilogrammes linseed are
bo1led with 80 kilogramwes sulphuric acid and 100 liters of water
for three or four hours. 'rbe liquid is then filtered and foor t imes
its volume of alcohol is added. The precipitate is collected,
wa.sbed and dried. The product is amorphous, colourless, insipid,
and gives with water a thiCk mucilage.
I N London, 2767 births a.nd 1491 deaths were regis-
t ered last week, or 11 above and 112 below the average number in
the corresponding weeks of tbe pa.st ten yea rs. The annual death-
rate per 1000 from all causes, which bad been 171, 177, and 185
in the three weeks, fell last week to 18 2. During the
four weeks eodmg on Saturday last the deatbrate averaged 17fl
per 1000, being 12 per 1000 below the mean rate in the correspood-
mg periods of the t en years 188291.
RECENT experiments made in t his country show that the
introduction of pore oxygen in the glass melting pot facilitates the
melting, and an economy in fuel is claimed. The gas is introduced
into the crucible t hrough a platinum tube, which terminates in a
spiral per forated on ita under side, The gas is at first introduced
very slowly, the quant ity being gradually increased toward the
last. It is said that tbo effect is to hast en the operation, which
permits of an increased number of meltings per pot, and giving a
glass free from bobbles.
THERE has just died in Rome a. well-known French
engineer, M. Alexaodre Brisse, whose name is chiefly associated
with an important drainage undertaking in Italy. M. Brisse was
born in Paris in 1820. Be undertook to drain the celebrated lake
Fuoioo, on which the Emperor Claude held naval combats, an
amusement which cost tbe lives of several thousands of com-
batants. The work involved au expenditure of 1,200,000, and
provided the owner, Prince Corbooia, with 15,000 hectares of land,
wbicb bas long been in profitable cultivation.
A suBSIDENCE took place last week in the Warren,
near Folkestone, similar t o a number which have periodically
occurred in the same locality. The most serious subsidence took
place fi fteen years a!Z'o, when a slip fell from the face of the cliff,
and filled up tbe SoothEastern Railway cutting, killing two men.
The presoot slip is in Wear Bay, where the chalk cliffs dis-
appear, and a substratum of gault crops up and forms the surface.
A cottage narrowly missed being taken with it. It is about five
hundred yards south of the South-Eastern Railway.
A NEW theory with regard to the glacial drift was put
for ward by Mr. be Ranee, of the Geological Survey, at tbe
meeti ng of the Manchester Geological Society on Tuesday. Mr.
De Ranee stated that the result of his investigations in the western
slopes of the Pennine, as to t he glacial drift, had led him with
some reluctance to adopt the view, that the erratic blocks derived
from South-West Scotland, a nd the Engl ish Lake District, with
broken sboll fragments occurring up to 1330ft., were r emnants left
by land ice, extending across the country, and filling up the valleys
with "lobes" of ice to t hat level, and were not deposited during
a period of ' submergence," as formerly held by bim.self and others.
A RE-DETERlliNATION of the mechanical equivalent of
beat has been made by 1\1. C. Miculescu at the Sorboone. The
method was that of water friction at constant temperature. The
liquid was enclosed in a cylindrical vessel with three envelopes.
Water was kept circulating round the innermost one at such a rate
that the difference of temperature of the water at entrance aud
exit was constant as measured by a thermopile. The beat tboa
derived from the water inside could be estimated by the quantity
of water passed through. The water inside was stirred by vanes
mounted on an axial shaft kept rotating by a Gramme machine of
1-borse power running at 1200 revolutions per minute. The expen-
diture of work was measured by making the whole apparatus its
own dynamometer. It waR suspended so as t o turn round tbe
common axis of the stirrer and the motor. The resistance met with
by the former tended t o turn the apparatus in the direction of revo
lutioo of the latter. It was kept stationary b! a weight attached
to an a rm exerting a measurable fialure says: " The
mean of t hirty-one values ranging from 42621 to 42712 was
42670 in kilogrammetres per callrie, or 41857 x107 ergs. For
tbo normal scale of tbo hydrogen thermometer this would be 42684.
This is lower than the usually accepted figure."
PROFESSOR W. CRooKEs a.nd Professor W. Odling, in
their report on the London Water Supply for the montb of
September, are able to give an excellent account of the 182
samples which they analysed. All were found to be perfectly
cl11ar, bright, and well filtered. In respect to the smallness of the
proportion of organic matter present, the character of the water
furnished by t he seven companies continued to be entirely satis
factor y, the mean amount of organic carbon in the Thames-derived
supply, for example, being 118 pa rt, and the maximum amount in
any single sample examined being but 145 pa rt in 100,000 pa.rta of
the water-numbers practically identical with those of the previous
month, or 116 part for the mean, and 152 part for the maximum
amount. The average for the past six months, in the cue of the
Tbamesderived supply, has amounted only to 116 part of organic
carbon in 100,000 parts of the water, with a maximum, twice met
with, of 162 part iu any individual sample. The authors of the
report do not expect that with tbe coming on of autumn and
winter this low average will be much longer sustained. They note
that the water suppl y to London is habitually at its best during the
hot season, wbeu a high quality of the supply is more especially
oalled for.
411
MI SCELLANEA.
THE name of the makers of the Green's Lubricator for
solidified oils, illustrat ed in our impression of the 28th ult., is
W. J. Edwards and Co., not Edmuods and Co. as given.
AN order for a. new cruiser, to be called the Casaini ,
biUI been given by tbe French Government to the Forjles et
Chaotiers de la M6Jtterranl!is. I ts cost is estimated at 200,000.
A."' excellent likeness of the la.te Cyrus W. l''ield, who
was born in Stockbridge, Massachusetts, in 1819, and died in New
York on the 12th of July last, appears in t he Elearicw.n of a
recent date.
ON the occasion of the Chicago Exhibition dedicatory
fGt6s, commemorative medals were distributed to the artists,
architects, and to four engineers on Mr. Burnbam's staff.
engineers who received the medals are : E. C. Shank land, chief
engineer; J. W. Alvord, engineer, grades and sur veys; W. S.
MaoHarg, engineer, water s uprly and drainage; Frederick
Sargeot, electrical and meobaoioa engineer.
WITH reference to the notice which was published on
the 20th ult. relative t o the invitation issued by the Bulgarian
Government for tenders for certain works in connection with tbe
constr uction of a new harbour at Bourga.s, the Secretary of State for
Foreign Affairs has received from her Majesty's r epr esentative at
Sofia a t ranslation of a further official notice that tbe
adjudication of the tenders has been postponed to March 12th, 18fl3.
IMPORTANT works a.re likely to be commenced shortly
at llavre, in order to render the por t accessible t o large ocean
steamers during six hou.rs of every tide, and to enlarge the entrance
to the harbour. The proj ected improvements also include a long
pier to run far out to sea. The t otal cost is estimated at twenty-
seven million francs, of wbiob, eays, the Chamber of
Commerce bu 1voted one-hal f as a subsidy, to be paid to the
State within eight years from the commencement of the work.
TaE trustees of the River Weaver Navigation a.re about
to apt>lY for Par liamentary powers to connect the fi xed bridge over
the nver at Nortbwiob into a swing bridge. This is rendered
necessary by the continued sinking of the ground in the neigh-
bourhood, owing to t he abstraction of brine, while the improve-
ments carried out have enabled larger craft to than could.
fi nd accommodation formerly, and these wLen light are unable to
pass freely under the bridge, and unless the navigation is to suffer
damage, the change to a movable bridge is inevitable.
ON the 4th innt. the Lord Mayor attended at Smith-
fi eld Market to inaugurate the lighting of the markets by eleo
tricity, wbicb has been carried out by Messrs. J ulius Sax and Co. Be
said be the Corporation of London n.igbt be deservedly
proud of being the fi rst fublic body in the world t o have its markets
lighted by electricity. 'I be markets were increasing in usefulness and
importance every day. The weight of goods received during the
present year was 8332 tons in excess of the corresponding period of
last year. The number of incandescent lamps to be fitted on the
premises of tenants in the markets reached 12,000 of from 15 to
60candle power each, aud the main avenues would be lighted with
100 lamps of 50candle power each.
CELLULOSE is now being used a.s a. covering or protect-
ing shell for bott les. It is intended to take the place of the straw
covering& at present in very general use. Sheets of common
cellulose are stamped with fair ly deep indentations, oval in shape,
about lio. long, le88 t han wide, and about the same distance
from eaob other. The sheets are then cot into strips of the length
of a wine bottle, and sufficiently long to go twice round it. They
a re t hen rolled round the bottle with the hand, so as to form a
double shell, and a re fastened together near the top and bottom
with a metal sprig, so that t here is a double protection to the
bott le. Tbe ratsed surface is outside and the indentation within,
the protuberances resembling cocoons in shape and size. The
indentations are so made t hat when the cellulose is rolled t ogether
they do not all fit into each ot her, but generally opoo the ftat
surface. Tbu.s great elasticity and power of resistance are given
to the shell when on the bottle, so that it can be thrown upon the
floor on ita side without breakinJt, and the same resistance is
offered when t he bottles are packed. The cove ring also fits
tight ly, and does not lose the bottle in handling. Besides this
saving in breakage, it is said t hat bottles covered with cellulose
can be packed more closely than with straw, thereby saving boxes
and freight. It is perfectl y clean, more durable than straw, aud
is a non-conductor of beat. The cellulose shells in Mayence coat
about 6s. a thousand more than st raw, but otherwise they are in
every respect more economical.
THE Geneva correspondent of the Econorniate .F'ran(jaia
states t hat tbe increase in the number of telephone lines since the
new tariff came into operation, abuut two years ago, has been very
remarkable. Previous to t hat, there were 61 telephone lines, with
6944 speaking stations and a revenue of abc;ut 44,000, the annual
subscription being 6, with no limit to tbe number of conversa-
tions. The new tariff lowered the subscription to 3 4s.-80f.-
aod t he result is that at the beginning of the present year there
were 101 telephone lines, with 12,595 speaking stations, this being
equivalent to an increase of 81 pe r cent. The length of lines ia
3226 miles, while there are 13,340 miles of wires, the principal
lines being those of Geneva, 2176 stations ; Zurich, 1712; Basle,
1522; Lausanoe, 806; Berne, 753 ; and St. Gall , 596. The total
number of messages between residents in the same t own was
6i millions, while there were 687,000 conversations exchanged
between different places. The new law stipulates that each sub-
scriber shall be entitled to only 800 conversations in the course of
the year, and pay a halfpenny for each one over that number, but
over 78 per cent. of the subscribers kept within the prescribed
limits. Although the total receipts amounted to 65,400, the
expenses incurred in putting down new lines and increasing the
staff were so great that the net receipts were about 4 per cent.
less t han in the year {>revious to the of the new law, but for
all that the profit denved by the State is so large that these ex-
penses will soon be paid off, and a surplus will soon be available.
TaE great incandescent lamp litigation in America was
ended on Ootober 4th by a decision of the United States Circuit
Cour t of Appeals, t he Court of laat r esort, sustaining the Edisou
patent No. 223,898, dated January 27th, 1880. The opinion, pre-
pared by Judges Lacombe and Sbipman, lays stress on the practical
results achieved by the invention, and holds that substituting a
carbon filament for tbo platinum wire described in Edison's F rench
p,nteot of 1879 was a patentable improvement. Tbe opiuion says:-
Edisoo'a invention was practically made when he ascertained the
heretofore unknown fact that carbon would stand high temperatures
without disintegration, even wl!en very attenuated, if operated in a
high vacuum." This decision is the last of three important ones
all of which have sustained tbeEdieon patent. The fi rst was delivered
by Justice Bradley, of the United States Supreme Court at McKees-
port, Pa .. in 1889. The second was banded down by Judge Wallace,
of the United States Circuit Court, a few months ago. The
Edisoo Company will be entitled to a heavy accounting from manu-
facturers of incandescent lamps for past profits, but the patent
has a little ove r four years more to run, ao t he public will not have
to pay increased prices for lamps very long, if the prices are raiaed.
Anot her important electrical patent case decided on t he same day
by the court was that of the Brush Electric Company
The ElectCIO Accumulator c.ompaoy' in wbich plaintiff's
patent, No. 337,299, wu sustamed. The defendants 10 the case
owned the Faure patent, dated January 3rd, 1882. These two
patents wero the subject of an interference case in the Plltent-
office1 but tbo Brush patent was finally granted. Tbe patent thus
susta1oed is a fundamental one. Another patent of tbe Brush
Company, No. 266,090, involved in the same suit, was held by the
cour t to be not infringed.

412
THE ENGI N EER.
Nov. 11, 1892.
STEAM F ! RE E N GI NE FOR THE BOMBAY F I RE BRIGADE
MEHHYWEATHEit
1'<""766
NEW STEAM FIRE ENGINE FOR TilE BOMBAY
FI RE BRIGADE
TnE firo engine illustra ted is one of a series of five recently
made by Messrs. Merryweatber and Sons for the Bombay
Municipality. In general design it is similar to those con-
structed by them for the Metropolitan Fire Brigade, but of
greater capacity. In order to reduce unnecessary weight the
usual gun-metal di stance piece between the pump and cylin-
der is replaced by three turned steel stays, the two upper ones
carrying the crank shaft bearings. The bent. crosshead, a
speciality of the makers, is used, so that whtle the whole
machinery is short and compact, e. long connecting rod is
admissible, which insures much freer running than could be
obtained by e. slotted crosshead or other arrangement usually
used to shorten up the engine. A twenty foot length of
suction, not shown, is carried on the engine, always attached
to the pump, and the delivery outlets are fitted for improved
instantaneous couplings.
A light fly-wheel of largo diameter is provided in order
that the engine may be worked at slow speed if required.
The outside of the pump is triangular , and the two side
covers are made removable in one piece with their respective
valves. The pump is also fitted with e. bye-pass in case it is
required to work from a limited water supply, or through
l ong lines of hose. A largo hose-box, forming seats for fire-
men, is fitted on the front of the engine, and the whole of
the machinery is accessible from the back, so that the stoker
can attend to the fire and the engine without moving from
his post in the rear.
Our illustration shows the various points alluded to, and
tho whole forms a light, powerful machine, and is capable of
delivering water under high pressure, 360 gallons per minute,
and this series of engine will form e. valuable addition to the
Bombay Fire Brigade. Engines of the Metropolitan type
have also been constructed for the K.idderpore Dockyard, the
Government factory, Dum Dum, Gordoo Mills, Calaba Jute
Mills, Rajah of Nepaul, Japan Admiralty for Yokohama,
and numerous other departments and towns at home and
abroad.
THE TALLEST WROUGHT IRON CITIMNEY IN
GREAT BRITAI N.
TuE annexed illustration is lrom a photograph of a largr 1
wrought iron chimney, erected at Darwon in North Lo.nca-
1
shire, by the Pcarson and Koowles Coal and Iron Company,
of We.rriogtoo, for the De.rweo and Mostyn Iron Company.
It was designed by Mr. J. T. Smith, of Rhine Hill, Strat.ford-
oo-Avon, and the Pea.rson and Knowles Coal and Iron Com-
aoy, to supersede brick stacks of the ordinary description,
which wcro used for carrying off the gases from the blast.
furnaces of the Darwen and Mostyn Iron Company. Thi,
chimney is 275ft. high from foundation to top, and the tallest
iron structure of its kind in Great Britain. Shortly after
erection, and before more than half the lining wa.s in, it witl>
stood without injury, and in e. perfectly satisfactory manner,
ono of the severest gales experienced for many years.
Tbo following are a few goneroJ particulars of this chimney.
As stated above, tho total height, including foundation, is
275ft.; height from bottom of base plate to top of chimney.
260ft. Gin.; distance from bottom to top of cone, 28ft;
distance from top of cono to top of chimney, 232ft. Gin ;
taper from bottom to top of cone, lOft. Gin.; taper from top
of cone to top of chimney, 6ft.; number of tiers of plates, 66;
total number of plates in chi mney, SOS; diameter of base
plate, 27ft. Gin.; base plate made in six segments; number of
ri vets used in construction, 17,000; twel\'e foundation bolts,
16ft. 3in. long, by diameter, with swelled o.nd screwed
ends; total weight of ironwork, 114 tons 7 cwt.; thickness of
brick lining at bottom, Ht. Gin.; thickness of brick lining
at top, Sin.; time occupied in erection of ironwork,
11 weeks; total weight of chimney, including foundationsa.nd
lining, about 1100 tons; tolal weight of a brick chimney same
height, over 3000 tons.
This system of construction, for chimneys about the same
height, has many advantages. These should receive the
careful consideration undoubtedly duo to thom by all
interested in the subject. In the first place, there is a saving
in the cost as compared with e. chimney of si milar height
built in any other manner. The timo occupied in erection is
also much shorter, and, under certain circumstances, this
""
=- -

WROUGHT IRON CHIMNEY AT DARWEN
must be e. considerable advantage, especially as the work is
not afTocted or stopped by frost. lt is well-known that the
uncertain and imperfect nature of ground upon which a
chimney may have to be constructed is often a source of
grave anxiety to owners of chimneys, architects, and builders.
If, theroforo, e. reduction from the ordinary weight can be
effected by building with iron, without at the so.me time in
any way impairing tho margin of safety, this should be a.
recommendation to the system. It is proved that i ron
obimneys e.re of much less weight. There is also the satis-
-
faction of knowing that chimneys built in this wo.y arc
necessarily free from the. to sudden collapse! and. to
cause accident by matcrta.l falhog from them, due m brtck
chimneys to the cracking and displacement of the external
surface, caused by tho high temporo.ture of the gases, or
defective workmanship. An addttional advantage of this
form of construction, to the Darwoo and 1\lostyn Iron
Company, is the freedom from damage, to their chimney by
excessive heat, produced in the manufacture of ferro
manganese. . .
In America there arc mo.ny wrought uoo chtmneys erected
in connection with different works. The Pennsylvania Steel
Company have no loss than eight such chimneys, varying in
height from 110ft. to 170ft. Cleveland Rolling
Company, Ohio, has ono 213ft. htgh. In and Russta
iron chimneys arc also used. M. )l. Schnetder and Company
havo one at Creusot, France, 280ft. high, and !llr. Bhekoldin,
of Kinesbnia, Russia, has ono at his paper mills, 170ft. high.
Thero are also several smaller chimneys of the same kind in
this country, in addition to that at Darwen already described.
The Pearsoo and Knowles Coal and Iron Company, Limited,
has seven, varying in height from 50ft. to 87ft. The Acklam
Iron Company, Limited has two, 165ft. high, at the Acklam
Iron works, near Middlesbrough. There is one at Messrs.
B. Heath and Sons works, Stoke-on-Trent, and also at the
Nine Elms Cement Works, and several at different ironworks
in the Middlesbrough district.
The tallest brick chimney in the United Kingdom is o.t
Glasgow. It is 468ft. from bottom of foundation to top of
coping; diameter outside at ground line, 32ft.; at top, 13ft. 4in. ;
thickness of brickwork at bottom, 5ft. 7io.; at top, 1ft. 2in.
No piles were used in the foundation ; the blue clay upon
which tho chimney was built proving satisfactory. One
million and a-half bricks 'vero used in its construction, and
the time occupied about three years. Total weight, about
8000 tons; total cost, a bout 8000. The next tallest chimney,
also at Glasgow, is 455ft. 6in. from bottom of foundation to
top of coping; outside diametere.t foundation, 50ft ; a t ground
line, 40ft; at top, 13ft. 6in.
A short account of the successful demolition of a tall brick
chimney may bo interesting. Some years ago tho tall circular
brick chimney at )fessrs. Muspratt's Chemical Works,
Wa.rrington, 406ft. high, 46ft. dtameter at base, 17ft. dia-
meter at top, was destroyed by gunpowder. The works
having been moved to another locality, the chimney was not
required. l\Ir. Stcphco Court, engineer and architect to the
St. IIolons Canal and Ho.ilway Company, superintended these
operations. .\. number of boles were dug round tho ba.se, and
fourteen charges of gunpowder inserted. These charges were
fired at 2.30 p.m. );ioe charges exploded without any
apparent damage to the stability of the chimney, but tho
report of the tenth had no sooner been heard, than the
chimney was seen to be rent from top to bottom, and tho
hugo mass disintegrated from the ba.se upwards. Tho
chimney fell Yery nearly within tho circumference of its own
base. No accident occurred.
\\'o understand that a steel chimney, 350ft. high, is now
bciug constructed at Lho Chicago Exhibition.
E:>Gl!\EERl!\0 STtDl::>T:) Cu,n, NEWCA TLE os-T\Ns.-A meet-
ing o_f t his was beld at tbe Durham of Science on the
ovontnp; of November 1st, wben Mr. E. Towers
1
jun., read a paper
on " Hydranlics." The chair wns occupied by Mr. E.
son. Commencing bis pnper with the early applic:ltion of water
power to ns in the Tromp-blower and Brabma pres..",
and after treatmg generally on hydrostatics, be went into a detailed
of hydraulic machinery in connection with docks.
Starttng w,tth the nceumulator, the lectur.er treated very fully the dif-
feren.t destgn_s and arrangements of ongtnes, pumps, cranes, hoist!,
&o., tllustrattng the same by numerous lantern slides and diagrame.
A.n interesting discussion followed, and the usual vote of tha.nks
to reader of tbe paper and the chair terminated tbe pro-
ceedtogs.
B 0 G I E
TANK ENGINE, LONDON AND SOUTITEND RAILWAY.
\\': publish above an engraving of ono of several locomotives
recently constructed by Nasmytb, Wilsoo, and Co. , of
chester. We reserve our description until next week, when we shall
publish sectional drawings of these engines.
SOCIETY OF ENGI NEERS.
.\ T a meeting of tbe liociety of held at the Town lllll,
Wos.otmiMter, on Monday 7th November, 189'.2, Mr. Joseph
Walliam Walsoo, juo., pre.,ideot, in the chair, a paper was read by Mr.
W. H. Hol ttum on "Tbe uao of Steel Needles in Driving a Tunnel at
C'ro-."
Tbe author alluded to the advantages derived in the traffio
to and from tbe L')ndoo terminus of tbe Great Nor thern lhilway, in
consequence of tbe execution of an additional tunnel, with approacbos,
opened tbia year for goorla and p!L8Sonl(er traflio.
The new tunnel is on the western aide of tbe two older tunnels, the fi rst
of wbicb \II'U built io 18!)0. J n lenjl'tb each ia 5:!7 yards, the inverts
throughout resting on the tolid blue clay of tbe '' l.ondon Cloy" formation.
'fbe two newer tunnola have a clear width of or Ht. more than
the original central tunnel. Samilar conditioM obtain for the three
tunnel, and they plS81 in a northerly direction, lenl beneath the Regent's
TANK E X GI N E, L ON DON, T I LB UR Y, AND RA IL\VAY
CON::iTRUCTED BY WILSON AND CO.,
Canal, which is supported npon cast iron crown plates carrying tbe clay
puddled bed or t be canal: thence tbe rail gradients rise 1 in 371 a nu 1 in
75 up to tbe North faces. In tbe recently completed tunnel an oppor tu-
nity presented itself for tbe introduction of a novel method for worl..ing
out tbe excavation beneath steel bars, or noodles, having a thickness or
only 2in. in place of the ordinary timbering, which generally requires
18in. excess of excavation a round the extrado11 in order to build the a rch of
tbe tunnel. Tbe fin1t needles used wore those patented by Messrs. Jeo-
ninga and Stanna rd. 'fbe author described tbe form and method of
driving tbeso noodles by means of ecrewjacka: also the various contrivances
used to fill up tbo 2io. annular apace left over tbe tunnel wben tbe
fortfard movement of the noodles began, and the plan, ultimately adopted,
of running fine cement concrete along chases left at intervals within
tbe outer ring of the tunnel arcb, whereby tbo chase 118 well as the apace
behind tbe advancing needles became filled with an imperishable material,
and tbe subsidence of tbo surface of ground Wl181 reduced to a minimum
not worth any aorioua consideration, altbougb beneath tbe busy yard
traffic which uninterruptedly continued during the oonatructaon of tbo
tunnel.
Reference was made to tbe uae of trussed sills, instead of tbo usual
long rakera, to tbe upper sills of the face timbering, wbicb bad the advan-
tage of lllaving tbe temporary roads of tbo tunnels lou obstructed, a.s
well118 having no raker boles in the invert to 611 up afterwards. Another
introduction, dotigned by E Duncnn, to obviate a tendency tbe noodle
had, at times, to drop out of place, wall that of interlocking tbe needles
eo as to furm an alm,st solid steel r ovliog of 2in. in thickness. These were
worked northwards from Nos. 1 and 2 shafts, whilst tbo earlier needles did
duty aoutbwarda from Nos. 2 and 3 sbafta, in lenatha averaging 6ft.
W bore under pinned pien1 interposed within the area of tbo proposed
tunnels and prevented further drivaog, tbe steel needles were removed and
timber bars were to, and built in as tbe work proceeded.
In conclusion, tbe author referred to tbe evident economy of tbia new
method of driving tunnels, or cui vorts; and be considered that engineers
would find, among tbe various conditione under wbiob tunnelling waa to
be executed, that this new method ba.s a large apbero of usefulnoaa in
effecting both economy and good workmanship.
'rbe for the King's Cross Tunnel worka was Mr. Richard
.Jobnaon, M. Inst. C.E., and tbe contractor was 1\Ir. Henry Lovatt.
1'HP. BrnmNOHAM As.-,ocrATION Ot MCIL\NlCAL ENOr:>P.Ens.-Tbe ordi-
nary monthly meeting of tbe above Association Wl18 held on Saturday last
at the Midland Institute, Birmingham. Tbo obai r was taken by Mr.
A. Driver, president, and the vice-chair by Mr. J. l!'loyd, vice-president.
About sixty members were present. After tbe ordinary business bad
boon transacted, including a grant from tbe funds of 10 for tbe benefit
of tbo family of a deceased member, a paper was read on " Steam
Engiuo Indicators" by Mr. J3anoroft, which was illuatrated by tbe lantern.
Tbo various for ma of in were shown on the acreen and by
models, at tbo conclnsion of wbiob a hearty vote of thanks was to
tbo lecturer for bis interesting poper, wbicb having been duly acknow-
ledged, tbo proceedings were brought to a cluse.
N.\\'.\L Ex(aNEBn Atl'orxnr E::O.'TS.-'l'he following appointments bn vo
been made at tbo Admiralty :-lo'Jeet engineers : Elijab '1'riokor, to tbe
Jllercury, and Gaorge T. Craddock, to the Galatea, to date November litb.
Staff engineer : John F. Ryder, to tbe Pembroke, additional, to date
November 8tb. Chief engineer : Georgo B. Alton, to tbe Devastation, to
date November 8th.
JAMES LBCTIJRE.sHH' Ot JNI\TtTt'TlON 01' Cn tL ENor-
NEBns.-As a sequel to tbo presentation to tbo members, two r,ean ago, of
a portrait of Mr. lt' orreet, the secretary, a fund was subscrabod to per-
petuate tbe memory of his aervicos of nearly half-a-century to the
Institution and to tbo profOl!Sion. I n subsequent reports of tbe Council i t
was announced that the anbscriptiooa bad amounted to !Ji0, which sum
bad been permanently invested aa a trust fond, under the management of
tbe I nstitution. Mr. Forrest, having been consulted 118 to tbo disposition
o( the food, intimated that the endowment of a lectureship bearing bis
name would be agreeable to him. It wna thereupon resolved that
periodically somo peraou eminent in eoionco and should be
anvited to deliver tbo lecture, tbe details to be determined by tbo govern-
ing body of the Institution for tbe timo being. Tbo scheme being now
settled, the Preaident-Mr. Harrieon llayter-was able to announce to
tbo members nt tbo first meeting of the prlll!ent session that tbo inaugural
leotore would be llelivored by Dr. William Anderaon, F. H.S., on :\lay 4th,
1893. being tbo annivorory of Mr. Forrest'a election into tbe Jntitution.
Dr. Aoderson chosen for bis aut.Ject "Tbe Interdepend once of Abstract
Science and

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414
LETTERS TO THE EDITOR.
( We do MC /&.old ourstlvu rtlp()Mible for tJw opinimu of our
corruponden.ts.)
Jo'REE TRADE, FAIR TRADE, AND NO TRADE.
SIR,-1 do not wonder that "Trader " judged my last letter to be
"incoberent"-as to its "incivility" presently- if be really thought
be found in it grounds for reproaching me with being densely
ignorant of agricultural life in the United States, or for assuring
me that the American country peasant is not, and cannot be, a
large consumer of imported goods. In the whole of my letter there
is not one word claiming the smallest acquaintance with American
agricultural life, nor any hint that I expected the American
peasant to nse imported goods. To deny knowledge not claimed,
and to refnte a statement not made, is quite in "Trader's" beat
manner, but his manoouvre may have interest apart from the light
it throws upon his "civility," and his controversial methods. For be
may reall y believe, after a!l, that when one writes about English
goods being taken in exchange for American corn, one expects
tbnse goods to be used by the identical people who gr ow the corn.
The belief is nonsense, but he writes as 1f he held it ; and whether
he does or does not, plain speaking is equally called for. For
"Trader " is not wholly ; he can learn when he chooses.
Be provoked my first letter by the outrageous statement that " if
we want to buy corn, &c.-from the Americana-we must pay for
it not in goods but in gold. This we decline to do because we have
not got the gold, consequently we have to sell at reduced rates."
In reply, I pointed out that since we could buy corn el&ewbere,
and tbe American farmer wanted to sell, it was he, and not the
English buyer who must give way, with the resul t indeed that
the American farmer says he cannot make a living- a fact
which he correctly imputes to the McKinley tariff. The same
thing has been since excellently well, by "Nemo."
Now, in this week's letter I find "Trader" asking-having n
different object in view- " if it is a matter of life nod death to us
to sell our manufactures, why is it not the same for the American
farmer 1 Is it not just as imfortant to ber-America- to
sell her wheat as it is to us to buy it And more so, for we are
not dependent on the States for wheat , while they are absolutely
dependent on England for a purchaser." Excellent wisdom, by no
apt, if slightly ungrateful, pupil, but it is to be feared the truth is
that" Trader " knew all this just as well when his previous letter
wo.s written. It suited him then to establish an opposite position
1
and he based it without hesitation on the opposite statement, ana
all airily as no one kept his back numbers of TBB ENOLNl!BR.
When ''Trader " learns to write with ingenuousness, I will learn to
write with "civility "-that is, to treat him with respect.
Our mutual friend, Mr. Printer, in line 5 of my fifth ptlragraph
ball substituted "manufactured " for "unmanufactured " goods
1
.
and by the use of the word "of" for " if" after "nationa
wealth," in the last paragraph, he ball helped that "incoherency"
which has t roubled "Trader." M. H. R.
Surbiton, November 5th.
Sm,-Wben I did myself the honour of addressing you, I bad
no intention of entering into a prolonged correspondence in your
pages. It would appear, however, that my lengtby letter has not
satisfied some of your readers, and that they wish to bear from
me again. It is impossible to resist a claim so
Your correspondent, "M. H . .R., ball, I am sorry to see, failed
to understand the position which I take in this matter. He, bow-
ever, suspects that I am a Protectionist. I hallten to assure him
that I am in the ordinary sense of the word n a Protectionist,
nor a Trader, nor a Fair Trader. I regard the controversy
now on in your pages as dispassionately as I would r egard
the politics of the people of l'llars. I am only concerned to draw
certain deductions from facta, and as far all in me lies I do my
beat to refrain from all expressions of opinion concerning things
that I do not know. Certain events take place, certain opinions
are uttered year after year aod these things pass before me as the
pictures of a panorama, and I draw my deductions. They must be
taken for what they are worth.
The first fact attention is that all writers and spenkera
in the present day who deal with political economy are biased by
self-interest or education. A man who from his youth up has been
carefully trained in one Chool of. thought is not likely to believe
in the opposite of another scbnol. But, apart from all
opinion, let me state all a fact that in my experience I have never
met with a Free Trader who, himself in trade, derived direct
ad vantage from Prot ection ; nor a Protectionist who, being himself
in trade, suffered from the imposition of hostile tariffs. Of course
there may be exceptions, but I have not met them. Arguing,
therefore, by analogy, I conclude that a "Leeds Trader " has been
hurt in his pocket by hostile tariffs, and that" 1'11. H. R." is in some
what the same position.
Neither the one nor the other writes dispassionately, but as the
partisan of a system. I do not for n moment dispute their right
to do this ; only it follows that what they have to say must be
taken with 9uali6cation. In truth, if we study the literature of
the eubject, 1t will be found that it has all emanated from theorists,
who have left out the human element in their considerations, or
from men who have been prejudiced on one side or the
other, either by personal experience or education. It is extremely
difficult to get men tbus bias8ed to put themaelvoa into the place of
a man like myself, who all politicoeconomical questions
with as much sentiment as be does Euclid's elements. Yet it may
be possible that both sides, both combatants, may be led to believe
that neither is the exclusive possessor of sound and wholesome
views. So much premised, I shall now proceed to consider certain
points which themselves to me all worth enlarging upon a
little.
I n the fi rst place, then, I would point out that there is no such
thing as abRtract righteousness or wrongfulness about Free Trade
or Protection. They are eimply means to no end, and they have
no more concern with politicoeconomical moralitr than has an
isosceles triangle. Writers o.nd speakers on the subJect co01tantly,
if not invariably, lose eight of this central t ruth. Going into
detail, we find that they continually preach the doctrine of cheap
ness without any clear recognition of the meaning of the word,
which is purely relative i and one of the principal advantages
olaimed for Free Trade 1s, that it "makes things cheap." But
here again it mOBt be urged that cheapness in the abstract is not
necessarily a good thing, and in pract1ce it may be a very bad
thing. Indeed, all past experience shows that when food is very
cheaP. national progre_ss ceases. Thus,
diatnbntions of corn 10 Rome were a pr1me factor 1n bnngmg
about the ruin of the nation. In our own times the effects of
cheapness of food- the potato-were diEo.strous to Ireland. Alike
in portions of Spain, Italy, and in the Sandwich Islands we find
cheapness of food removing all that stimulus to exertion on which
national for ita Free rn:tde i.s not
necessari ly destrable m 1tself and by 1taelf. Wbetber 1t 1s or 11 not
ia a matter which depends for settlement on numerous, and often
times conHicting conditions. Thus Protection may be a good
thing for the United States, because ita and, even
now enormous population could not if they would, and would not
if they could, find sufficient employment in agriculture. Protection
builds np manufactures and attracts capital; it stimulates inven
tion; it developes geoina; it produces a type of man in every wa!
superior in brain power and intelligence to the plodding agn-
eulturist. Even if it were granted that all the requlSite conditions
for advance in civilisation would come of themselves without the
extraneous aid of Protection, the process would be slow; and the
nee of Protection to hasten it is perfectly legitimate; nay, more,
it ie commendable.
In an old country, on the other band, like GI'OJ\tBritain, already
possessing manufactories, intellect, skill, and mechanical genius
absolutely unriTalled elsewhere, it was necessary that the imports
THE ENGINEER.
tion of food and raw material of all kinds should be perfeetly free.
The national ends to be attained, the national policy to be pur-
sued, aro totally unlike in the two countries, and what ia good for
one may be tbe worst thing possible for the other. Here we see,
then, tbnt to talk of either Free Trade or Protection all being in
the abstract good or bad, is utterly absurd. There is in truth no
such thing as abstract good or bad in the world, simply becallse-
as has been observed before in your columns Sir-there is no such
thing as an isolated phenomenon. Your readers will see tbat, bold
ing such views, it is utterly beside the mark to ask me if I am a
Free Trader or a Protectionist. Of course I am either, neither, or
both. The true point to be discussed, the subject claiming atten-
tion, is of quite;a different order from any hitherto bandied by your
correspondents. It is, whether the end sought to be attained by
the ado,ption of a F ree Trade or a Protectionist policy is Wl)rtb the
cost. For it is certain that neither policy can be adopted without
the sacri fice of something which is given unwillingly or willingly,
unwittingly or wittingly, for something else. Thus, for example, we
undoubtedly discourage agriculture by permitting tbe importation
of wheat and beef free. Is the gain to manufacturing interests
worth tho cost 1 How will the national books balance 1 Which
course will contribute most to the prosperity and happiness of Great
Britain 1 This is the crucial point. It would be quite foreign to
my policy, quite out of all keet>ing with my mental attitude, to.
express any opinion on the subJect- I do not know. I do know,
however, that-as I have already pointed out-it is comparatively
easy for a great nation utterly to ruin home agriculture ; and I
gave in my first letter my authority for this etatement, and I repeat,
that I see a remarkable analogy between the progress of events in
this country and in I taly some 1800 years ago.
The controversy in your pages, Sir, seems to be narrowed very
much to the question, whether it is or is not desirable that a tax
should be put upon corn imported into this country. It is a very
old subject of dispute. Of course the main question admits of
almost infinite separation into more or less distinct collateral issues.
For the moment it will be advisable to confine myself to the
question of free or taxed corn, and I would urge on your corre-
spondents the necessity of making certain of their facta, very
erroneous notions being the rule instead of the exception. The
Free Trader maintains that it is essential that corn sbonld be
admitted free to this country. That is quite justifiable ; but he is
not justified inassertingthatitacbeapness and ita plentyaresolelythe
result of free imports. This is like many other statements, a half,
or perhaps not more t han a quarter, truth. Ooe reason why
corn is cheap is the cargo steamer-the ocean tramp ; another is
the American railway. But there are other causes affecting the
price of grain. On the let of February, 1849, the Corn
Laws were abolished. The main lever operating to bring about
this end was the Irish famine, and it may be worth while to
mention bore that the first cargo of maize-l ndian corn-tbatever
entered Ireland wall imported by a flax spinner living at Santfield,
in the County Down, about the year 184.7.
In the year that the Corn Laws were abolished we imported
4,802,475 quar ters of wbeat-I shall not trouble yon with the
importation of other grain- and the average price for the year Wall
44s. 3d. per quarter. The following year it fell to 40s. Sd. , but
the quantity imported was only 4.,830,263 quarters. In 1851 the
price dropped to 38s. 7d., and the quantity imported was
5,330,412 quarters. I will not weary your re&ders with figures,
but hasten on. In 1855 the importations fell to 3,211, 760 quarters,
although the price rose to 74.s. 9d. per quarter. In 1862 we im-
por ted more wheat that we want this year, namely, 11,528,000
quarters, and yet the price was 55s. 2d. It is eMy to see that
causes, beside which a moderate import duty on corn sinks into
entire insignificance, operate to fix the price of wheat Your
readers can trace for themselves the cause of the fluctuations
which I have named. 'l'hey will see, for example, bow important is
the part played by war.
Now I think that it is impossible to read what F ree Traders say
without perceiving that they regard a tariff as certainly fixing the
price of corn. They appear to say, for example, that with a duty
of 5s. on corn it most invariably be 5s. dearer than it would be
without it, and that any such increase in price must be diso.strous.
I do not express any opinion on the point, but I assert that the
pllSt history of the wheat t rade shows that it is liable to very
extensive fluctuations in price, and tbat Great Britain has not
suffered in consequence. Wbetber history will or will not repeat
itsel f in this respect your readers must settle for themselves. It
seems to be quite possible that even with a 5s. import duty wheat
might be cheaper than it is now, and that without an import d'?-ty
it may be 10s. a quar ter-or even more-dearer, but I find noth1ng
in the past to lead me to think that either event would do any
measurable harm to the manufacturing interests of Great Britain.
Turning now to another point, I find that your oorrespondonta
are well disposed to admit that Protection does not r educe the
volume of trado. This is a very remarkable admission ; one that
was never heard of a few years ago. We are told now that the
worst tariffs can do is " hamper" t rade. Thia is a specimen of a
mode of expression which I very much dielike. I have not the
least cer tai nty of what the word" hamper" is intended to convey,
and I much doubt that those using tbo word are any wiser. I
suppose that it means that the working of the machinery for
collecting customs duties involves delays and personal annoyance,
just in the same way on a large scale that passengers are vexed
by having to unlock their trunks and boxes when crossing the
frontier of F rance, or Austria, or I taly. If tariffs do nothing
worse than this, however, we have not much cause to complain.
Let me now proceed to consider this question of import duties
on a larger scale than I have hitherto dealt with it. We find that
there is not a civilised Free Trade country on the face of the earth.
Great Britain is M rigidly Protectionist all France or any other
nation. Every State finds it essential to get contributions from
its inhabitants to defray necessary collective expenses, and as a
matter of convenience or wisdom certain goods are taxed. Thus,
then, the dispute between the Protectionist and the Free Trader
after all assumes an aspect which bcth parties, all a r ule, ig'tlore.
The fi ght is not as to whether there shall or shall not be impor t
duties levied, but on what they are to be levied, and tbe respective
:1mounts. Thus, for example, in your laat issue " Trader " says,
"why not take the duty off tea, which wo cannot grow in England,
and put it on corn, wbicb we can gr ow 1" and the question is quite
pertinent. I am unable to say anything about the matter because
[ do not know what the effect of reducing the cost of tea, and
possibly the price of bread would be, but at all events the
fact r emains that the only difference between the policy of Great
Britain and other c11ontries consists in the commodities taxed.
If it were possible to establish in this or any other country a
str ong Gover nment which should also be very wise and entirely
uninflueooed by par ty or other selfish considerations, I should
expect to find it reasooiog thus: "It is essential that taxes shall
be raised, and the balance of advantage lies in raising them by
taxing certain imports. This places a very great power in our
bands-the power, namelr,, of maintaining something like an
equality of prosperity in different branches of production. Some
of these are worth creating; some al ready created are worth
preserving; some are wor th stimulating and eome
we are bettor without ; some are not worth keepmg at tbe price
we should have to pay for them." Such a Government would, I
think, at the present moment consider very carefully whether it
wo.s or was not worth while to help the agricultural interest.
rbey would look into the history of the past century both
of this and other countries, and they would o.scertain
IVhether it Wall or was not worth while to make Sl)me sacri-
fice to help agricultur e. They would alloertain, for examP.Ie,
whether depression in the agricultural districts was compat1ble
with great prosperity in the manufacturing centres or not, and
they would act accordingly. I see, for example, that the growing
o>f wheat in Great Britain must unavoidably ceMe, save in a few
very favoured districts. "1'11. B. R." says that be would tax
corn, Free Trader as be is, rather than tbis event should come
Nov. 11, 1892.
about. In saying this I think he is raah, or else be poaseases in-
formation that I do not. I am not at all clear that it is worth
while to do anything to promote the growth of wheat in England,
Ireland, or Scotland. If the children of agriculturallabourel"' could
be brought op to trades, and if food C('lo)d be imported at a very low
price, wages might be kept down, workmen might be augmented in
number, and we could then, wbilo coni lasts, beat the world, and
become the mightiest centre on earth. It is but
waste of time, however, to speculate in this way. The fact remai01
that it does not pay to grow wheat, and that the value of land ie
falling in every direction. Wbetber we are paying too high a price
for this by taxing tea instead of wheat, I do not know.
In conclusion, let me once more impress on your readers that no
good is to be done by discussing political economy with passion or
prejudice. We should consider very clear ly and carefully what
we want to accomplish first; what the value of the work is likely
to be when done ; and then, and not till then, the means by
which it is to be carried out. Thus, when "M. H. R." says
that under certain conditions be would admit wheat f ree
of duty and under others be would not, hM he considered
what object he hall in view, in either case 1 He would admit
wheat free now- wLy 1 In order that bread may be cheap. Why
does be want cheap bread 1 Under certain conditions he would tax
wbeat-wby 1 In order to promote the growing of wheat. Wby
does he want wheat to be grown in England t Let him o.sk himself
whether his reallo08 for either one or the other are not more senti-
mental than sound. I constantly hear people advance theories,
propositions, arguments, without tbe smallest perception of the
extreme narrowness of view that their contention implies. The
political economist is a gr eat sinner in this respect. 1 bave not
the least doubt that a calm survey of facta; an examination of
national history ; a due of the great truth that
mankind is composed of men and women and not of machines,
and above all a keen comprehension of the nature of the end which
it is sought to attain, would materially modify tbe views of very
large numbers. The vast majority of Free Traders and Protec
tionista alike neither understand fully what it is they want, nor
whether the means they propose to work with are or are not likely
to achieve their ends. Tbere is not a man for example, at
this moment who J:no,rl what the effect on this country of putting
a tax of 5s. a quarter on American wheat would be. But this in no
way prevents one party from it and the other de-
nouncing the suggestion. But after alltt is not what men have
known, but what they have believed, tbat has shaped history.
November 5th. Na:uo.
Sm, - One naturally approaches this vast subject with diffidence,
but in this time of unexampled depression, and with another
severe winter and ita prospective for the unemployed
in view, may I trespass upon your space 10 the hope that some-
thing may yet be done to put a stop to, or at any rate to defer
tbe fast approaching ruin of the trade of this country-due
entirely to onesided free trade, a game at which all foreign
natioOB absolutely decline to take a band, and yet prosper
while we steadily retrograde, and suffer from our own stupidity,
and from the utterly unbusinesslike manner in wbich we permit
the national business to be (mis)conducted, and while we wickedly
allow the steady immigration of h,rdes of unemployed and un-
desirable alien paupers, and open our markets duty free to their
sur plus products, thereby our own working men of that
constant employment and material prosperity to which they are
entitled, and can certainly enjoy if we only make up our minds to
deal with other nations on a business basis only, and not permit
them to take where they will not give.
This country has been far too long tbe reservoir for the surplus
products of P rotectionist countries, and a more intelligent realisa-
tion ('If the adverse results to Eoglisb producers and to their
employl1s must, ere long, be borne in upon their minds if the
present state of things is allowed to ountinue. Surplus stooks of
all kinds are placed free of all duties upon our markets; stocks
which are made by men at wages which, if only paid to and spent
by Englishmen in their own country, would mean plenty for them
and those who are dependent on them.
An effective blow should be struck at once for the securing of
this object, and to keep England and her Colonies for the English
and Colonists, and not for the benefit of those who will take all
they can get from us, while preventing us by heavy adverse tarif[s
from transacting business on a reciprocal basis with them. We
have the power to alter the present condiHon of trade, and should
use it ; and I do hope tbo.t the nation as a whole, the working
man- who while able and willing to work is without work, and
consequently in great distress at tbe worst period of the year-will
awake to the position and see the necessity l)f self-protection against
aU who put prohibitive duties and other obstacles in the way of
English manufactures.
Is onesided Free Trade to be allowed to continue to blast the
prospects of the present generation and ita successors, to the
increasing A-ain of the foreigner, and r uin and starvation of our
own people'!" 'Tis said ' That charity begins at home," but on this
question of Free Trade we foster the foreigners' interest to
our own hurt. Can Christian uOBelfishness or business imbecility
go further!
The particular attention of Messl"'. J ohn Btrns, M.P., A. G.
Hillier, Keir Hardie, M. P., Knight, Tom Mann, Ben TiUett,
Thorne, J. H. Wilson, M.P., Shipton, and Plimsol\
1
who all pose
as friends and well-wisbers and advisers of the Brit1sb workman,
together with the head of that power ful voting machine-the
Salvation Army-and also the beads and delegates of all
trades unions and societies, are r espectfully requested to see
if they cannot unite, and so direct the voting at the next
election, while bringing the utmost pressure to bear on those now
in brief authority over us, as to once more give business
to the Englishman, bearing in mind that federation with the
Colonies would give us all products requi red to be for
consumption or manufacture bore, while their return trade would
be of such volume as to render us quite independent of, and in-
different to, the foreigner who now battens on us.
The united energetic pursuit of this object is respectfully
suggested as preferable to the present useless agitation for the
impossible.
The British workman also wants convincing that a dear loaf is
far cheaper, if be ie in flourishing circumstances with a free purse,
than the wretched socalled cheap loaf which he hall not the
means to purchase when out of work-about one million and a
quarter of our native workmen can probably sadly attest to the
truth of this at this moment-and one sincerely hoyes the con-
dition of things will materially alter in the very near future.
Appended are a few facta which are incontrovertible, and which
to anyone gifted with the smallest allowance of reasoning powers
and business capacity, tell their own tale in clear and unmis-
takeable language, nod point an emphatic moral, which is-that an
end be put at once to such an intolerable state of things.
Now for the facta. They are :-
(1) The Nottingham lace trade in such a condition, that
macbinory is to be removed from this country and set up in
America, where the adverse tariffs wbicb prevent its profitable
employment bore will cause it to Boorish there, and to give in-
creased employment there, to our immediate injury- as by this
we lose permanently one of our best customers.
(21 One and a-hal f millions of acrea of corn growing land
allowed to go out of cultivation in twenty-five yeal'll, with disM-
trous results to farmers, to farm labour, and to all directly or
indirectly dependent on this great industry.
(3) Cattle, eggs, fruit, and poultry imported from abroad,
whereo.s under proper auspices they could all be profitably pro
duced here to the national benefit. Jnst think what the export of
cash and pay for these means t o the British workman in lessened
employment and wages alone.
(4) 'fhe pearl button t rade of Sheffield ruined.
(5} The cutlery trade severelv iniured.
Nov. 11, 1892.
(6) The great firm at Sa\taire almost compelled to suspend
operations; in any case depression ; and if suspension actually
occurs, a town r uined and about 8000 men thrown out of work.
(7) T he immense Manningham mills almost closed, and thousands
of men and women unemployed.
(8) The world-renowned firm of Pascoe, Grenfell, and Sons,
liquidating, as the members of the firm retire, being unable to
acquire remunerative return for their capital and labour, and being
able to get good returns from investments without tbe necessity
and anxiety of work. Would this occur if trade were good, the
relations between employer s and employt:h being cord.ia\ The
tin-plate trade absolutely knocked on the head, about one hundred
works closed, and thousands of men deprived of a thr ough
no fault of their own, but owing to heavy adverse tariff, imposed
for the express pur pose of r uining one of the principal Welsh
industries.
(9) Hundreds of ships and steamers laid up idle, and the thou-
sands of men wh:> man them, and who are incidentally employed,
t hrown out of work, and earning nothing for the support of them-
selves and families.
(10) Foreign wholesale pauper immigration permitted at a
period when there is not adequate employment for our own native
population. Should it be allowed ? Can it not be stopped 1 Tbe
Americans set us a good practical example in dealing with this
question.
(11) Gover nment contracts for various articlell to
foreigners-work which the taxpayer and voter should insist on
being performed by natives, lhe money realised circulating in this
country, where it is most needed.
(12) The wholesale and increasing imports of manufactured
wood work 1\Ud other goods, while there are ample machinery
and means for cheap manufacture here, and for better employment
for native workmen.
(13) The ruinous effects of the McKinley Tariff on British
trade. Are the British working men so powerless that they
oann:>t help themselves in this great difficulty 1 Do they realise
what the following figures mean in wages and employment ; and
will they continue to allow this 1 If any one thing shows the
rottenness of our system of Free Trade it. is this: Expor ts to the
United States from this countr y in 1890, 32,068,128; ditto in
1891, 27,544, 553. Imports from the United States in 1891 into
this country, 104,409,050. Our exports being subjected to heavy
duties, imposed with a view of decreasing the trade with us-the
figures given show that this has successfully operated-while t he
whole of the free imports from America competed with the pro-
ducts of England and her Colonies, and consequently lessened em-
ployment for our people all round.
(14) The loud warning voice of our constantly decreasing volume
of tmports and exports. With regard to the latter, for the three
quar ters of the year 1892 just completed the exports of home
producA amouotc.1d to 170,480,788, as compared with 1891,
187,475,396, and with corresponding period 1890, 197,459,587;
thus showing the exceeding heavy decrease of nearly seventeen
millions sterlinf! in the export of home manufactures compared
with 1891, and of twenty-seven millions sterling compared with
1890. It must be borne in mind that the figures used are pounds,
and not francs or dollars, which look important, but do not total
up as pounds do. The devotion of a little earnest thought to tbe
foregoing would effectually convince anyone but a rabid Free
Trader ; and the sooner this tremendous adverse balance of trade
is adjusted in our favour the better.
Let us now glance at tbe other side, t aking the United States of
America for an example.
(1) They show a fixed determination to allow no outsiders to
manufacture for them wbat they oao make for themselves, while
taking every chance of thei r surplus products on for eign
nations who are willing to recetve t hem on reasonable term.s, and
on t he English who generously Nceive them with open arms and
duty free; the Americans are keen bn.siness men, and believe
firmly tbat America is intended for the benefit of Americans-no
outsiders need apply. And quite right from their standpoint.
(2l Their national debt is fast disappearing; how about our
(3 Thei r prosperity and trade are increasing by leaps and bounds.
Mr. McKinley, on October 31st, in a speech bearing on his tariff
law, said :- "The tariff law has been in operation two years, and
onr foreign trade in the past twelve months, as shown by tbe
Treasury cer tificates, was 1,890,000,000 dols.-tbe bigb-water mark
of American foreiftn t rade." Wby should our own t rading accounts
not figure as well if our operations were conducted on proper
lines1
(4) Their national trade and interests are fostered and closely
watched by their Government; are ours 1
(5) There are 4000 millionaires in the States; would there have
been in a new one-sided Free-trading country?
(6) Difficulties of no inconsiderable nature are oppo$ed to
foreigners supplying goods t::> t he States wbicb can be provided in
them, and every chance is seized and utilised for starting and
developing new trades and manufactures, and for consolidating the
sources of work for all. I s it so with us; and if not, why not r
i
7l The working of the McKinley tariff so far shows:-
1 Sixty-seven trades decidedly benefitted.
2 Seventy-seven per cent. of the above sixty-seven trades have
increased either the rate of wages or the products of the labour
employed, or most important of all-both bave been increased.
(3) In 89,717 oases tbe wages of employ's have been increased.
(4) The net increase in workmen's wages in twelve mouths is
6, 377,925 dols.
(5) As the sixty-seven trades referred to employ 285,000 men and
women, the above show a splendid improvement in t he
position of each indindual, and one very easy of oa\culatioo.
What do trade unionists and the British manufacturer and
workman generally say to this, contrasting it with their own
distressful condition 1 Row long will they, like the lion, lie down
with the lamb ; and they being the lamb, bow long will it be
before they are safe in the lion's interior, and out of the hunt
altogether 1
Our Government needs waking up, and must not be allowed to
go on passively watching our waning trade abroad and the inrush
to these hospitable shores of the scum of Europe, to whom the
more intelligent American sternly denies admittance, and Austrians
once rid of will not permit to return.
I hope you will excuse this long letter ; and I also hope that
some of the good business enjoyed by America may ere long come
our way, and that the day of federation and union of trade
interests with the Col onies, to the exclusion by each of foreign
products which can be supplied by either t o the other. is fast
approacbiuft never to leave us. EsT MODUS lN R.&nus.
London, November 5th.
Sm,-ln reply to "Trader," I may say that if he will take the
trouble to find out the price of wheat on October 3rd, not on
October 28th, be will find my prices correct, and that wheat was
below 2&. per quar ter ; the cheap wheat "Trader " r efers to were
sold at 25s. 6d. per quar ter.
I notice that "Trader " to back out of the statement he
made in TaB ENOINEB.R for October 7th. In "Trader's " letter of
that date wo tind the following:-" Suppose we pot a tax of 5s.
per quarter on American wheat, what would happen 1" In TaR
ENOTNBER for November 4th, "Trader " states, ' I do not under -
stand wby some of your cor respondents think that I want to put a
tax of 5s. on American wheat, &c. &c.; I never said anything of
the kind." I for one will be glad of an explan.atioo.
Again, "Trader" wishes to know the amount of corn used for
making beer, and be cannot understand why the price of beer is
always about the same. If "Trader " will supply me with figures
showing the amount of flour used by our cocoa and mustard manu-
facturers, I will supply the data re quantity of cor n used for
making beer. The price of beer is almost stationary, but wbat
about the quality 1 Ru11kio states t l,at there is ale and ale, and [
endorse that. At the of his letter, "Trader " wishes me t o
THE ENGINEER.
give a lot of facts about t he adoption of a 5d. tax on American
wheat ; or, t o pot the matter in another light, "Trader " thinks
everybody would be happy, t rade would revivo, and poverty would
be banished if we could only get that 5s. tax on American wheat.
Let us see what Protection has done for the mass of workers in
the United States, and New Yor k in particular. Accordingly, we
find that there are 3800 pauper funerals per year in New York.
is very encouraging; but we will proceed. In New Yor k
c1ty, that ts to say, the Tenth, Eleventh, and Thirteenth Wards,
there ar e 522 people to the acre. The s weating shops are in the
above wards, where men and women work about eighteen hours per
day for bread and butter . Then, again, there was that little affair
at the Homestead Ironworks; so that we, with nor Free Trade and
bad trade, can show a cleaner sheet than t he United States with
its McKinley tariff and manhood suffrage.
415
Wear. Thia was agreed to by the men, and the whole of them,
with the exception of the st rikers, have stood to their agreement
in the most loyal manner. The strikers, however, first asked for a
week's notice on the old rates, this was granted them, and they
then declined to recommence without an advance of 10 per cent. ;
consequently we have dispensed with their services, and we do not
anticipate any difficulty as to the r esult.
F oR TaE STOCKTON
C. J. SHAMAN, Managing Dir ector .
Stockton-on-Tees, November 5th.
(For c<mt<inuati<m of LtiltriiU page 422.)
THE INSTITUTION OF CIVIL ENGI NEERS.
PRESIDENT'S ADDRESS.
Is " Trader " fighting for 3800 pauper funerals per year in our
large towns ; is his programme 522 people to the acre, with eighteen
hours per working day 1 If Protection benefits the working man, AT the first meeting of the Session 1892-93, held on Tuesday,
how comes it that there are more slums and more pauper funerals the 8th iu.s t., Mr. Harrison Rayter, the President, delivered bia
per year in New York than there are in London 1 address on assuming the chai r for the first time since his
Accordin11: to the official returns for 1891, there was in the election. P remising that he proposed to make a departure from
county of Norfolk 464 paupers per 1000 estimated population, established custom in not dealing with past achievements, but with
this being the highest, whtle in tbe West Riding of Yorkshire the future prospects, tbc President proceeded to consider some
mioimnm was 18 per 1000. I trust " Trader" will favour me engineer ing works of importance that would likely have to be
with some explanation about the increase of poverty in those undertaken in the not distant future bv British
countries where Protection is rampant, and whether a protective It was held by some that in the United Kingdom finality in
tariff would lower the minimum of 18 paupers per thousand respect of the creation of new undertakings bad been almost
estimated population. reached. The consolidation, however, of existing wor ks into large
It appear11 to me that " Trader" is very anxious to tax something systems, and the consequent reduction of the rates of working
to benefit the revenue. Now why not reserve Enftland for the expenses, enabled the corporate bodies to which they belonged to
English, and put a tax upon the destit ute alien 1 Wby not shut raise money at such easy rates, that it became possible t o construct
our doors against the destitute emigrant, after t he manner of works which had for mer ly appeared prohibitive on account of their
America and the Colonies, and give our own flesh and blood a magnitude and cost. Examples of such developments actually
chance to thrive 1 existing were cited, and r eference was made to others which
In 1890 there arrived in London 9000 destitute Polish eruigrants; to be rapidly achieving the condition of practical under-
they bad come to stay and look for work. I n Leeds, Polish Jews takmJr-1. Among them was the submarine tunnel between Engl and
arrive at the of 2000 per year twelve years back there were and France. The President had be en with. the l.ate S!r
only twelve Jewts? workshops in Leeds, new there are many a Joh!l Hawksbaw throughout the latter s long connection wtth
hundred. Accordmg to the Chief Constable of Manchester there proJect, and gave an a()(Jouut of the present state of t he quest ton,
were about 12,000 Russian Jews working for sweaters at st.a:vation ' intimating that, in his opinion, a part from political considerations,
wages. a tunnel was perfectly feasible, and would probably cost less than
Here is a g:raud field for "Trader " to work upon. I would fifth the for a Auotbe_r great
suggest that bts war .;ry be, thus, "England for the " and whtcb bad recetved constderable attention, and was hkely to recetve
tax the destitute alien. J. more, was the tunnel proposed for uniting the railways of England
Bee Hive-ter race, South Retford, November 7th. and Scotland with those of I reland. Several routes crossing the
north channel between Wigtowo.sbire and the Irish coast bad at
different t imes been suggested. Some of the lines proposed would,
however, cross the ravine in the sea-bed known as " Beaufort's
Dyke," which was at places three miles wide, and bad a maximum
depth of water of 900ft. The proj ect favoured by the President
was the one due to Mr. J ames Bartoo, M. I nst. C. E., described in a
paper read before the Society of Arts by Sir Roper Lethbridge,
K.C.I.E. In this case the tunnel would pass r ound the northern
end of Beaufort's Dyke, at such a depth that no part would be
nearer the bed of the sea than 150ft. The geological features bad
been investigated by Professor Hull , F.R.S., whose conclusions had
been confirmed by Mr. Topley, F.R.S., showing that the t unnel
would pass for one-third of its length through the lower Sil urian
Rocks, and for the rema.ining distance through t he Red Marls and
New Red Sandstone. Other subaqneons tunnels, connecting the
railways north and south of the Humber, under the Thames at
Purfleet, and under t he Solent t o connect the railways of the
I sle of Wight with those of the mainland, were referred to as
likely to be undertaken in the not distant future. The snccM&ful
accomplishment in twelve months of the t unnel under the St.
Clair River, on the Grand Trunk Railway of Canada, had shown
bow these works could be speedily and cheaply carried out.
Srn,-A propos of the discussion upon t he tariff question at
present taking place in your columns, I append a cutting from last
week's Pucl:, wbicb doubtless i\lustrates tbe state of mind of many
plain citizens on both sides of the Atlantic. W. B. T.
A rEXING SUBJECT.
Before this brood laud of ours is desolated by famine, as it inevitably
must be if either of the political parties is to be believed, I wish to pro
test my lnnocence of any participation in the dire work. No one shall
be able to look back from the ruins and say thAt I might have averted
the calamity had I taken proper interest in the matter.
When the time comes that my splrit, (reed from it.s present meaty
encumbranco, shall float off to a place where cloudy doubts are dispelled
by the white sun of Omniscience, I shall first inquire concerning the
merits of Free Trnde a.ud Protection. It DUlY seem a trifling matter to
bring up at such a time; but I have grown really curious about it. And,
ob! what a blessed serenity will poultice my weary soul when the a.ugel
of light, who looks after such matters, a'tl.swers my query in a few well-
chosen, convincing words, instcsd of giving me some" practical illustra-
tions."
When I ask for information now, the rabid partisan goes at it in this
way: "Why, cert'uly; now-frlnstance-let me ,ive you a practical
illustration. Bow much did you pay for that coat ?
While I am he goes on: " You paid sixteen dollars for that
coat of an American or. (Be is a liar. but I let it pMS.) That same
garment would cost you at the I eeds factory nine doll.anl. Now, then;
1eht:re does that seven dollars go ? It goes to enrich a lot of protected
monopolists that have the taxpayers of this country by the throat."
This is siaple enough; but after one or two "practical illustrations"
of the same crushing force, he wanders off into an unintelligible tirade
ngainst the manufacture of steel rails, which, it seem.s, is an atrooious
pursult, because you make more money than you ought to at it.
Then another missionary takes me in hand and asks me to look upon
the degraded, pauper labour of Europe, a.ud the:n upon the prosperous
workmen of thi8 country. Be 88YS he eau take me through towns where
every labouring man owns his own home, with a piano In it, and vaguely
implies that these blessings are the result of the McKinley Bill. Then M
gets off on to steel rails, too. They seem to be u weakness with both
sects; and, although they are steel rails, they are elastic enough to prove
the most startlingly diverse propositions. I am convinced that the true
inwardness of this steel rail business will never be known.
Both parties have a weird, uncanny way of pointing to an article close
at hand. and telling you that it pays a duty of 62 per cent. and costs
16"80 dols. "put down at the mills," and thAt if it were not for the hide-
bound prejudices of the other party, we would produce or get it here for
much less money. Nothing is more appalling to me than a tariff discus-
sion between two intelligent citizens One asks the other if he knows
thAt English cloth that cost 1 S9 do lB. before the passage of the McKinley
'B1ll, now costs 1 6S dols. per yard. The other replies that he doesn't
know anything about tlw.t ; but. with an air of triumph, perhaps his
opponent is not awa.re thAt our import of eamel's hair for 1891 was
1,648. 764 pounds. 'l'hen be Ruggests that they "take the item of steel
rails aloM," after which they invariably get groggy. Each man pretends
to hRve a mass of evidence which would at once establish the correctness
of his views if the other would only listen to it; when, in reality, be
lws'nt any views at all. lf I had ns many dollars 118 the great mass of
voters don't know about the tariff question. I could oaaUy afford to pay
the McKinley premium on the necessarie11 of life for a number of years.
I hereby solemnly declare that I regard with suspicious distrust all
men who profess to have convictions upon the tariff question; and,
further, that I place not the slightest reliance upon the soundness of any
of said convictions. -0. L. IVil&on.
November 7th.
Will " Leeds Trader " or
facts with the theory that
Sm,-Facts are stubborn things.
" M. H. R." reconcile the following
Protection ruins a country :-
"The United States Consul in Bordeaux makes, in a recent
report, some interesting observations on the growth of French
prosperity during the past twenty years. Since the fall of the
Second Empire, for example, t he prodtction of coal in France has
increased 90 per cent., and its consumption by 71 per cent. The
tonnage of the goods t ransported by railway has increased 87 per
cent., the number of travellers by rail has doubled, postal business
has augmented by 140 per cent., the cash reserve in the Bank of
France has doubled, between 1869 and 1891, the funds in the
French savings banks increased fourfold, people throughout the
country are in easier circumstances, and ' if the burden now laid
upon tbe taxpayer is heavier than formerly, he has, to say the
least, gr eater resou.rces at his disposal. Under no rtgim,e has
wealth in F rance developed with such rapid strides as under the
present system of Gover nment. ' "
Perhaps they will show precisely where the harm has been done
by Protection. BlLBOI!S.
South Kensington, November 9th.
Sm,-I shall be obliged by your correcting the misprint which
occurs at the end of my letter on the above subject in your issue
of t he 28th ult. For "depression of the sovereign " read "appre-
ciation of tbe sovereign. "
Colchester, November 2nd.
--
A RUINBD LANDOWNl>
THE STRl KE AT THE STOOKTON FORGE.
SIR,-We are very much surprised to notice in your is.sue of
yesterday's date, a statement as to a strike at these works which
gives tbe impression that the whole of our works are closed. We
have no difficulty or stoppage of any kind in either our bridge yard,
our foundry, or our engineering shops. The facts of the case are
these :-In the forge depar tment we employ fore men, smiths,
furuacemen, cranemen, and smiths' stri kers. Th.:se men were
whether they would accept a reduction of per ceot.-a
similar reduction having been previously accepted on the Tyne and
The President next considered the f utu.re of the canals and
inland waterways of this country, of wbicb there were 3814 miles
in more or less aotive operation. The importance of canals
might be from evidence Riven before Sir Thomas
Scott's Parliamentary CommitteQ of 1883, to tbe effect that the
average cost of canals in England and Wales was 3350, against
that of railways 46,000; t he cost of maintenance of worl:s less
than one-fourth that of railways, whilst the cost of conveyance of
heavy materials was less than one-third that of like service
on railways. The neglect of canals was a matter of the
most serious interest for this country, as it enabled ita
competitors in F rance, Belgium and Holland, which countries
possessed well-devised canal systems, to car ry coal and heavy
goods at such low rates as to greatly favour for eign competition
with on.r own industries. It was unfortunate that exceptional
difficulties bad beset the constr uction of the Manchester Ship
Canal, which might tend to retard the accomplishment of similar
enter prises. Nevertheless, the President beheved that the next
fifty years would witness such a development of canal and river
navigation, as would be a fruitful source of occupation for the
British engineer. Much yet remained to be done to place our
har bour and dock accommodation on a satisfactory footing. The
direction which developments might profitabl y take were discussed,
and the President thought that the check under which dock enter -
prise was suffering was of a temporary nature only, and not due
to circumstances likely to impede future dock extension.
The President then proceeded to notice some works abroad that
the British engineer might probably be called upon to undertake.
Of these, oqe, if not the greatest, was tbe Euphrates Valley Rail-
way. The length of tbe line from the Mediterranean Port to the
Persian Gulf would be about 850 miles, and its cost 8,500,000, or
10,000 a mile on the average. Tbe lsmid and Ang'()ra Railway,
now being constructed by the Germans in Asia Minor, under con-
ditions not very dissimilar to those of the Euphrates Valley line,
had pr eviously been tendered for by r esponsible British contractors,
at tbe rate of 8000 a mile, so that the estimate of 10,000 seemed
not unreasonable. With reference to the urgent necessity for this
railway, the opinion of Viscount Wolseley was quoted to the effect
that the Suez Canal might be quickly and easily destroyed, and
that "it would be perfectly ridiculous for us to depend on tbe
Suez Canal as a line of communication with our Eastern possessions
in time of war. " The question bad now become almost dormant
in this country, but it should be so no longer , for there was danger
that t he work which should be undertaken by En.gland as a
political necessity might be, and, in fact, was now partly being
accomplished by others, and a note of warning might not be in-
appropriate. But there was another matter to be considered,
rendering the engineering possession of the territory still more
necessary to our countr y. This was the p<>Esible constr uction of a
Euphrates Valley Navigation. Looking at the whole question in a
practil.'al light, there was no doubt that the constr uction of a rail-
way from the Mediterranean vt'4 the E uphrates Valley to the
Persian Gulf was necessary and urgent if we were to have this
route to I ndia in our own hands.
The P resident concluded by referring to the works which would
still give employment to the British engineer in Asia, South and
Central America, and Mexico, and in Africa, particularl y

where, however, the undertakings he cited could never be realised
were the country left to itself. Only t hose wbo knew what Egypt
was before the British occupation could appreciate the significance
of the present beneficent control. If that control were removed
or weakened, Egypt would soon again become the miserab\eand
unhappy country it was under the old rlgime. There were many
points in Mr. Rayter 's excellent address to which reference must
be made in a future impression.
TaE London County Council having decided to employ
mor e powerful steam fir e engines, has ordered from Messrs. Merry-
weather and Sons a double-cylinder stei\Dl fi re engine of a capacity
of 450 to 500 gallons per minute. This is double the power of
most of the present London lire engines, while the weight ia but
little increased.

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to-:)

Nov. 11, 1892.

FOREIGN AGENTS FOR THE SALE OF THE ENGINEER
PARIS.-Bovvuv and 0JUVILLI:T, dt l4
BBRLIN.- A.sJU and Co., 6, Unttl' dtn .Li"-'"".
Vl ENNA.-GnoLD and Co., Boolml/.trl,
L&IPSIO.-A. Twt:Enlxna, Bookulltr.
NEW YORIL- [NTmsATJONAL Nzwa OoMPANT, 81 and 86,
Duant ltrut.
CONTENT S.
T1o BNODfUI\, November lltb, 1892. P.t.O&
Tall: 0oiiiPJrriTION OP BRITISH PORTS FOil SUIPPINO B08h'"'89 .. 407
AMIIRJOAN INSTITUTE OF :MI NLSO ENOt.VEE.R8. (Wustrotod) .. 407
B . M. . S . ROYAL OAX 408
Tall: BRO"'N S&OIIIC.'TAL WIRJ:WOWD 0 01'1. (illustrated.).. .. .. 409
LEOAL JJSTRLLIOENC .. .. .. .. .. .. .. .. .. .. .. .. 410
R..uLWAY MA'M'ER.S-NOT!S .U.'D MntOJUNl)A-lllBOJ:.I.L.t.Nlt.t .. .. 411
NEW STIUIII FIB& ENOI!>'E FOB TB& BOMBAY FIBII BRIGADE, (Tllus.) 412
'fOE 'l'ALLIST WBOUOBT IRON CHIMNEY IN GB&AT BBITAJN, (Tllus.) 412
TANK ENGINE, LONDON .U.'D 8oOTOEND RAILWAY. (IUustmted.) .. 418
SociETY Ol' IiNOINEE.BS .. .. .. .. .. .. .. .. .. .. .. 418
LII:TI'ICR.B TO TU EDtTOil-'Free Trode, Folr Trade, nnd No Trade .. 414
The l:ltriko at tho Stockton Forge .. .. .. .. .. .. .. . 416
Tat: INSTITUTION OF CTVTL ENOINEilRS.. .. .. .. .. .. .. .. 416
liu .MAJESTY's FIBSTCLA.SS BA'M'LIBDIP Bow&. (rlluatrated.) .. 416
LJ:AJ>INO ARTIOLJ:S-Tbo Tbirsk Collilllon- Tho Vl\luo of St.eam Jackets 417
Railway Rates and Lancashire Machinlllt.s - The United States
Presidential Election .. .. .. .. .. .. .. .. 41S
LJT.&JlATOll& - - - - 410
P&BC&VAL Moea:s P.utSoNS .. .. .. .. .. .. .. .. .. .. 41!1
Tu& "0&\'APOIUTOR." (Illustrated.) .. .. .. .. .. .. .. .. 419
BIUOliAt'X's APPLLANC'ES FOB WI!>'DINO ENOrN&S. (Il1U8.) .. 420
NEw SAFETY 8TAFF EXCIIANO&Il. (lUustrated.) . . . . . . . . . . 420
DISPOSAL OF 0LYDII: DBI!DOINOS . , . . . , . , , , . , , . . . . . 420
MA!oN'S L&UR STOI'o'E BREAKER. (lllustrotod.) .. .. .. .. .. 421
SliALLARll PROJ&CTILIB PAST AND 'pB8ENT .. " " .. .. " 421
LC'M'&R8 TO TB& EDITOR-The Captain of the l\{ary Ros&-Tbo
Imtitution of Electrical Engineors-Fn.lr Plny for Oil Engines
--8bipyard Apprentices.. .. .. .. .. .. .. .. .. .. 422
Thermo-dynamics .. .. .. .. .. .. .. .. .. .. .. .. 423
LC'M'ER8 PllOIII TUJ!: PROVINCES, .to.- The Iron, Coal, and General
Trades of Birmingham, Wolverhampton, and other District&
-Notes from Lancashire .. .. .. .. .. . . .. .. .. 423
Notes from Sbeffield-The North of Engl.and-Notes from Scotland
- Walea and Adjoining Oounttea-Notca from Gennans-
Amorican Notes .. . .. .. .. .. .. .. .. .. .. 424
LAUNCBIS A..'ID TBtAL TiuPs-Ts:J: P.t.TJ:l\'T JOUllNAL .. .. .. .. 425
Szucrm A.aoi&RICAN P.t.TII:NTII .. .. .. .. .. .. .. .. .. .. 426
PABAOIUPSS-Studentll' Club, Newcn.sUe-on-Tyno, 412-Tbe Birmingham
Anoclation of Mechanical Enqineers, 41S-Noval Engineer Appoint.
montll, 413-Jamos Forrest Lecturuhip of the Institution of Civil
Engineers, 418-Royal Institution or Great Britain, 421-Tbe Tostitu
tion of Civil Engineers: NowcastJe.on-Tyne Assoclntion of Students,
421-Juulor Engineering f!oclety, 421.
TO CORRESPONDENTS.
Re&latered Telecrephlo Addreu, " ENGINEER NEW11PAPER,
LONDON."
. In orclt-r to aroid troublt and C01\(urion, v:t .find it to infonn
t"OTTtlpontltnu that ldter1 of inquiry addruud to tlu pubt.c, and inttndtd
tnr iutrtion in lhi rolumn, M JUt, sn all ccuu, bt accompanitd by a larpt
tnrdnpe ltgibl <lirtcltd by tAt ltriter to hi nut(/, and btarinp a I d. pott4gt
114utp, in trdtr that anu:t-ra rcctittd by IU may bt forv:anhd to U&rir duli
natum. fio noli can be talm of com,.aunicatio"' 1.rhich do not t0111ply
t,.;t.\ lhtlt inltMlcliOM.
ll't cannot 1<ndn-tah to rctum drcucinu or 11Ulnu#Tipu; tee mu.at t11ert
fort corrttponcknts to hep copiu.
All ltlltrl inttndtd for ill Tort ENOINl':ltll, or containing quu
1ion1, houltl l1t accompanied by the 11amc arut adtlrua of the writer, not
>lfc<Mat-iltt/Ol' puiJiiratiO'IL, but 0.1 et 7rroof o,f good faith. No notice tchakt'tT
mn In tal ttl cl anon.flliiOU$ ct>nhnmcation'
flPLII'S TO hatt bttn ltnt thi1 l&ctk to "A. C. C.," to "E. 1'. JJ,,"
to "R. T.," and to" . and S."
E B. (Euen) - Wt hau "" doubt that tilt StM'tlai'Y to tht S,.litlucmian
lntitution Wa.ohingiO'IL. US .tf., v:itl 1tnd you a copy of Jlr. Lan!Jll
paper on <tro d11amic6 ijyOlJ. 1critt to hi111 {M' ont.
E. J . c.-LncooiiOiitt pauu art tmly to bt obtaintd Ill a l'tnl lptrial /OI'OUT,
or lltt attain>o!Oit of IOIIIt lp(cial ICitnttllc pli T])()U. Wt rtgrtt that tU
nrt una!.lt to adrit you conurnin!J your p'tltnt dt{l!eulty.
Ell.&RY WHEEL DRESSERS.
(To tl. t BdiUlr of Th.t 1/nginter.)
Sm,-Will any reader give me the address of nn Engllllh firm mnnurac
tu ring emery wbeel drl\ssers '1
llltmcbester, November Stb. 11'
THE ENGINEER.
NORTOIrAST COAST h'STITUTION OF EJSOINEJtli.B AN1) SiJIPBUILD118.-
Saturday, November at the Athenrtum, West Hartlepool, at 6 pm.
Papers : " On the l.)ombustion of Coal and tbo Prevention of Smoke," by
Mr. J. R. Fotherglll, Vice-President ; "On a System of Uecbanlcru Aid
to tbe Investigotfon of S-peed Curves," by Mr. ;r, Donholm Young, Wh. Be.
0LE\' ELAND INiTITUTION OF ENOINEER8.- Monday
1
November Htb, at
7 .SO p.m. First mcotlng of the session.
BuLL AND DI8TRIC'I Is&TJTUTION Ol' ENOINE&ns NAVAL AIIOlliTCT8.
Mondny, November 14th, at 8 pm. Papor : "The Metric System of
Mcn.suremeut and its Application," by Mr. B. F. Foumy.
Socurrv Ol' ARTS.- Wednesday, November 16th, at S p.m. First
meetlng of the session. O-pening address by Slr Richard E . Webeter,
Q.O., M.P .. Chairman of the C'ouncU.
ROYAL METEOROLOOICAL l:iociET\'.-Wednesday, November 16th, at tbo
Imtitutlon of Civil Engineers, 25, Great George-street. Westminster, at
7 p.m. Ordinary meetlolf. Papers: " Thunderstorm, Cloudburst, and
Flood at Laogtoft, Kut Yorkshlro, July Srd, 1892," by John Love), F.R.
Met. Soc ; "On tbo Measurement of the Maximum Wind Pressure, and
DetK'ript.lon c..f n new Instrument for Indicating nnd Recording the
Maximum," by W. H. Dines, B. A .. F. R. Met Soc.
0D)110AL Soclln\' -Thursday, 17th, ot 8 pm. "Fluoeul-
phonlc Acid," by Professor Thorpe ond Wll\lam Kirman ; "Tbo Inter
notion of Iodine and Potassium Chlorote," by Professor Tborpo and
George H. Perry ; " Magnetic Rotation of Sulphuric Olld Nitric Acids
and their Rolutlone. also or Solutions of Sodium SulphAte and Lithium
Nitrate," by W. H. Perkin ; Note on the Refroctivo Indices and
lllagoetio Rotation of Sulphuric Acid Solutions," by S. U. Pickerlng:
"Hydrotes of Alkylnmines," by S. U Pickoring; "Tbo Atomic Weight
of Boron," by Professor Ramsny and )Jilla Emlly .uton.

On the Srd November, nt Tl1e Birches. CodsnU, Wolverhampton, HN11Y
lrlARns, M. Inst. C. E , In bls 6Gth ycnr.
On the !.tb November, suddenly, at Molbouroe House, Black.beath,
PRCVAL PAR.SONB, M. Just. C. E., In bill 73rd year.
On tho 8th November, at Tho Ray. G1oaor: HIOOIN,
M. Inst. C. E., youngest son of the Into Tboml\8 Bousrnan l:liggiu, of
Lnncoster.
On the 4th November, at his residence, 47, NortJnrond, West Brighton,
MoRRAY EPq., C.E, M.I.M.E., Into EogineerinOhJer of the
Austrlnn Tlonubo }\'avigotlon Company, Ritter des R. R. Fronz-Josepb
Ordens rmd Chevalier do lll Le&ion d' Honneur, after a short illness, In
hie i 2nd ye11.r.
THE ENGINEER.
NOVEMBER 11, 1892.
THE TBIRSK COLLISI ON.
TnE deplorable collision which occurred a.t Manor House
siding, near Thirsk, on the morning of Wednesday, the
2nd instant, presents some unusual features. With the
details of the event our readers are no doubt so familiar,
that we may be excused from describing them here. The
principal facts are very simple. The East Coast express
from Scotland was so heavy that it was run in two
portions. The first appears to have left Edinburgh on
Tuesday night, soon after 10 p.m. The second portion
followed it in a. few minutes. It consisted of sixteen
vehicles, and all went well unti l Manor House siding,
north of Tbirsk, was reached in the early morning.
There the express ran into a. goods train, the tail lights
of which the driver did not see, because of a. thick white
mist, until be was close upon it. The express train was
wrecked, and ten persons were killed outright. The
driver and stoker were flung into the field at the side of
the line, and were both seriously injured. The wreck soon
afterwards took fire, and almost the whole of the wood.
work was burned up. 'Ihe catastrophe was, it is stated,
dnectly caused by the signalman at Manor House siding.
He permitted the first half of the express to pass all
right. Subsequently he permitted a. goods trai n to draw
out of the siding on to the main line. Then be went to
sleep. Some time afterwards be lowered the signal for
the express, under the belief, apparently, that the
goods train bad gone on. The driver of this train
SHREDDING COCOANUT. thought the signals had been lowered for him,
(To Vu Editor of '!At Bn(linter.J started, and was running at about six miles an hour
SIR.- Wlll you please allow m to uk the following In you; corre when the express pluoaed into the tail van. The
"pondence c'llumn? Wanted, pricu and p:u-ticullrs of machines for n
shreddlnll the fibrous portion of the cocoanut. J H c excuse of the unfortunate signalman is that he
Srd. had been up all the previous night with a. dying child ;
DRYING BRITISH TIMBER. that be bad bad no rest; and asked the station-master to
(To tl\t Editor of Tht Bngtnter. ) ' get a substitute, as be was quite unfit for work. This the
Rut - Can any of your read oblige me with nBmos of those who are station-master failed to do as the extra men were aJJ
eatll!factorlly using an arrangement for arllfi,.lnlly drying British timber, d t' f tb '1 h b 'd h d b
with Information iUI to the time it takes drying, and, U possible, engage on a. por lOO o . me w ere a. rl a . een
o descclption or the method? T washed a. way. The colhs10n was the result, 1t Wlll be
November Stb. seen, of a. concateoation of circumstances which could
8UBSCRI PTION8. not have been anticipated. Thus, if the signalman's
Tsc g110111ua ce1" tu had, by order, from afty nnca""'' '" Ulwft or -ntry daughter had not been ill, there would have been no
e1t tAt re1il1C<ty ltatioM; or it ce1n, it yrt(eTT"td, In .vppl"" dinct collision. Such, in short, is the story as it stands at
from 11\t o.lfl.ce on tAt jolUn#ing ttl"m4 (po. id '" h . . . b f b d h
Halt yc
4
rty daubu numbtr} .. H. M. present. n en t e mqmnes e ore t e coroner an t e
Yearly ( &n;:luclang t\CO daubte numbm) .. .. n 9&. Od. Board of Trade inspector are over, we shall know as
/ f ertdit occur, a" a tra cM.rgt of t1e0 lllilli""' Pt'f' anftum will much of the truth as possible; but till then it would be
bt m<1dt. Tsrr: EN01srr:o u rtgiltertd for abroad.
A compleu w ot Tin EsorsnB ean tu M..d on appLicatWm. . worse than useless to express any opinion concerning the
In eOftftqlUf\Ce ot tltt of on to. OM collision. But we may legitimately ask whether it was or
rau for any dutiruation o .. tndt Vu Unaltd Esft9dom, Fornyn Sstblcnp al d b d t b t th t
taon will, ""til fstrt.Atr notice! be rtctivtd at tAt ratu """' tnl<nD :- was not usu to sao w1c a. goo s ra1n e weeo e wo
Fortivn Subleribtr payi"" sn ad\14n<:e at tlut n1tu recnvc halves of an express train ?
Tuz ENotN&ER 1eu/cly and poll frte. Subcriptionl unt by It so happened that the occupants of the single Pull
Ordtr mwt bt aceom1><uicd by utter of advice to tAt Publi.al\tr.
To111 PAP&R CoP1u- man sleeping coach escaped better than the unfortunate
llalfvtarly . . . . . . 0 IS... Ocl. passengers in other vehicles, and the fact has been seized
Tol cs

.. .. .. .. .. .. .. .I l6l. Ott. by a. section of the daily press, and used as an argument

Jhllfvcartv .. .. .. .. .. .. .. .. O s.t. which is in effect that all trains should consist of Pull-
l'<arly .. .. .. .. .. .. .. .. ..
2
ea. 6d. man coaches. I t is contended that the underrames of
ADVERTISEMENTS. these are so tremendously strong that they will resist
71\t chargt tor qJ four h nu and wnde'f u tl\ru lllilling, the shock of a collision. The truth about the Thirsk
'for t'lle'fY t1e0 linu o,{ln'v!4r<U OM 11\ ilhng and odd linu
c114rgcd ont lllilling. 71\t lint atTOgu m:"'-". _JJ-Atn a11_advtrh catast rophe is that the Pullman car, being much stronger
mw.Nru a" '"eA or more, tAt c114rgt " tm Jnlhng 7>er and.. ..4Ll and heavier than the other coaches, sustained less injury
from them tba.n it was able to inflict, just as in a street
practic<U rtll"'larity, but regularity ea11not in Neh eau. collision between a. Pick ford's van and a Yictoria., the
..4ll tzeept wtkly arc taktft Nbject 10 t.\" condstWII. 1 t ill d th h' hil tb
{M' !Nplaytd "onnnary" and " apctia.l" poritionl a." er w un ergo e sma.s mg-up process w e e
will tu unt on apptice1tion. former escapes. But the case would be very different if
Advertlaementa cannot be lnaerted unl- delivered before 8lx the whole train consisted of Pullman cars. In the
o'clock on Thur"aday evenlnc ; and In conaequence of the U t d St t ll' b d tb lt
neceaalty for col nc to preu early with a portion of the edition, 01 e a. es co unons occur 10 oum ers, an e resu s
ALTERATIONtl to atandlnc advertlaementa ahould arrive not of these are very disastrous. The long heavy cars are, to
later than Three o'clock on Wedneaday afternoon In each week use a.n expressive Americanism, " telescoped.'' 'Ihey are
Ll!krl rtloting to ..td11ertunnmu and Publillling o1 tAt dri\' en through each other, leaving wreck and death
paper art to bt addrmtd to 11tt Publillln', Mr. Syd11q W'Atu; all otJwr
utter to tu addrcutd to tAt Editor or Tu Bwoon:u. behind them. It is perhaps worth while to explain here
MEETINGS NEXT WEEK.
I.NBTITVTIOlf oF 01VfL 15th, at 25,
Great Oeorge-atreet, Westminster, at 8 p.m Ordinary meeting. Papers:
Ballfax Oraviog Dock Nova Scotln," by the llon. lt. C. Pnrsooe, M A ,
H. hut. O. E.; Ialand Qroving Dock. Now South Wales," br,
E. w. Young, M. lost. C. E.; "The Alexandm Graving Dock, Belfast,
by w. Rod rem Kelly, M. Inst. 0. E ; " Construction of n Concreto Graving
Dock at Newport, Monmouthshirc," by Hobort Ptckwcll, Assoc. M. Inst.
E
what takes place, and why. The underframes of Pull-
man cars are very heavily built. The cars are carried on
two four-wheeled bogies, and prevented from sagging in
the middle by wrought iron trusses. When a. collisiOn
occurs the motion in the train must be trans-
formed to something else before the mass in motion can
stop. Now, confining our attention for the moment
to the obstacle, which, to simplify matters, we shall snp-
417
pose to consist a vehicle, we that
struck by the tram can moved m four direc-
tions-forward along the rails, or 1t ma.y be knocked off
the road to the or right, or it can rise. There a.re
difficulties in the way of all. Its inertia. forward
motion. Its inertia and the flanges of 1ts wheels
to prevent it from being flung right or left. Its
opposes an obstacle to lifting. If, now, underframe 1s
-.ery strongly made, it is possible a. SIDgle coach under
the conditions named would be drtven forward along
road, and tba.t it might not be broken up; but_ the c_ase IS
different when the coach forms the last of a. tram. It 1s cer-
tain that it cannot under that condition be dri ven for-
ward so that the force of the shock will be mitigated.
If the uoderframe were weak, it would be smashed up;
but being strong, the car will move in line of least
resistance whatever tba.t ma.y be. lf 1t were standmg
on a. it would be driven off the rails to the outside
of the curve. If on a. straight hoe, it would a.s a. rule
rise, a.nd be driven by the engine through over the
next coach in front of it. The extraordmary effects
are produced in collisions. Thus, not very long since we
reproduced a. photograph, which t wo loco_motives
rearing up at each other like figbtrng. . A
locomotive has been known to turn r1ght over on Its
back, and lie with its wheels in the air on top of another
engine. Railway carriages are piled up in heaps on each
other in the same way. In every case the boarded
motion in the movmg train is expended . in the. lines of
least resistance. So much for the standmg tram. The
movioa train must behave in a. somewhat different way.
It is"'said that the Scotch express was nmning at the
moment of the collision at sixty miles a.n hour, a state-
ment which we see no reason to doubt. That is 88ft.
per second, which is the velocity which it. would have
attained if it had fallen freely through a. he1ght of 120ft.
The effect in a. word, of the colhsion was precisely the
same as that which would have ensued if the trai n
had fallen sheer over a. precipice 120ft. high. The effects
were only mitigated by the fact that the goods train was not
unyielding, a.nd was itself smashed up. It may be taken
that there wa.s in the express train eDergy enough
thoroughly to reduce to splinters . train, and one
train only; but the work was d1v1ded over two
trains, and was so fa.r less completely done. The
fact to which, however, we wish to call attention is
that the moving vehicles bad nothing like such latitude
of motion as those standmg. Each coach was, so to
speak, alive. Its energy was in its nature of a. pro-
jectile, and it was imposs1ble that any port10n of the
train could suddenly turn to the right or left or upward.
It must move in a. in obedience to any impressed
force at right angles to its line of motion, for just the
same reason that if a bottle, say, be dropped straight
down out of a. carr1age window it will strike the ground
further on by a distance which depends on the height of
the window sill above the ballast and the speed of the
train. Thus if that he1gbt were 8ft., a.nd the train
moving at sixty miles an hour, the bottle would requi re
07 second to reach the ground, a.nd o.s the trai n
would have traversed 88 x 7 = 616ft. in 7 seconds,
the bottle would strike the ground just that distance in
advance of the point which was exactly beneath it when
released. It will be readily understood, then, that it
would be impossible to turn over a railway carriage in
motion as though it were standing still. In short, every
train moving a.t speed has in a. measure the stability of a.
projectile. It is for this reason that we find the coaches
of a. moving train ploughing their wa.y straight through
or over the train into which they run. They turn neither
to the right or left, but go straight on destroying. It is
because of this action that little or nothing 1s gained by
making the underrames of railway carriages excessively
strong. They rise on one another, and emasbing
through the comparatively flimsy upper works, they
inflict much more damage than they would do if they
were weak enough to be broken np ; while, to make the
upper portions a.s strong a.s the lower, would involve such
an enormous accession of weight that it cannot be
thought of. As it is, Pullman cars weigh about twenty-
five tons each; some are very much heavier. This is not
the time, however, to discuss the construction of rolling
stock. Our object ha.s been to explain to our readers as
fully as is consistent with the space at our disposal why
it is tba.t nothing is to be hoped in severe collisions such
a.s that at 'Ibirsk from the use of stronger coaches than
those now used. Those of our readers who are versed
in dynamics will be able to amplify what we have
said for themselves. Those who are less familiar
with them will easily understand the subject if they will
bear in mind that every train in motion is a. projectile,
and that projectiles tend to keep straight on, deviating
neither to the right nor left. l::;ometbing must happen
when a. collision takes place, and there is little to choose
between the general wrecking of carriagee, bodies,
underframes a.nd all, a.nd the dr1viog of unbroken under-
frames straight ahead through the upper works of
coaches, almost from one end of a. train to the other.
If any of our readers have doubts, we commend their
attention to the reports published in the American papers
every now and then of the effects of rear collisions .
That a strong uoderframe is of use in slight collisions we
do not doubt, but such collisions are seldom very
destructive of life in any case.
THE VALUE OF STEAM JACKETS.
TaE more Cl\refully we examine the report of the re-
search committee of the Institution of Mechanical Engi-
neers, the more reason do we find to regret that they ba"e
not attempted to dra.w any conclusions from the figures
and facts they have collected. At every turn we are met
by anomalies, contradictions, and results for which
there is no ostensibly adequate cause. It seems to us
t.bat the chaotic condition of the whole mass of informa-
tion which they have submitted to the I nstitution, and
through it to the engineering world, would have been
more fully recognised if they had attempted to evolYe
418
some law from the heterogeneous collection of
data before them. We fully recognise the difficulty
of the task, bnt it wonld, we think, have been a
distinct gain if they bad said pllinly that no law was
to be discovered. The only fact emphasised is, it appears
to us, to be the existence of some agency which deter-
mines very largely what amount of st eam shall or shall
not be condensed in a cylinder, and the true nature of
which is not yet understood. That such a. cause does
operate seems to be clear. In no other way can be
explained the circumstance that the amount of cylin-
der condensation varies in a way wholly independent of
pressure and range of expansion, o.nd it must not
be t hat there ar e many experiments besides
those named by the research committee which support
the view we have taken. Thus, for example, we
may compare the r esults obtained by Maj or
English wi th tb.e Woolwich engine, and those
obtained by Mr. W. Kent with the Pawtucket
rotary pumping engi ne, as set forth in a paper read by
him last year before the American Society of Mechanical
Engineers. The Woolwicb engine is compound, the
cylinders are 18in. + 32in. x 44in., fitted with Proel 's
expansion gear, and jacketted all over save t he ends. The
cylinders are horizontal, and stand 12ft. apart. The Paw.
tucket engine has horizontal cylinders e. little smaller ;
they ar e 15in. + 30in. x 80in. They are ja.cketted all
over save the covers. During t he trials great care was
taken to maintain a circulation of live steam m the jacket s,
and thermometers placed in them showed a temperature
of 346 deg. to 350 deg., or 5 deg. to 8 deg. less than that in
the main steam pipe. It will be seen that the engines
are in all respects very similar. I n the American
engine the pressure was 123 lb.; in the Woolwich
engine 1t was 50 lb.; the Pa.wtucket engine made
48 revolutions per minute. The Woolwich engine 636.
The r atio of expansion in the Pawtucket engine was over
12 times, or almost precisely the same as in the Woolwich
engine. The power developed by the latter was 118, by the
Pawtucket engine about 140 I .H.P. All the conditions here
are favourable to comparison. There is no wide-marked
difference between them for the two engines; yet we find
that the jackets only effected a saving of about 2 per cent.
in the Pawtucket engine-something so small as to be
barely r emoved beyond the limit of error- while in the
Woolwich engine the saving r eached 20 per cent. we are
told. It is very usually, and we think properly, assumed,
that the utility of a jacket does not depend on the
pressure of the steam, but on the r atio of expansion ; and
ir. was t herefore JUSt as likely to be of use with 120 lb. as
50 lb. We ar e consequently presented here with two
experiments which apparently flatly contradict each
other. We have no doubt that both trials were made
with t he utmost care and honesty ; indeed t he Pawtucket
experiment was a. repetition of one to which we ba.ve on a.
previous occasion referred as carri ed out by Professors
Den ton and J acobus, and was intended as a. check on
their figures.
I n the attempt to solve the difficulty, we may first com-
pare the actual water consumption per horse per hour.
The Pawtuoket engine used without the jackets 1425 lb.;
the Woolwich engine, 2468 lb. The Pawtucket engine,
with the jackets, 138lb. ; the Wool wich engine, 19lb.
Why did the Woolwicb engine require, in round num-
bers, 5 lb. more steam per horse per hour than the
Pe.wtucket engine, even with the jacket, and nearly 10 lb.
more without ? There is, theoretically, no special advan-
tage to be gained from using high pressures instead of low
pressures save that the former, render a larger r atio of
expansion with a given size of cylinder admissible ; a.nd
the ratio of expansion, not the pressure, settles t he gain
in economy. Here, however, the ratios were the same
within a. fraction. Clearly there is nothing in the pres-
sures to help us to e. solution. Again, the speeds were in
favour of the E nglish engine. Turning next to the steam
condensed in the j ackets, we find that in the Pawtucket
engine it amounted to 35 lb. in the high pressure, a.nd
77 lb. in the low-pressure cylinder jackets per hour, or in
al l to 112lb., or Sib. per hor se per hour. In the Wool-
wicb engine it was 113 lb. per horse per hour, or in all
1277 lb. The di fference here again is quite too small
to explain a 20 per cent. saving on the one band, or why
the engine used so much steam on the other hand.
An examination of the diagrams taken by the com-
mittee shows that in all oases the average pressure in the
high.pr essure cylinder was diminished by t he use of a.
ja.cket, while it was augmented in the low-pressure
cyhnder. Thus, for exa.mple, in the Woolwich engine
the average pressure wit hout steam in the jackets was
1895 lb. , and with 1512 lb. In the low-pr essure cylinder
the relations were Without steam in the jackets
the average pressure was 421 lb., and with it was 460 lb.
h is a. curious circumstance that in the Pawtucket
engine the use of steam in the jackets augmented the
pressure in both cylinders very slightly.
If we cared to extend our comparisons to other engines,
we should only enforce the same truth, that there is some
agency a.t work in determining the amount of cylinder
condensation, the true nature of which is not understood.
So far as can be seen, it depends largely on the shape of
the engine. We can find nothing about the Woolwich
and the Pa.wtucket engines to expla.in the enormous con-
tlumption o the former as compared with that of the
latter, save a. difference in shape. We have no doubt that
the workmanship is equally good in both. We have
r ecently been informed by an engineer very unlikely to
make mistakes, that be was greatly troubled by large
quantities of water in the cylinder of a. non-compound
horizontal engine. He attributed this t o priming, and
schemed a.nd camed out bali-a.dozen devices to equalise
the draught of steam from the boiler, without effect. The
steam pipe entered the cylinder at the top of the valve
chest, which in its turn lay on top of the cylinder, and
it occurred to him that the boiler might not be in fault,
and that the impact of the eteam directly on the flat sur-
face of the slide val ve might have something to do with
the matter. He then led the steam in by a. gentle curve
THE ENGINEER.
at the side of the valve chest, and states t hat be has good
r eason to believe that be has cured his boiler of priming;
in other words, he is no longer troubled with water in the
cylinder. Our readers can draw their own deductions.
RAILWAY RATES AND LANCASBIRE MACHINISTS.
TIIE machinery a.nd engineering tra.des -of the great
La.ncashire distri ct are evidently concerned in a very im-
por tant degree in the new schedules of railway rates and
charges which the railway companies of the kingdom are
under obligation to publish with the beginning of next year.
We judge this from the circumstance of the deputation a.t
the end of last week of the La.ncashire and Cheshire Con-
ference to the Board of Trade, seeking certain information
at the bands of the railway companies prior to the actual
date of the new charges. The Conference is an organisation
representing the interests of the Manchester, Old ham, Bolton,
Cborley, and surrounding engineering and allied industries,
upon the railway rates question, and it would seem that
these trades are anxious r.o obta.in from the carriers a for t-
night's notice before the end of the year of any increases
which the schedules of J anuary 1st may show. They are
also desirous to have published the specia.l and exceptional
rates which the compa.nies intend to make, in addition to
the basis of the class rates-information which would mean
the being supplied with facilities for a.sr.ertaining the
exact rates charged si milar to those enjoyed by the
manufacturers of Belgium, France, and other continental
countries. On behalf of the carr iers, Sir George Findlay bo.s
represented to the Board of Trade that it would be " utterly
impossible" to comply with these requests. Sir George
states that we are on the eve o.f a great change, a.s on 1st
January " millions of rates" have to be issued, and the old
rates cancelled. The work involved, therefore, in complying
with the desire of the Lancashi re deputation would be
Herculean, and he would also argue, superfluous. Sir George
a.nnounces that when the new ra.tes are issued the traders
will find that they are very much as they were before, and
that there is "very little, if any," material alteration. This
declaration, if it means all that seems to be implied, will
certainly be received with much satisfaction. It should go
far to reassure the Lancashire machinists concer ning wha.t
is in front of them. At the same time we shall be glad if the
Board of Trade can see their way to arrange with the railway
companies to a.flord to the industries the deta.ils as to special
and exceptional rates which they very rightly desire to
possess.
THE UNITED STATES PRESIDENTIAL ELECTION.
THE modified Protection party in the United Sta.tes a.re
naturally jubila.nt. The election of Mr. Clevela.nd a.s Presi-
dent of the United States has been rendered certain by an
overwhelming vote in hia favour. It is very commonly held
in this country, as well as in the United States, that l\lr.
Cleveland is pledged to abolish the McKinley tariff, but it
must not be forgotten that no early cha.nge is possible. I n
the first place, the new Senate will not meet till March, 1893,
in special Session, to confirm the selection by 1\Ir. Clevela.nd
of his Cabinet. The new House o) f Representatives will not
assemble until December, 1893. Consequently no legislation
upon such an intricate a.nd important matter a.s the tariff
can be expected before 1894. According to American opinion
even then no rude disturbance of commerce is likely,
as much will depend upon the condition of the Treasury.
The Democra.tic theory is that so narrow a surplus as
the Treasury now possesses is practically a. deficit, and
tha.t it is improper to include funds and assets not
immediately available in the nomina.l credits. But in
addition to all this it must not be forgotten tba.t a. host of
influences will be brought to bear. The Republican party is
still exceedingly powerful, and will leave no efforts unexer ted
to make its influence felt. Mr. Clevela.nd's sentiments are
strongly anti-English, and the Lord Sa.ckville episode will
not readily be forgotten here. The most that we at present
feel disposed to say is that the election of Mr. Cleveland, or
more strictly spea.lring, the success of the Democrar.s, holds
out a promise t hat the commercial relations between this
country and the Unikd States may be improved, and trade
is so just now that we may well be thankful for small
merc1es.
LITERATURE.
Die Eisc1tbalm-Geleise. V on A. HAARMANN, General-Direktor
des Georg-Martin-Bergswerks-und Leipzig:
E ngelmann. 8vo., pp. 852. With 1837 illusr.ra.tions. 1892.
Tars is one of those books which are only
11
made in
Germany," a. country which seems to furnish an unlimited
supp.ly of technical w:iters and enterpr ising
publishers, wtlltng to expend capttal upon books which
m this co.untry would certainly not pay. The author is
not a. r a1l way ma.n, but the director of a. gr eat mining
establishment a.t Osna.bruck, where it appears there is a
sort of
11
Museum of Permanent Way." He is not, how-
ever, a. mere theorist; . but h!'-s a.. pra?tical knowledge of
r ailways, so far as the1r use 10 mtnes 1s concerned. It is
the complete a.od the fullest histor y of permanent
way ba.s ever come under our notice, and it ought
to be.10 the office o.f in the king-
fact. of 1ts bemg wntten 10 a. foreign language
1s very httle dtsadvantage, as the woodcuts-of which
there. a.re over 1800-a.re so clear, and we may add, so
executed, tha.t they tell thei r own tale. If
mventor s took the trouble to ascertain what had been
done by their for erunners, this book would be of
to them. They would in many cases be sadde; but
w1ser men; but, as we all know, people invent first and
fi nd out after wards that their inventions have been tried
years before and found wanting. The author has perhaps
wisely ?onfined himself to those forms of permanent
way wb1ch have been a.ctua.lly submitted to trial thouob
t he observance of this rule sometimes leads to the omis-
of a. link in history of a. particular phase of the
Take, for mstance, the origin of the fish-plate,
which seems to have been used as ea.rly as 1832 on the
Camden a.ndAmboy line in New Jersey-see page 326 but
the author fails to note, in consequence of the rule
alluded t ?, a rud1!Dentary form of fish-plate was
m thts 10 by J ames White, who pub-
a. 10 the followmg year calling attention to
hts In 1846 be wrote a letter to the .Jfechanics'
Mngaztme-vol. xlv., page 180- in which be describes a
Nov. 11, 1892.
simplified form of his railway link, a.nd a.t the same t ime
complains that he was never able t ? get. it taken up.
F ish-plates were 6rst used on the Contment 10 1847 on the
Dusseldorf and Elberfeld Railway. I t may here be
noted that on pa.ge 466 the dat e of 1841 is assigned to this
modification, but this is apparently a. misprint. None of
these were suspended joints, the invention of wb!ch is
duly credited to Mr. Bridges Adams, The author gtves e.
woodcut of the or1ginal form of this joint from Adams and
Ricbardson's patent of 1847, in which no bolts are used.
The subject is treated with true German thoroughness,
and the author has pushed his researches back to the
times of the ancient Greeks, who be asserts were acquainted
with the use of r ail ways, and that the so-called r uts fre-
quently observed in 11.0cient r oads were in reality sunk
ways for the wheels of vehicles run in. In .proof ?f
this he gives on page 355 a drawmg of an a.n01ent re.tl-
way from Sparta. to Helos, a. part of the line being
double, so as to provide a. " pa.ssing place" for vehicles
coming in the opposite direction. The surprising t hing
about it is that we do not find remains of movable
s witches, and that the gauge is not exactly 4ft. S!in.
Whilst dealing with the quest ion of ancient ways, we
may call attention to a railway at a quarry near Bath,
described by Desaguliers in his
11
Course of Experimental
Philosophy," 1734, vol. i., page 274, which is not
mentioned by the author of this work. We have already
given a drawing and description of this railway. We
must not, however, part with the book with anything
which may look like adverse criticism, and we will con-
clude by an expression of tha.nks to the author for the
care and industry which be has displayed in collecting
his ma.teria.l, and for his skill in arranging it. The print-
ing and general "get up " are excellent.
PERCEVAL MOSES PARSONS.
WE very much regret to have to announce the almost
sudden death, at the age of 72, of Mr. Perceval Moses Parsons,
a.n engineer of no mean scientific abilities, and one who has
played a. prominent part in the world. l\lr. Parsons died of
apoplexy OD Saturday morning a.t nis residence, Melbourne
House, Blackheatb.
He wa.s the only son of l\Ir. J obn Parsons, of Scraptoft
House, Leicestershire, and was born in London in 1819. He
received his early education from the Rev. J. Dallen, of
Shooter's Hill. From his earliest youth be had shown strong
indications of his future career in his liking for everything
apperta.ining to mechanics and engineering, and given signs
of his talent for invention, which afterwards resulted in so
many successful enterprises. His first education as an engi-
neer was received at Portsmouth Dockyard, where be studied
for two years under the chief engineer. After this be became
pupil to Messrs. Braithwaite and 1\lilner, with whom he
served his ti me. He was then for a. shor t period in the
employ of Sir J ohn Rennie. F rom him be went to
Peter Bruff, who placed him upon his engineering staff,
then engaged upon the survey and construction of a.
branch line of the Great Jta.stern Railway. Shortly after
this be took out his first two pa.tents connected with switches
and axle-boxes, and worked them in his own offlces, in con-
junction with friends. About this time, namely, in 1851, be
married l\Iiss A. J. Rexford, daughter of 1\lr. Rexford, of
Greenwich, and shortly afterwards went to live a.t Bla.ck-
beath. About 1860 his first important invention was com-
pleted.
This was a. new system of converting old and useless cast
iron guns into rifled guns by means of boring them out and
inserting a. steel tube. The work in connection with this
patent, and his attempt to obtain its adoption by the then
existing Government, occupied him mainly for the next eight
or ten years. Every engineer who was living at that time,
will be familiar with the history of his t ransactions with the
Governr:lent in connection with his patent, wbiob it is
needless to more tha.n touch upon at the present time. Full
particulars will be found in THE ENorNEEll for March
18th, 1870.
A similar invention by another gentleman, 1\Ia.jor, after -
wards General Palliser, wasadopted by the Government, and
M:r. Parsons was left entirely unrecognised. He natura.lly
felt such a. position keenly, and after years of controversy,
the was referred . to l\Ir. Charles Hutton Gregory,
whose verd1ct proved the JUStness of the claims made by l\Ir.
Parsons. Considering, however, that it was a.dmitted that
this invention of l\Ir. Parsons probably saved the country an
expenditure of not less than 400,000, it was poor comfort to
an inventor, after having his claims recognised, to be awarded
the minute sum of 1000, which was insufficient to cover
even a tithe of his expenses.
. Contempora:ry with his la.boursin gunnery, be had been work-
mg a.t, and ultrmately patented, a. new a.ntifriction meta.l now
to every engineer in the kingdom as white brass. I n
h1s house Blackheatb be had erected a. workshop with
eve:Y apphance for testing the a.ntifriotiona.l qualities of
yartous alloys. He worked here from night to night, stand-
lOg over the furnaces, and with his own bands mixing most
of the met'."ls in various proportions to produce
th&:t whtch he was seeking for. He ultimately produced the
wb1te brass referred to above, which still retains it.s
supremacy. His success with this alloy led him to make
further researches, with the object of discovering a. material
which should be of equal strength to steel and at the same
time incorrodible.
After some years of patient investigating and constant
experiment, he ultimately produced the alloy known a.s
Ma.nganese Bron.ze. The commercia.! success of the company
bea.rs name spea.ks as to the efficacy of the
mvent10n. Like all other new introductions, this material
went some trying periods in its early days. With
expenence, however, came knowledge, a.nd ultimately a.
success that has rarely been equalled in an invention of this
In almost every workshop, and shipbuilding yard
m England and abroad, Ma.nganese Bronze is to be found.
Few passenger steamers of a.ny importance are without
propellers of this alloy.
The screw bolt which Mr. Parsons patented in February,
1867, was a method of applying the principle of
sect10n. by channelling the bolt on
four s1des, so as to gtve 1t a cructform cross section. The bolt
used great success for fish-plates and armour-plates,
tts elasttctty being enormously greater than that of the
bolt. He aTso patented a tubular armour-plate bolt,
whtoh was a.dopted by the Russian Government. The system
Nov. 11, 1892.
is extensively used now by many engineers, and consists
simply in drilling a. hole down the centre of the bolt.
In 1853 he prepared an important civil engineering
scheme, co.lled the London Ra.ilwa.y, to afford direct ra.ilwa.y
communica.tion between the City a.nd Westminster and the
western suburbs, a.od to unite the whole of the existing
metropolita.n railways north and south of the Thames, and to
provide them with a. genera.l central station. This scheme,
with plans and estimates, was ultimately approved by Robert
Stepbenson, who consented to be consulting engineer, with
Mr. J obn Hawksbaw as chief engineer, and Mr. Parsons and
l\Ir. George Berkeley as acting engineers, and reached the
earlier financial stages, when, in consequence of the Crimean
War breaking out, tbe whole affair was dropped, and a.
magnificent system of railway communication lost to
London for ever.
To all who 1."Uew him he was 8. man of singularly just and
honourable nature, a. true friend, a. good father, and a.
faithful husband.
THE " DEV APORATOR."
WE were recently invited by Professor Ga.mgee to
witness the working of the apparatus which be has
named the "Deva.pora.tor." A good deal has been said
in some circles concerning this, and some facts relatina
to it may be of interest. The apparatus, as the nam:
signifies, is intended to act as a condenser. Professor
Ga.mgee is not, however, content to work on old lines,
and to cause condensation by " transmission of the heat
condition of water vapour to its environments not equa.lly
so. conditi?ned." works on new lines, and perhaps
this expla.ms the dt fference, or some of the difference,
between his views of the results and those of some other
people. ot all. other people, for a. few have experi-
mented w1tb his apparatus, and have thought it
desirable that so important a. subject should be investi
ga.ted on a. larger scale. This is, of course, also Professor
Gamgee's view, but his reasons are not perhaps pre
cisely the same as those of the experimenters, inasmuch
as the latter may wish to remove small lingering doubts
by working with larger apparatus. Those who have
joined Professor Gamgee
in so far as to provide
the means of making
these practical investiga-
tions into the scientific
validity of conclusions
generally held on beat
and thermo dynamics,
may a.lso like to experi-
ment on a larger scale.
They pay the piper and
presumably get the time
they want. People do
differ on such matters, and
that is the best reason
we can offer for thinking
that the apparatus we
saw was amply large to
exemplify the devapora-
tive action. Less daring
doubters of the truth of
the accepted theories on
these matters, and less
courageous supporters
of these doubts, have
hesitated to attack them
in an expensive wa..v, but
they have not bad
Professor Gamgee to lead
them.
According to Professor
Gamgee, the doctrine of
latent heat is a fallacy,
and that for the " auto-
matic liquefaction of
J

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Jl:
THE ENGINEER.
steam from an engine E on the ground floor is passed into
this deva.pora.tor by a. pipe a.s shown, which is fitted
with a check valve, and enters the lower part of the upper
pipe, into which it extends nearly to the position of the
thermometer T, and is perforated. All the large
pipes of the devaporator are wholly or partly
filled with porcelain marbles, and the space not so occu-
pied is filled with water. That steam which is not
condensed in the upper pipe of the deva.porator passes off
from the centre and upper part by a tube, which enters
the lower part of the pipe below. This method of
connectmg the seven large pipes of the devapora.tor is
followed throughout, and the residual vapour and water
pass off from the bottom by the stand p1pe S P, round a
coil D, and thence down to the receiver R, fitted with a.
I
THE BRAKE-1 AS FOUND, 2 AS USED
long gauge glass. In this receiver R, the water which
comes over from the devaporator is collected, and may be
returned to the boiler by means of the receiver r, to the
top of which steam for that purpose may be a.dmitted
from the boiler. Any residual vapour which may escape
from the devaporator or the receiver R, passes away
through the pipe shown, which may be opened to the
atmosphere, or tt may convey it to the Westinghouse air
pump A P, and thence to the tank near the engine. The
engine has a cylinder 6in. diameter and Sin. stroke. It
ran at about sixty-six revolutions per minute, against the
resistance offered by a. brake consisting of a hoop-iron
loop with a. few wood blocks, and with ends attached to a
spring balance and to a bolt in the floor. The steam




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TO EJO/LEI'I
STEAM

TANK
vapours there is DO need DIAGRAM REPRESENTATION
OF THE DEVAPORATOR AND CONNECTIONS
of a cold body,'' that there
is no necessity for a colder medium to dispel the beat of
a.n engine exhaust, and that " the best condenser is one a.t
or near the boiling point of water at atmospheric pres-
sure." His contention is, "that the specific beat of
exhaust steam being-less than one-fourth that of water, it
is impossible for steam to rise in temperature in a con
denser except as the result of abnormal compression due
to vicious mecbanicaJ arrangements." To those who do
not understand the subject from Professor Gamgee's
point of view, this last paragraph may appear to require
disentanglement. But it does not. "From the earliest
days of the doctrine of latent beat, distinguished dis-
sentients have pointed out its probable fallacy, but have
failed experimentally to divert engineers from adhering to
Black's Law."
For the purposes of discovery or diversion, Professor
Gamgee has devised t he arrangement of apparatus illus-
trated by the accompanying diagram. With this he has
made experiments extending over months, and others
have made experiments extending over days I!Jld nights.
With it Professor Gamgee has endeavoured to " for ever
dispel the mythical entity heat." The " devapora.tor "
C is placed on an upper floor, a.nd consists of five super-
posed pipes. The two upper pipes are tinned copper,
6ft. 10 length and 6in. in diameter. The three lower
pipes are 7ft. in length and 7in. in diameter. The exhaust
was pro ided by a. vertical boiler at a. pressure
of about 58 lb., and was passed through a steam trap. This
is perhaps a. sufficient description of the apparatus, but
it must be added that the deva.pora.tor was enclosed in a
box filled with sawdust, and that the coil D was coated
thickly with asbestos.
The apparatus bad, we were informed, been working
very satisfactorily, not only in Professor Ga.mgee's hands,
but in those of others, and in response to an invitation to
see it thus a.t work, the writer visited Professor Ga.mgee's
laboratory one morning and inspected it. After hearing
a. brief exposition of the inventor's theory of the appa-
ratus, accompanied by all ws admitted skill in the choice
of impressive descriptive phraseology, that skill by which
he so often masters the difficulties which arise from
orthodox prejudices in his listener, it seemed that perhaps
in this case tbe theory might be excusably postponed in
favour of a. little of the practice. An examination of the
apparatus with this view showed that all the exhaust
steam from the engine passed into the deva.pora.tor ;
that the pressure in t he top of the latter stood at
a little over 2lb., t hat the pressure in the exhaust pipe
near the engine was a. little over 3 lb., that a smaJl quan-
tity of water was being collected in the receiver R, that
something like 100 square feet of pipe and tube surfaces
were exposed, and that some residual vapour was passing
from the receiver R to the wa.ter-jacketted tank below.
It was noticed that when one of the valves on this
residual vapour pipe in the neighbourhood of the air
pump-not then at work-and tank was closed so that
the residual vapour could not get a.wa.y, the back-pressure
in the exhaust pipe rapidly rose to 7lb., and as this was
increasing it was thought well to open the vaJve again.
At this time none of the pipes were covered, and t he coil
D not used. Being satisfied t hat aJl the steam from the
engine was under these conditions going into the
deva.porator, and a.s the morning call had occupied
nearly an hour, time would not then permit of
further inspection. As, however, there was obviously
419
something to investigate, arrangements were ma.de for a.
more complete examination of the apparatus
day. This day arrived, and we found on entermg the
laboratory that, to test the theory, some one had had the
whole deva.pora.tor covered in; the coil D, which had. in
the mean time been inserted, was also coated. Not bewg
concerned with the theory, but only a. desire to know
what became of the damp steam which was released
from the engine, we arranged to measure the water
passed into the boiler, the quantity caught at R, and as
a. precaution the quantity of water from
residual vapour. This was done simply because 1t was
desirable to know what proportion of the whole was
represented by the residual vapour. The indicated
and brake horse . power of the engine were taken
also merely as checks. Before commencing we
altered the brake, and instead of one end being kept
down by a. boH, we kept it in place by a suspended
weight. To th1s there was one objection, namely, that
we bad to deduct this weight from that indicated by t he
spring, making a. difference of nearly 30 per cent. on the
brake horse-power previously read. This, of course,
caused a. disparity between our figures and those . of
previous experimenters, but this difficulty we have to
accept, although we could not get in this way a.s high a
mechanical efficiency from the engine a.s others had with
the brake end connected to earth.
After running some time, no fresh supply of water
ba.vmg been put into the condenser, water began to collect
in the receiver . It came over rapidly for a. short time,
although previously it bad come in very slowly, and the
back pressure near the engine reached 9lb. When the
water increased to eight gallons in the receiver, five
gallons were drawn off, and after this the rate decreased,
and in two hours only three gallons were collected in the
receiver R. Apparently the condenser bad been emptied,
or the stand-pipe S P and its more immediate connec-
tions bad, for after this the back pressure fell to an
average of 55lb., and it became necessary to pay more
attention to the residuaJ vapour pi.Pe and tank below, the
pipe to the atmosphere being closed. Here, as before
explained, the residual vapour passed through the air
pump valves, the air pump not being at work, and thence
into the jacket of the vessel marked "tank," the inside of
which was filled with cold water. From the bottom of this
tank over sixteen gallons were taken-while only about
three gallons were collected a.t R. During a. total of two and
a.-haJf hours thirty-two gallons of water were evaporated
in the boiler. Of this sixteen and a-quarter gallons were
taken a.wa.y in gallon measures from t he residuaJ vapour
tank, the measure standing 10 a. tub in which about two
more gallons collected. This residuaJ vapour was con-
densed by the cold water in the tank, and this water bad
to be renewed severaJ times, because it reached a. tempera-
ture as high a.s 192 deg. When this temperature was
reached condensation was imperfect, and this " residuaJ
vapour " with the persistence characteristic of nuisances,
would come a.wa.y a.s steam, and not less than a. quarter
of a. gallon can be aJlowed for this. A loss of consider-
ably more than this took place a.t the steam t rap. We
have, then, as a. statement the following quantities to
account for the water evaporated and subsequently
passed as wet or partly condensed exhaust steam from
the engine into the devaporator :-
Water evaporated ... ... ... ... Gals. 8200
Water and steam from steam trap ... ... 075
Water drawn off from r eceiver ... ... ... 500
Water collected in reservoir . . . . . . . . . . . . 8 00
Water collected by condensation of residual
vayour from jacketted tank ... ... . .. 185
Tota accounted for . .. . . . . .. . . . . . . 27 25-27 25
Left in devaporator and pipes, tank jacket,
and waste, by difference . .. . . . . . . 4 75
8200
Thus, it will be seen that if we leave out for the
moment the five gallons condensed in the deva.porator in
warming it up, we have nearly all the feed-water
accounted ior by the water from the "residuaJ vapour "
condensed by the jacketted cold-water tank. In other
words, about 80 per cent. may be accounted for by t he
residual vapour and that which would come from the
pipes connected to the receiver R, the balance being
accounted for by condensation in beating up the deva.po-
rator, and by that remaining from the wet exhaust in the
pipes. It may be mentioned that the indicated horse-
power of the engine, a.s shown by diagrams like the
annexed taken from one end of the cylinder, was
114-horse power, and the brake horse-power 059 to 0 64.
giving a. mechanical efficiency of 52 to 56 per cent.
After this experiment the vaJve admitting the so-called
residual vapour to the cold tank below was closed, and the
vaJve aJlowing it to pass into the atmosphere was opened.
When this was done the back pressure immediately fell
to 2lb. In one hour 25 gallons were collected in the
receiver R, most or aJl of which, that was not water a.s it
left the engine, was condensed by the uncovered piping to
the receiver, and to the atmosphere. The residuaJ vapour
when allowed to pass into the air might have been
mistaken for a common exhaust, if it bad not been called
by another name. In the figures we have given we have
made no pretence to minuteness, because where so
much that is of importance is obvious the immaterial
need not be considered.
Professor Ga.mgee's belief in the thing is shown by his
allowing it to be covered in with non-conducting
materials, but it is a pity that some of those who ha.ve
experimented with the apparatus have failed to convince
him tha.t he does not condense steam by the de-
vaporator. I t would perhaps be idle to remind. Professor
Gamgee that although the specific heat of stea.ru is but
one-third that of water, the heat necessary to convert
1 lb. o! water is a very large quantity, and
that this beat wlll be up on condensation, but tha.t
the will take unless something is
provtded for ta.kmg up this heat, or 1s aJlowed to take it up.
Or, more, perhaps, in Professor Ga.mgee's words, the beat
condition of the steam will be unaffected by similar beat
conditions in its environment.

420 THE ENGINEER.
Nov. 11, 1892.
R E U ME A U X'S SAFETY G EAR F 0 R WI N DING ENGINES



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REUMEA UX'S SAFETY APPLIANCES FOR
WI NDING ENGINES.
official in the Traffic Department of the Great Southern and
Western Railway. At present every traiu running on a. single
line has to stop at each station on the way to take up the
staff for the secti on in advance, without which the dri ver
cannot proceed, and to leave the staff for the portion of the
line j ust travelled over. This on long single lines involves
delays, and has been in many cases the great barrier to the
acceleration of mail t rains, it being impossible to run fast
trains with the repeated stops at uni mportant stations to
exchange the staffs. Mr. Wallace, of the Great Northern
Railway, Mr. Bell, of the Great Southern and Western Rail-
way, and Mr. Shaw, of the Midland Great Western Railway
witnessed the test, and expressed themselves pleased at the
result, which was satisfactory, the staffs having been ex-
changed several times at varying rates of speed up to for ty
miles per hour without a single failure. The apparatus con-
F I C 2
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which is si milarly fitted to pouch E . A.rm K has a rod X-
Fig. 2-similar to Y, a.t right angles to K, which, passing
through ring H, takes it ofT pin in socket F, thus taking stall
pouch E from engine; in like manner and at same time rod
Y takes off staff pouch L from arm J. When the large ring
on L bits end oflarm D it slides along it towards A, and
enables D to be r aised by spring. Arm D is kept from movi ng
backward when down by guard C.
DISPOSAL OF CLYDE DREDGINGS.

As is well known, it is only by incessant and laboriors
dredging of the bed of the river Clyde-in its upper reaches
- that a navigable channel is maintained competent to
meet even the most necessary demands of Glasgow's shipping.
F/ G / .
I
TIIE apparatus illustrated is the invention of Mr.
Reumeaux, chief engineer to the Lens Colliery Company, 10
whose extensive mines it has been applied to the winding
engines, both above and below :r'he object proposed,
namely, the prevention of overwt?dmg, 1s effected by the l;lSe
of self-acting apparatus for reducmg the speed of the engme
while the cage is still at some distance from the surface, and
applying the brake as soon as it is clear of_ the ground .. A
third contrivance, which is used when lowermg men, apphes
the brake during the last part of the journey. The principal
element in the arrangement is a throttle valve, formed of a
disc piston P and a plunger 0 united by _a. rod, in two
closed cylinders right angles to of matn steam
or air-pressure p1pe. When the engtne 1s workmg the valve
is in the position shown above, the steam pressure through
the passage b on the back of 0 being balanced by that on P
through a; but when the co.ge comes. to .a point about 100ft.
below the surface, a tappet Don the wmdmg telltale opens the
valve B, allowi ng the steam to from the back of P,
and the opposite pressure drawmg 0 forward blocks the
steam pipe so that the pressure on the engine is reduced to
that neces;ary to prevent the loaded cage from falling back
Ff c .3.
.A 'l J . .-
into the pit. . . . ..
When lowering men, the hand lever R bemg m m1d-pos1t1on,
the slide valve F of the brake engine is closed; but the open-
i og of B also induces the exhaust above perforated
piston H connected to the valve p, wh1oh 1s OJ>ened,
admitting steam into the cylinder of the brake, whi ch IS kept
applied during the last 30 m. of the journey, the pressure
being, however, gradually relie:ved by steam r?und
the piston, an arrangement wh1oh remedtes the 1nconvemence
of not being able to work en when _the thrott_le
valve is closed. The apparatus H IS also operat1ve m
winding loads the brake lever opens cyhnder to
the ordinary exhaust, but the only result 1s a waste of
steam during the time that the through passage IS open. .
At the end of the journey the engine-man closes the admiS-
sion regulator valve A by the lever L in ordinary w_ay, but in
doing so the valve C on the exhaust ptpe from 0 1s opened,
and the throttle valve is pushed back by P leaving the steam
pa.s>age open. Unless this is done the passage remains
blocked, and no steam can get to the engine even with A full
open.
When the cage has been lifted about 2ft. clear of the bank,
a second tappet D' moves the throttle valve again, and a
t hird D" opens the valve E, producing an exhaust below the
perforated piston G, which in moving downwards t he
steam admission to the brake. For greater securtty tn the
event of the main steam or air pressure pipe breaking, a reser-
v.:>ir of about th ree times the capacity of the brake cylinder
is provided. This has a stop valve at K, which closes when
t he pressure is out ofT, while the valve I opens and admits
the pressure to G to apply the brake.
These arrangements, \vhich were seen in operation on the
large wi nding engines at No. 8 pi t at Lens during the visit
of the Federated Institute of Mining E ngineers in January
last, fully carry out the inventor's views expressed at the
Paris Exhibition in 1889 : "That no safety appliance can be
really efficient unless it takes part in the regul ar course of
work." This is essentially true of the throttle valve, which
checks the speed at the right moment without the interven-
tion of the engine-man, who is only reminded of its existence
by a pressure gauge showing its working condition.
NEW RAILWAY STAFF EXCHANGER.
BY the courtesy of the Great Nor thern Railway Company,
Ireland, a very interesting series of experiments took place on
Monday, the 17th inst., at E ast Wall Junction, Dublin, with
a view to testing the adaptability and utility of an apparatus
for exchanging train staffs on single lines without stopping
at stations, which has been patented by Mr. H. Purdon, an

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PURDON'S RAI LWAY STAFF EXCHANGER
sists of a drop arru something similar to that on a post-office
railway van for dropping the mail bags, and by means of in-
genious mechanism receives and delivers the stalls from and
to a post placed outside the station. ']he cost of fitting the
engines and stations wi th the invention will be small. The
accompanying engraving illustrates the apparatus, which may
be thus described. A is a tubular pillar connected by brackets
B _to cab _of with dr?p arm D, which is raised by a
sptral spr10g 10 A, when reheved of stafi pouch E. At one
end of D is socket F upon a pin, i n centre of which is bung
staff pouch E ; the latter is kept in position by spring shutter
G. At of F is rod 2. Staff pouch E is
fitted w1th 1ron r1og H, at top of wh1ch is placed a smaller
ring_ to h9:ng on pin iu socket F. I is a p' llar fixed outside
stat10n w1th two arms, J and ]( ; a.t end of J is a. socket and
shutter Eimilar to F on arm D, for holding stall pouch L,
The dredging and spoil-carrying plant owned by the Clyde
Trustees, and the systematic manner in which it is constantly
kept employed, form one of the most r emarkable facts con-
nected with r iver and harbour maintenance and improvement.
An idea. of the magnitude and importance of the operations
carried on may be bad from one fact alone, vi z., that during
the period between 1845 and 1887 the total quantity of material
dredged amounted to32,261,788 cubic yards; or , at a moderate
estimate, about 40,000,000 tons. I n the year ending June 30th,
1887, alone, the quantity dredged amounted to 1,319,34-:1:
cubic yards ; and this has been much exceeded in subsequent
years by reason of the scheme of dock extension in progress,
and t hrough the acqui sition of new and more powerful
dredging plant.
The practice which has been followed for many years by
the Trustees, however, of carrying the dredgings taken from

NoY. 11, 1892.
the bottom of the r iver and depositing them into the waters
of Loch Long- a. beautiful villa-fringed arm of the r iver 's
estuary-h&S long been deprecated and denounced, and reports
by experts on thesabject presented to P arliamen t. The grounds
on which the protests a.nd objections to the practice are b&.sed
are :-The alleged despoilment of the shores of Loch Long as
a residential adjunct to Glasgow; the danger to those residents
from the pollution of the waters, and the detriment to t he
fishings. After a lengthened cou.rse of petitioning a nd
representation, a. decision of the House of Lords, in the early
part of t his year, prohibited the Trust from continuing the
practice of depositing "refuse" into the Loch. Since that
decision, however, effor ts have seemingly been made on the
part of the Trustees to qualify and restr ict the effect of the
deliverance. A disposition has been evinced to persist in
di sposing of the dredgings in this or another part of the
estuary rather than carry them well out to the open-one of
the alternatives suggesti ng itself. This disposition has
excited, on t he one hand, indignant protest from those
watering-place residents whose amenity would be threatened
by a continuance of the objectionable system of disposal , and,
on t he other , scarcely less hearty remonstrance from many
claiming not only to have the interests and prosperi ty of the
Clyde, but the best interests of the Trustees themselves at
heart. To a deputation representing the feuars and
residents on the shores of Loch Long who waited recently
on the P resident of tbe Board of Trade, a reply was given
which to a large extent points t he way to a satisfactory
settlement of the problem, a.s far as the protesting feuars are
concerned. hlr. 1\lundolla, while agreeing t hat the pollut ion
of the residential sea -lochs must stop, said that having due
regard to the interests of Glasgow, it would not be altogether
wise to prevent the material excavated from the docks under
formation at Cessnock from being deposited there, as that
would be quite innocuous from a sanitary point of view. He
was quite of the opi nion of the deputation, however, that
the ordinary river dredgings must be otherwise disposed of.
This virtually leaves the problem which the Clyde Trustees
have got to solve as d ifficult as ever, al though the concession
as regards the spoil from the new docks will very materially
lighten their burden for some time to come. Some who have
been active in criticising the present practice of the Trustees
have not confined themselves to fault-findi ng, but have called
attention to alternate schemes for the disposal of the river
dredgi ogs, which have before been urged upon the Trustees,
and which have doubtless received some consideration at their
bands. Two alternat ive proposals have been specially urged,
viz., to spread the dredgings over the wide stretches of fore-
shore on both sides of the river between Bowling and
Greenock, or to carry them beyond "the three-mile limit "
from land-in other words, to about Ailsa Craig-and drop
them there. In regard to the first scheme, Mr. A. E. Fletcher,
who was appointed by the Secretary of Scotland to make a
thorough examination into the alleged pollution of Loch
Long, &c., in 1888, reported that :-" Places of deposit might
be found on the banks of the Clyde, where the dredgings from
the har bourw.>uld make good land, instead of, as at present,
spoiling good water. The amount if placed with an average
thickness of 9ft. on the land-so as to raise it above high-
water mark- would cover 100 acres every year. There
appears to be many portions of the foreshore where this
t reat ment would be sui table, and where the land so covered
would be of considerable value."
The engineering difficulties in the way of this being carried
out are not by any means insuperable, as probably the engi-
neers to the Tr ust are quite prepared to admit. To be sure it
would be a departure to some extent from the line of opera-
tion to which Trust has been committed for over thir ty
years; but this would speedily be overcome, if nothing else
barred the way. As a matter of fact, it would only be revert-
ing to the method of disposal followed by t he Trust prior to
1862, when the present system began. Up to that date the
dredgings were deposited at convenient points along the sides
of the river, and in this way the north side was made up and
properly embanked as far as Bowling. The practice un-
doubtedly l ed to the making up of much valuable land, but
besides being found expensive-with the plant thus employed
- it was the source of endless difficulties with the riparian
propr ietors. It is precisely in this direction that the chief
difficulty again lies ; the trouble and expense which would
almost cer tainly follow the decision to deposit the dredgings
on those fla t expanses of foreshore. These waste, and a t
present valueless, mud flats would probably all at once assume,
in t he ha.nds of the r iparian propr ietors are, almost fabulous
value. There might also arise the same class of objections
with regard to pollution and impaired ameni ty on the part
of these proprietors, which have been so plentifully urged
against the present system of disposal. Despite all such
contingencies, however, the Trustees are urged to secure from
Parliament the right to reclaim all such waste places a t any
cost. The Board of Trade, it is felt, should certainly assist in
bringing about a sa t isfactory arrangement with the landed
proprietors. The valua.ble estates which would in time
gradually result from such a system of recovery, and the
great improvement it would make on the river, would be a
source of immediate reven ue and of economy for all time.
Having acquired the necessary rights of reclamation, tbe
manner of its a ccomplishment would not be a very difficult
problem to solve. It is pointed out tha.t it would be a
comparatively simple matter to construct, at convenient
distances on both sides of the river, open timber docks or
cages to receive hopper barges or specially designed flats, and
for these cages to have cradles fitted for barges, and capable
of being raised up by hydraul ic power to a required level,
after which the cradle with barge could be run in shorewards
for, say, 100 yards, and there the load deposited on a platform
from which the material could be slid into wagons waiting
a longside for its dispersion over t.he. area to be r ecla!med.
If the half-tide dykes at present ex1st10g to mark the fa1r way
wore raised 20ft . or 25ft. higher, and the spaces behind filled
up as indicated, or in any other suitable manner, not only
would there be two largo and valuable estates created, but
the river channel would be deepened by the tide, and the
river confined within the narrower channel, instead of being
all owed to spread itself in the way it now does.
The other alternative plan to which, in default of the
above, the Trustees seem to be shut u p-at least as regards
the more objectionable dredgings from the harbour- is to
carry a nd drop the materi9:l well beyond the .estuary boun.ds.
This method perhaps lends 1tself better to a sunple expans1on
of the Trust's present system of carrying the dredgings in
hopper barges, and may be somewhat .to
begin with. I t would certa1nly be less revolutionary 10 1ts
character and therefore more easily adopted, and free from
serious co'ncem , but it would have none of the most promising
features of permanent and increasing vsJue which pertain
t o the method first outlined. The two methods, of course,
THE ENGINEER.
421
H ER MA J ES TY' S S H I P HOWE
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PLAN OF' SPAR 81 UPPE:n DE:CKS
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P71
may possibly not exhaust the schemes at the disposal of the
Trustees for solving the problem before them; but whatever
solution is ultima tely attempted should partake more of t he
first than of the second of the methods outlined, if it is t o be
permanently satisfactory and worthy of the grea t interests
involved.
HER MAJESTY'S SHIP HO\VE.
ANOTIIER disaster has befallen the British Navy. One of
the finest ships we possess, the Howe, has gone ashore in the
entrance to t he harbour of Ferrol, near Corunna. The
Channel squadron left Corunna on the morning of Wednesday
the 2nd, and reached Ferrol in about an hour. The entrance
to the harbour is narrow and difficult. The Royal Sovereign
led the way in, followed by the Anson ; tho Howe being third.
While rounding the Perreio shoal she took the ground. The
rest of the squadron got in in safety and anchored. It was
within an hour of high water. Evbry exer tion was mado to
get her off, but in vain; and it is feared that she may never
be got off at all. Salvage opera tions on a very large soale
have been commenced.
The Howo is a first-class battleship, designed by Sir
N. Barnaby, and launched a t Pembroke on the 29th of April,
1885. Her displacement is 10,300 tons, and she carries at
t he water-line 150ft. armour 18in. thick. She is 300ft.
long over all; 68ft. beam, and draws 27ft. Sin. Her
engines, by Humphrys, indicate 11,000-horse power. Her
speed is 16 knots; she carries two 67-ton breech-loaders in
each barbette. The general arrangement of the ship will
be gathered from the accompanying diagrams, and her
appearance at sea from the drawing on page 416.
MASON'S LEVER STONE BREAKER.
Tm: stone breaker or cracker illustrated by the engraving
below is a new form of toggle machine, in which the togglos
are worked by a levera.cting as a bell-cranklever, and l'eceiving
its motion from a " t oggle boss " on an excentric shaft. This
lever is pivotted upon a. strong shaft which passes through
the two sides of the machine and tre.nsmils its movement t o
the swing jaw by the toggles, which are seen between the lever
and jaw, and which are adj ustable as to l ength by a stri p.
The toggle may also be placed in tho lower or upper groove in
the lever, the lower groove giving a movement of shor ter range,
and being more suitable for cracking very hard stones. It
will be seen that it is a simple and a strong machine, and the
makers, 1\fessrs. S. Mason and Co., Leicester, specially
recommend it for granite quany o.s well as for general work.
ROYAL l .NSTITOTION OJ.' GREAT BRITAIN.-The general monthly
meeting was held on Monday, November 7th, 1892, Sir James
Crichton Browne, M. D., D., F. R. S., treasurer and viceproai
dent, in the chair. The special thanks of the members were
returned to Mr. Thomas G. Hodgkina, of Brambletye Farm,
Setauket, Long Ialand, New York, for his most valuable gift of
100,000 dols. -20,523 6s. lld. Tbe special thank!! of the members
were returned to the Goldsmiths' Company for their generous
grant of 1000 " for the continuation and development of the
valuable original researob which tbe society is engaged in carryi.Dg
on; and especially for the prosecution of investigations on t he
properties of matter at temperatures approaching that of the zero
of absolute temperature." The spec1al thanks of the membel"8
were returned for the following donation :-Mr. F. D. Mocatta,
50, for carrying on investigations on liquid oxygen. The presenta
received since the last meeting were laid on the table, and the
thanks of the members returned for the same.
---
SMALL ARM PROJECTILES PAST AND PRESENT.
IT has been suggested t o us that the publication of some infor-
mation concerning the dimensions of small arm projectiles at
various periods would be Ulleful. We give this in the following
table:-
BulldJ in tht &rcke during the J>ruent &ign and for &me Time
P ruioUJly.
...
0
- "'
0 ..
aE-5
.$ E

068
eGe
e51 -
0 77 over belt l _
011 over body f
e?Sl 1e73
e675 1'025
e568 1'095
es5 1'096
0675
o:,5 l 'lOi
e568 e983
e4CS }
0'477 1'015
e57S J Ot
ets 121
0'45 1' 115
e477
e4M e75
038 e612
e65 1 SS4
.9 .
......
Description of arm firing tho bullot.
Et
483 Smoot bbore musket and VIctoria
se {Smooth-bore carbine, "carbine bore,"
" oud pletol "carbino bore"
205 Smootbboro pistol "pistol bore"
555 H.L. Brunswick rifle firing a bolted ball
825 lf L. rifle, 1842 (" Mini6 ") patt(lm
67e M L. rifle, 1851 pattern
6851
{M. L. rifle, 1853 ('' En1ield "), and Lan
CMtor oval bore
ssst M. L. R.A. and Cavalry
7Ce M. L c,ubloo, Paget's
566 B. L. c.1rblno, Sharp's
53e U L. Terry
400
480
4Se
410
265
225
135
1422
B L. Westlcy Richard&'
B L. Snldor rifle and carbine
( H.L. MartiDI Benry ri6o and Gatling
) 0 451n. bore, also Gardncr
\. and Maxim of u461n. boro
J !3. L. MartiniBonry carbine and Gatllng
t e 461n. llgbt
D L. pistol revolver, Enfield
H. L. pistol revolver, .a.dama
B.L. pistol rovoher, Colt
B. L. \iatllng, e65
1'005
esos
2'148 (25 oz
- 215
H.L. Nordooielt firing a steal billet
B L. magazine arm
t Thoro appears to be a mistake in the Official List bore. Tbo fact Is
that bullets wore at first m\\do of e668 diameter, and afterwards. on
certain oxperimonts made by Generol .Boxor, t'Cduced to e55e diameter
for both rillo and ca.rblneo the clay plug boing then introduced. It is
difficult, bowcYor, to boliovo that the weight of tho clay plug compen
s'\ted exactly for tbo decreMe in diBmotor, 8o8 is bore implled.
Including wolgbt of clay plug.
TRE INSTITUTION 01' CIVIL N&WC.U.TLE OPON-TYNB
AssOCIATION Of' STUDENTS.- Tbe inaugural meeting of the above
association wa.s held at the l>orbam College of Science, Newcastle,
on Wednesday, the 2nd inst. A voto of t hanks wa.s accorded t o
the retiring President, Mr. Philip J . Messent, M. Inst. C.E. The
president, Mr. Henry Hay Wake, M. lost. C.E., then gave his
address. The opening remarks dealt with the advantages to be
derived by studenta in the preparation of contributiona to this and
other inatitutiona, not only in the amount of research, which wa.s
but in the practice of literary form 80 desirable in
laying schemes before public boards. Tbe progress of engineeri ng
works, especially on the North-Ea.st coast, wa.s next reviewed; and
the iron ftoatiog battery the Terror, built on the Tyne in 1855, of
2000 tons and 250borse power, contrasted with the Revenge of
14,300 tone and 13,000 indicated horsopower, to be launched the
next day. In conclusion, the author dealt with the
standard of excellency demanded from engineers, and the educa-
tion necessary to attain to it.
ENOINEERll'>O SoetETv.-Tbe inaugural meeting of the
twelfth session of the Junior Engineering Society wa.s held at
the W eatminster Palace Hotel under the presidency of Sir
E. J . Reed, M.P., whf) introduced Dr. John Hopkinaon, the new
preaideot, and vacated the chai r to him. The new president took
a.s a subject of his address "The Cost of Electric Supply. " He
invited bis hearers to imagine a station capable of supplying
40,000 sixteen-candle lamps at one time, with mains and spare
machinery enough to insure that t be supply shall not fail. This
station must always be ready t o supply the 40,000 ligbta at half an
hour's notice, day or night; but the hgbta were hardly over actually
required. Next they must suppose that the 40,000 lights were
steadily and continuously supphed day and night. These were the
two extreme cases possible. l n the former the load factorwa.s nil;
in the latter it wa.s 100 per cent. If the charge wa.s by meter
8d. per unit in the former case, the revenue would be nil ; in the
latter it would be 730 000 a year. To provide the maximum of
40,000 lamps they would need to deliver 2500 units per hour, and
t he capital outlay would amount to 145,000. 'be cost of merely
being ready to supply 2500 units per hour at any moment wonld be
28,010, and t he cost of actually supplying that quantity per boor
would be 59,250. A Board of Trade unit was equivalent to 125
cubic feet of gas. To be ready t o supply a customer with elec-
tricity at any moment would cost those giving the supply not much
less than 11 per annum for every unit per hour, and afterwards
to give the supply would not cost very much more than l Sd. per
unit.
422
LETTERS TO THE EDITOR
from pa!Jt. 415)
THE OAPTAIN OJo' TOE MABV ROSE.
SIR,-lo your iaaue of the 2let ioat.., Mr. Laird Clowea, in reply
to my former letter , a oruieor catcher on the linos of tbo
DD(lUY de Lame, and in hie letter to the Timu or the 24th inst. I
notice Admiral Sir Georgo Eliot urges the construction of co'm-
morce protectors with largo displacement and high speed, to over
destroy, if necoe.<arv, tbo fa.et and powerful cruisers now
hruldtog abroad. To use a W eetern oxpr088ion, we should bulldoze
the bulldozers, and as the boat way to protect commoroe is to toll
off abipe Bll'&inst the hostile cruisen in certain area.e and not t o
pursue their doatroying track from tea t o sea, we should enable
them to retain their stations, and although the thicker armour
could not be pieroed, they ought to be also atroog enough to make
a good .show, if foroed to accept action by any secondolus
battloabtp, detached to support the oruiaon it is their mission to
doatroy.
In other words, we should combine tho good qualities of our
Blako and Conturion-as much as possible of the speed and coal
e_ndurance of the former, with some of tbo armament and proteo
t1on of the latter , within a displacement of about 10 000 tons or
more if necessary. If the Conturion'a main armament
t o four guns, and _a_t the time they were separated and
mounted an tsolated posttlons, we m1gbt ucrifice the heavy redoubt
armonr ucept in a. battloabip, and spread some of it
over 11des Ul a. than layer , bosidoa protecting to a certain degree
her ent1re water-hoe and the hue of the fnnnels. The ammunition
hoists would have to be armoured, as in the French vo els, when
tboy bavo concentrat.ed aU the armour at their disposal on tbo
water-line.
Comparing this with tbo Blako, we have gained greatly in main
armament and protection, for the armoured deck is, of coune,
CIC , C1C

THE
- and eoven electriciane and electrical engineers ; or, omitting the
vice and past preeideots, it consists of five actual or nominal
profeuore, seven present or put repreeentatives of Gover nment
dopar tmoota- inoluding naval and military officer9-1Uld three
electricians and electrical engineers.
F rom a consideration of the above list, wllicb the moat vivid
imagination would have difiiculty in recognising 88 representative
of the present membonbip of tbo Inatitution of Electrical Engi
neere, we turn with relief to tbo Jnatituto of Civil Engineers, an
auociation which has earned the respect, not only of this, but of
all civilised countries, and wbote principlee and procedure may with
ad vant.&ite be imitated by other eocietiee aiming at similar objects.
Their Council is composed almost exch181vely of engioeen in actual
practice; it contains only aix reproeentatives of Government
departments, and no profoason.
It m01t not be considered from the above remarks that any
professor who site on the Council of the Institution of Electrical
Engineers is not in every respeot an ornament to that Council, and
that his presence there does not give eatisfaction to the whole body
of m em ben and a.aaociates
1
for we fully believe that tbo contnry is
tbo faot. In approaching tbis question, we wish to deal exclusively
with nu m and we have nettber intention nor desire to apl?roach
the subject from tbo point of view of the personal or cont1ngent
qualiftcatioua of individuals ; for notwithstanding that we, in
company with other membon, onterta10 a pononal regard for
each and every member of Council, we feel taat it is imperative in
the iotereet of the Institution that that body should be trnly repre-
sentative, no class or intereet predominating over others.
We have accidentally commenced with the profoasorial element,
but there can be no doubt also that the varions departments of
her Majesty's Government bavo at the pro ent time a representa-
tion much in exc0811 of tlloir abue in general electrical work , and
that some of the seata held by both tbo above-mentioned classos
might with advantage be distributed amongst other branches of
the prof088ion.
. -


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I
retained. The cruiser's two 6in. guns amidships have been replaced
by two 92in. guns, and if we now further combine in pairs the two
remaining 6in. guns on each bow and quarter, and protect them,
we have the armament of your Mary R01e. The Blake's coal
endurance would have to be reduced, however, but the 6in. guns
might be reduced to 47in.
fn the New York they have reduced the calibre of the main
armament to Sin., which enables the guns fore and aft to be
mounted in pairs, retaining one on either beam-six in all. The
ar moured American cruiser of over 9000 tons is to have eight
San. guns. All the Sin. guns may then be mounted in pairs, or else
they can be isolated ; two fore and aft, two amidships, and one at
each corner of the central battery. This is practically the arrange-
meat ot the Dupuy de LGmo, although ehe hardly be said to
have a central battery. Her two guns fore and aft are raised on a
eupentructure, so that fi ve can fire together in any di rection, as
t he two mounted amidships are boomed out on sponsons. These
latter two alone aro of large calibre. The rest are reduced, and
form the secondary armament ; but her displacement barely
exceeds 6000 tone, while she is protected aU over.
A larger v0811el might be protected with vertical and horiwntAI
armour, and have eight Sin. guna mounted in pairs, or four 92in,
guns singly, besides 47in. guns coupled in turrets. Another
two 47in. guns might be mounted like the sm111l bow chasers of
the Dnpuy de Lame. A battery of smaller quick-fi ring guns might
be earn ed at a lower level for the benefit of torpedo boats, as in
the. her Bisten. A f.oroca.stle would help to
mamt.ain epeed an all weathen, and at Dllgbt be continued aft so
u to form a boat deck, which would protect the crew from
eplintere if the boats were shot to pieces. If the funnels were
coupled, the two big guns amidships might be mounted en lcluron,
10 u to fire on either beam, or they might be converted into
mortars for the ai.irial torpedoes referred to by .Mr. Laird Clowes.
In any caae ebe might carry four 92in. guns, a.nd ten 47io. guns,
besidoa smaller qnickfiring armament.
Shortly after the recent change at the Admiralty, Lord Braasey
wrote to the Timu, urging that some of the older ironolads should
be converted into armoured cruisers. It is to be presumed t hey
have tbo suppor t and stability for a main armament on their upper
decks. Long guns of any calibre could hardly be mounted in their
ports at present, besides too near the water. They could
hardly be given the speed requ1red to bring a smart cr uiser to bay,
except in bad weather , when their lize and weight would tell.
But they could be used to convoy merchantmen, when t he cr nisers
would approac'lt t hem of t heir own accord. They would then,
besidoa, hue the advantage of being on the inside of the cirole. I
encloee the tracing of a rough sketch. CIVU.IAN,
October 80th.
THE I NSTITUTION OF ELECTRICAL ENGINEERS.
Sm,-Tbo I nstitution of Electrical Eogineen is the principal
corporate representati ve of an important and iocroasing profession.
In 1ts early days, and especially when it eristod as the Society of
Telegraph Engineen, it was the principal exponent of the scientific
upect of electrical progress, and attracted a largo number of
gentlemen only indirectly connected with practical engineering.
Under those conditions it wa.a appropriate that the Council
should have been composed to eome considerable erlent of pro-
and similar representatives of purely acientitic effort.
The Council, which hu tbo reepon.sibility of nominatin$' its own
members, bu always given due, if not oxceasivo, prommence to
this idea, with the ruult that at the preeent time, notwithstanding
that the membership now includes a vert large number-in fact, a
considerable majority-of electrical engmoere actually engaged on
importa.nt worka, that body consists of ten actual or nominal
prof0110re, foor pbysiciete, eleven present or put representatives
of Government departmenta-inoludiog naval and military offioen

We know that our views as expressed ab(lve are shared by a
large and infioential section of the Institute, and we believe also
by eome members of the Council, who would have given effect to
bad they been supported by any general expr088ion of
opamon.
. We do not advocate as politic or possible tbo making of aoy
tmmediate radical cbaoge in the constitution of tbe Council, but
wo do advocate a gradual modiftcation of it, by the nomination on
the of the Council of now members actively employed in con
structtve work, to replace others rotiriog in r otation, until a more
equal balance be attained.
As the date of the annual election is approaching, we have
taken the liberty of bringing this subject forward through the
medium of the press, in t.bat an opportunity may be afforded
t o of the Institute. of opinion on a
subject wlltcb we are assured 18 attracting een ous and increasing
attention. R. S. E RSKINB,
November 7th.
E. MANvlu..B,
AL.-RED E. MA \'OR.
J OHN RAWORTH,
A. A. c. SWlNTON.
FAIR PLAY FOR OIL ENGINES.
Will you allow me apace to allude to the way in which
pubho lectures, &c., are use of to certain things,
and to condemn competang ones, apparently 10 a moat unfair
manner. I mean the lectures, or papers read, before our leading
societies, the objects of which are supposed to be the advancement
of ktaowledge and science, and the distribution of sound infor-
mation. I t must be remembered that papers so "fathered" o.re
taken. by the general public, and those who have not the particular
teohmcal knowledge thoroughly to understand tbo subject in
9uestion, a.e .being correc;t, and .Prepared by men of
Judgment preJodtce. Particular ly as this the case where
tho paper 18 prepared by a person not interested financially or
other wise with the subject in question.
With your leave I wtll give a typical instance of what I moan
and I do not doubt it is not ao uncommon one. Last winter at
considerable expense and trouble, I bad drawiojra \lrepa;ed
made, and ga':e information to Professor Rob1nson
Lts Cantor Lectures dehvored at the Society of Arts. I take it
snob a lecture, although there is no discussion allowed after is as
public a matter 88 anr information printed each week your
paper, and therefore f1.1rly open to comment. Professor Robinson
after dealing with the different oils and their co>nstituenta went
on to desc.ribe the different oil enpnes;. unfortunately be did not
atop at. thl8
1
but went on to tbetr practical working, and
to say tn effect, that one engmo waa perfect in every way while
another. engine in this point, would have do(>osit of
carbon 10 the cyhnder, and so on t m fact, while eulogismg one
all others_. Had ba<1 a practical knowledge of the
work1ng of these engmes be m1gbt have boon justified but be bad
no such knowledge of t he ono in which I am inte'rested and
altb.ougb I bad written him giving t bo information the
oogme worked-what happened, and what did not bap\)On-some
time previo01 to his lectur es, and at the same time inVlted him to
come and teat the engine and verify the information for himself
preferred to this, and
1
I distinctly say, described what
dtd not happen, c:luamg the engme with another one, which bad
be bad any practical knowledge of the working of the engine he
could not have done.
lectures have printed the Jut few weeks in the
Journo.l, and not.wttb&tanding that very shortly before
pubhcattoo Rob1nson wrote asking for any informatiJn
to correct bta paper up to date, wbereopon I pointed out u de
8nitely u I possibly could hie errore, yet fi nally thia inaocorate
Nov. 11, 1892.
information appears, and ia being reiterated by other leotaren
who did not care to take the trouble to gather information for
tbemselvee.
1 have no doubt Profcaor Robinaon did not realise the
and har m that can bo done under aucb circumatauCH. Profe.or
Unwin in his paper on "The Prioatmao Oil Engine," read before
the Institution of Civil Engineers, vory fairly remarked, "lie uid
nothing about any other oil engines boca\1.80 be bad no knowledge
of them."
In conclusion I would say, that it is a bold man, with any reR&rd
for bia future r eputation, who at the pree.ent time venturee to
affi rm that oil cannot be used successfully in tbe internal combue
tion engine except in one way, and that 1:0mplete combonion can
only be effected by ono particular procese.
I will hol_>6, Si r, that your paper will bolp in removing
an enormous ancubus weighing upoo all those who are working to
the adY'ancement of t he oil engine-the motive power of the future.
At the Royal Agricultural Society's Show at Warwick wo bad
a.e judges men who, without a doubt upon their knowledge
of things agricultural, could not in the nature of thinga know
much about oil engines. Still I hopefully looked for ward to a trial
then, but no, I was doomed to disappointment. 1'be ociety'e
engineer came round to say, no trials will be made, that certain
oil engine makers object; saying, aucb a thing would develope into
a competitive trial, and they bad not prepared for it, it would not
be fair. la it possible for it t o be made public which maker, or
makon, naed thts argument 1 la this encouraging progr ess I Be-
cause some know there ia a better engine producod than tbo1ra,
therefore no trials must take place. Mr. Courtney also aid com-
petitive trials will m01t probably be held at Cheater next year.
Will this be so, or is the propoaition smothered in its infancy I If
eo, will the Society of Arts tnstitute another competitive trial eo
that the oil engine shall enter the lista with the gu and steam
engine. J. E. WBYllAN, M.l. Mecb. E.
Guildford, November 7th.
SHI PYARD APPRENTICES,
Sm,-Tho article on "Shipyard Apprentices" which appears
in THB E."GINEER of to-day is one-sided and bitter in ita tone, and
calculated to cause friction between our employen and ourselves.
It is not correct in some of its statements and misleading in others,
and tends to create unpleuantneu where none exists. No doubt
you thought you bad made a good bit by dropping on the words
'' very excellent cardt" and if this ha.a contri buted to your amuao-
ment I don't begruage you. Bot the question is of too eerious a
character to trille witb words. Tbe article states that "this step
taken in isstting this card must inevitably be strongly resisted by
tbo employen. " Now why this should be you do not atate, but
on multiplying words until you come to the conclusioo that this
1s "Trade Union tyranny, " and no doubt this conclusion is satis-
factory to you, if to no one elao.
But what does all this mean t Wbat have we done that wo ought
not to do 1 This is the real point at issue. We think we know aa
much at any rate about " fatrneas between man and man, juatice
to both employer and employed, and the future well-being of our
shipbuilding industrioa," u loo do, judging from t he spirit in
wbicb you have written ; an it may be we have a great deal more
interest in the latter. U a con:tracy bad been unearthed, and it
bad been proven that we wore dr.namiten, and that our intcn
tioos were the destrnction of all botler shops and shipyards, a more
alarming article could acaroe have been penned. Such attacka u
these on trade unions were plentiful some years ago, and we hoped
they llad become things of t he J;>a&t
1
but it appears misrepresenta
tioo and persecution has not qutte died out.
You state that the employer must inevitably strongly resist
what we purpose doing. Tbe employers here have no choice,
they must resast, and no doubt they wtU act on the ordor bore
given, and take every precaution for the protection of life and
property .
But what i:1 it "that must be strongly resisted t " This you d.,
not say, only by implication. You see a "very excellent card,"
and this has come to you as an apparition, its appearance is some-
thing dreadful to contemplate. But let us draw a little nearer
and examine it, 88 it may not be so terrible after all. What is pro-
posed to be done with this ''very excellent card! " A careful perueal
of ita contents shoW& that : Fint, it is proposed to sell them t o a
aoloct number of recognised apprentices. Second, that tbo holders
of these cards shall be entitled to become members of the Boiler-
makers' and Iron and Steel Shipbuilders' Society. Now, this does
not appear to be very terrible after all, dr.es it t And certainly
does not warrant the sweeping condemnation contained in your
article. Can anyone say that we as a society have not a perfect
right to do with these cards as before mentioned f lf you say we
have no right to do so, tbon, according to your idea, wo "em-
ployed in the shipbuilding trade wit: not be left even souls to eaU
our own."
You say that this card or manifesto strikes at the liberty
of the employer anrl employed alike. Such sentences u these are
easily written. but not so easily proven, and there is not a word of
truth in it in the present case. But what are the real facta of the
ca.se- namely these: The rules of our Society have fixed tbe pro-
portion of apprentices for the past fiJteen ye&l'l at one to five
JOurneymen, and for several years past we have received from
employers lists of apprentices in the various departments. Tbe&Q
apprentices have been selected by the employers or t heir repre
sentatives, and under their control . We do not in any way wish
to alter this, and it is to these recognised lads that tbeae '' very
excellent cards" are to be issued.
Tbe reason why the e cards are required is that in our confer-
ences with employers on the apprentice question they have stated
that lads are put to the trade and called apprentices without their
authority or knowledge by their foremen, and the card will pre-
vent this.
. There are other emplorers who do not supply the list of appren-
llc08, and who are contmually bringing lads into the trade out of
nil proportion to the majority of the other ya.rds, and who employ,
whenever they can, bandy men to do mecbanJcs' work. The ruult
is, that cheap but inferior work is turned out, and tbo price of
&bapbuildiog is cut down to such an extent that our bost builders
cannot compete with them, and the trade is injured all round
through the action of two or three of the claes before
This "very excellent card" will do something to prevent this and
place employers on the same footing, which has always
our obJect.
Another evil has been that lads have worked as apprentices for
three or four years and then left at a time when they should be
some service and to the employers, and el&ewbere to
more money. This "very excellent card" is an tended to stop
and to compel alll\pprentices to complete their apprenticeship
wtth the employer they common""J their time with. The use of
this "very excellent card" for this purpose must be more to the
omployon' profit than ours.
. You .say that the ratio of one apprentice to five workmen is
meuffic1ent, as baa rocontly boon 11bown by Mr . John Ioglia of
Would you be surprised to learn that tbia
before Commi81iion proved notbmg on this
pomt T I here g1ve hiS answer to questions put to him by Sir E
Barland :-
" 26,166. take diagram of the steady-apparently
very of troo shipbuilding in your district.: having
that m Vle"!, would you coo ider would be a fair proportion
?f m to supply the apparently conatantiy
tocreasmg for JOUrneymen t o execute the worlt which you
a:e able to mduce to go to the Clyde t-J have not givon any atten
t1on to that; I have not attempted to arrive at any figure.
".26,167. But is not that a vory important point to have before
01; 10 other words,. is not that the main point for u.s t o bau im-
prelll&d upon our mmda, what you u a practical man, with a know-
leda'e of. the Clyde before you, would colllider would
Nov. 11. 1892.
be not too many apprentices for a given number of men in order to
keep up the steadily increasing demand for workmen on the Clyde1
-I do not think I could answer t hat question. I would rather ap
prove of removing all restrictions and let the question settle
ltaelf. "
This question is not 1\ new one t o us, and we have proven con-
clusively from the retur ns of our own Society for several years past
1
t hat t he proportion we fixed is not far wrong. As you have r eferre<1
t o Mr. John I nglis' figures and evidence gi ven before the Labour
Commission, in justice to us you will not object to give a portion of
mine on t he same subject.
"It has been advanced as an argument that unless we take our
proportion of lads who ar e living between the ages of sixteen and
twenty-one, in accordance with the number of journeymen work
ing at the trade between the ages of twenty-one and forty-five, we
shall condemn a portion of the population to enforced idleness. We
are anxious to take our fair share of the lads into the t rade accord
ing to the male population of the United Kingdom, and to get at
t his we wanted some reliable data to start from, and knowing that
t he Right Honourable Josepb Chamberlain, M.P., has taken a great
interest in life tables, we wrot e t o him for information, and t he
following was sent us :-
" 81R,-I am directed by Mr. Cbamborloin to acknowledge the receipt
of your letter of the 18th inst., and ill reply to furniah you with tho
following particulars, which are taken from the Independent Order of
Rechabltea, Sa.llord Unity, by Mr. FTancia .l\ol110n, the celebrated
actuary:-
" (1) Of 100,000 males at the age of 18, 68,970 will be living at tho
ago ot 66.
"(?.) Tho death rate will bo aa follows:-
Between 16 and 17 . .. 624 ill the year
" 17 .. 18 .. .. .. 610 .. ..
.. 18 .. 19 .. 689 .. ..
.. 19 " 20 .. .. 672 " ..
11 20 .. 21 .. .. 687 " "
" 21 .. 22 .. .. .. 627 " "
., 22
11
2S .. .. .. 617 .,
11
.. 23 .. 24 .. 607 " "
.. 24 11 25 .. .. .. 497 " "
" 26 " 26 . .. .. .. 488 " "
,. SO ,. S1 .. .. .. .. 48 1
11 11
11 S5 11 36 .. .. .. .. 4!18 11 "
40 " 4l .. 678 " "
45 " 46 .. .. 785 11 "
60 .. 61 .. .. .. 976 " "
60 " 61 .. .. 1727 .. "
70 " 71 .. .. .. .. 2978 " ..
" so " 81 .. .. 2344 " "
.. 90 " 91 . . 607 .. ..
For the intervening years the annual dentb rato 18 in proportion to
the numbora given.-1 am, Sir, yours obcdlcntly, J. Wu.soN.
"Now, basing our calculations on the foregoing figures, assuming
that a pprenticeship at the of sixteen and continues for
five years, journeyman s life beginn1ng at twenty-one and ending
at for ty-three; taking t he number of youths living between the
ages of sixteen and t wenty-one, and t he number of men living
between t he ages of t wenty-one and forty-three, and dividing the
latter by the former, it gives a proportion of one apprentice to 4 7
jour neymen. This method of reckoning takes account of the whole
male population between these ages, and shows that if we accept
two apprentices to nine journeymen, we are taking our fair share
of lads into the trade. And this, we maintain, is fully sufficient
to meet the r equi rements oftbe trade."
I n your article you state t hat in the Royal Dockyard, when an
apprentice serves seven years, it has been found that a ratio of one
in six is not sufficient to maintain the normal strength of the
establishment, and resour ce is frequently bad to the ent.ry of work
men who have served their apprenticeship in mercantile yards. This
argument is advanced to prove that the proportion we fix is not
sufficient. You are evidently completely at sea here. If the pro
por t ion of one ser ving five. his t rade to
JOurneymen employed 1s not enough, 1t 1s plsm t o any one wtth
t he least mental capacity that one apprentice serving seven years
at his t rade to six journeymen employed cannot be.
I n striving to make out a good caae against this " very excellent
card" you are not particular as to faots. You act on the principle
that any stone will do to kill a dog.
Your reference to the Grangemouth Shipbuilding Company and
what has taken place at Alloa has nothing whatever to do with
t his " very excellent card," Tbe facts of the caae are t hese. The
Grangemouth Shipbuilding Company have arranged with the
Society the number of a pprentices that should be employed at eaoh
yard. When the work was completed at Alloa, these lads were
discharged t he same as the men. There was not any agreement
with the young men to teach them their t rade with the company
as you state. They have not any more olaim on the company than
the other workmen. And as the fi rm bad their full complement
of lads at Grangemouth as agreed upon, and there was not much
work in that yard, there was no injustice done in t he Alloa caae.
We contend that when trade slackens off lads should be sus
pended in proportion to the men discharged, and this view of t he
case is borne out by Mr. J ohn l ng!is, in his evidence before the
Labour Commission.
In anawer to question No. 26,174 put to him by Sir E. Harland
be says, " I think t he best way to over the difficulty would be
t hat a certain number of apprenttces ought to be suspended as
well as a certain number of Journeymen in dull times. I n the iron
shipbuilding industry the apprentices can afford to go idle nearly
as well as the journeymen, because their pay is so high, and I
t hink that they ought to take their share of the dull times as well
as t he men."
Before passing away from this apprentice question, permit me to
aay that these "very excellent cards" have been supplied to one
of the secretaries of the Employers' Association, and we are certain
t hat if they have any complaints to make, or any information they
require &.! to the Society's intention, we shall bear from them in the
usual way, and our differences will be adjusted, independent of
leading articles in newspapers.
I now come to another part of your leading article, which is
unworthy of you, because it is false and libellous. I refer to t hat
portion where you say, "Tbe helpers seek to form a union to
protect themselves against the inJustice of the more power ful
platers, and at once the platers stamp upon their effor ts, and force
t hero eit her to join the Boilermakers and Shipbuilders' Society,
or else lose their work. Only picture t be masters insisting upon
the workmen either joining the Employers' Union or losing t heir
wor k, and we have an case to that of the platers seeking
to coerce their labour ers. It is that chivalrous body which is now
seeking to benefit itself at the expense of boys desirons of learning
a trade wherein good wages are to be earned." This quotation is
an unmitigated lie. I have no better word for it; 1 have no
comment to make on it, only to say that it is unworthy of your
paper , and we hope you will withdraw what has been published in
t he above-named paragraph. R. KNIGHT,
General Secretary, Boilermakers' and Iron and Steel
Shipbuilders' Society.
Lifton House, Eslington road, Newcastleon-Tyne,
November 4th.
(The publication of Mr. Knight's letter in our pages will, we
trost prove satisfactory to the members of his Union. We regret
that failed to perceive that the" ncellent card" was issued in the
interest of the leading shipbuilders, to protect them against the
competition of lit tle men. This troth was not obvious at first
right. As to the use to be made of life statistics, we Mr.
Knight ha.e a good deal to learn. He has even forgotten that all
the members of his Union ar e not Reohabites. On the la6t
paragraph of his letter self-respect rendera it necessary that we
ebould decline to comment.-KD. E.)
TllERMO DYNAMICS.
Sm-I beg t.> thank Mr. Bower for the J>&:ina whioh he ba.e taken
to give me information. I am t ho more mdobted t o him that his

THE ENGINEER.
lucid exposition has probably saved me from incurring a good deal
of expense, in pursuit of an idea which I now see invol ves a fallacy.
There is, however, one collateral point remaining, concerning
which I am not quite clear , and concer ning which I ventur e to ask
him to give a little information, which would be, I am sure, of use
to others as well as to me.
If t he well-known formula E = T t is practica11y adapt ed t o
steam engine practice, why is high-pressure steam more economical
than low T Given a certain range oi expansion, it matten nothing
what the pressure is; the result so far as T and t are concerned
must be the same.
I have asked a professor this question, and his answer is that in
practice there is more work t o be got out of
the upper portion A of the diagram than out
of the lower portion B, althoull(h the areas
ar e the same. He told me t hat I could
nnderstand this " if I thought it out." I
have thought it out very carefully, but I
e have failed to see it, although on the
of his verdict I adopted this
vtew m one of the letters which Mr. Bower
has so courteously answered. I may add
that my thanks are due t o cer tain other correspondents of yours.
Montreal, October 24th. J. J .
TB E IRON, COAL, AND GENERAL TRADES
OF BIRMINGHAM, WOLVERHAMPTON, AND
OTHER DISTRICTS.
(From our own Ccm-uponck7U. )
TRB demand for sheets is cer tainly better than a few months
but prices are in no shape improved. Singles are quot ed at 7 ;
doubles at 7 5s. t o 7 7s. 6d., and lat tens, S.
The demand for galvanised sheets is better from New Zealand,
and from South Africa, and South America, but Aust ralia shows
very little revival as yet. The value of t he exports of this
class of iron during last month do not show up as well as for Sep
tember, still they are a decided improvement upon some previous
months this year. The aggretrate value for October is returned at
148,068, against 175,253 in September, and 204,007 in October
last year. For the ten months of the present year the total value
of the experts is 1,694,778, against 1,906,710 in the first ten
months of last year, showing a fall of 311,932.
Prices of best qualities of bars remain unchanged on the old
baais of S. Second-class bars are 6 I5s. to 7, and common
qualities are slightly lower t han during quarter -day week, at.
5 12s. 6d. and 5 I7s. 6d.
The hoop iron trade is rather better, and prospects are somewhat
brighter. P rices, however, are unsatisfaotc.ry on the basis of
6 10s. at works for good qual ities, with some makers demanding
6 12s. 6d. Gas to be strip is tame at 6, and an increased demand
in this department would be very welcome.
E. P. and W. Bald win quote their present prices of thin sheete
as: Iron, Shield brand, 10; Severn, 11; B. , 12; B. B., 13;
and B. B. B., 14, all for singles. Bessemer st eel sheets for
are quoted 11 ; doubles, 12; and lattens, 13. Siemens
Marten sheets, singles, are 12 10s.; doubles, 13 10s.; and
lattens, 14. One of the best indications of trade at t he present
time is, these makers report, the circumstance that consumera
stocks are low on evQry band, and deliveries are wanted directly
orders are placed.
The Board of Trade r etur ns issued this week show that t he
total quantity of iron of all sorts expor ted during October was
256,507 tons, as compared with 287 ,6S5 tons in the corresponding
month of 1S91-a decline of 31,17S tons, or 11 per cent.
The total quantity of copper exported last month was 131,205owt.,
an increase of 7339 cwt., or 6 per cent., as compared with the
October figures for last year.
The pig iron trade is rather better this week, demand being a
little brisker, and prices somewhat stiffer. Recent failures are,
however, making sellers somewhat cautions, and prompt settle
ment of accounts is demanded whenever possible. Staffordshire
all-mine hot-blast pigs are 60s. to 62s. 6d., and cinder is quoted
about 37s. 6d., though here and there it can be obtained at 36s. 6d.
Derbyshire and Northamptonshire brands are in a fairly good
positi<>n. Consumers are expecting before long to obtain better
terms. I ndeed, several are al ready asking an extra l s. per t on,
and will only contract for small quantities. Sellers ask 448. to
44s. 6d. for Nortbamptons and 45s. to 46s. for Derbyshires, with
Lincolns about 47s. 6d. to 4&. 6d.
In the engineering and bridge and roofing yards some good con
tracts are in hand here and there, and a fair amount of work is
also doing in the boiler yards. Some encouragement as regards
prospects is derived from the important new schemes of home
railway construction which are proposed for next year . The in
tended new line from Manchester to Glasgow is an especially
significant enterprise. If it is carried through, t he scheme should
result in large orders to many of the metal trades of this district
including more particularly the bridge builders, nut, bolt, and
railway fastening makers, toolmakera, &c. Bi rmingham railway
carriage and wagon builders have lately been in receipt of some
good orders from railway companies, in one caae a large order
having been completed for a whole new train, to run between Calais
and Brindisi, over the line of the Peninsular and Oriental Co.
Engineers and ironfoundera have been watching with some
curiosity lately the sales of maobine plant and other engineering
effects at district ironworks' sales under the hammer. All sorts
of machinery have been offered, varying from iron-rolling mills
proper, and engines for driving the same, shears, cranes, and
steam hammers, down to lathel!, drilling and planing machines, and
even electric lighting plant. Such sales, though realising what
have been considered fairly prices for promoters, are
hardly satisfactory to local macb1nists.
Gas engine makers in Birmingham state that their experience is
that steam engines are more than ever being superseded by the
gas engine, not only for small, but for large amounts of power.
'f he superior cleanliness and adaptabilit y, but most of all the
superior economy of the gas motor , is found to tell increasingly,in
its favour amongst power consumers of all sorts. As illustrating
the gr owing demand for the newer motor in large sizes, I may
mention that at t he present t ime one prominent 6rm of Birming-
ham engineers are building t o order several gas engines of lOO-horse
power eaoh.
The death is announced of Mr. H. J. Marten, C.E., of Wolver -
hampton, the engineer to the Severn Impr ovement Commissioners.
The deceased gentleman, who was widely known and much
respected, had for a long period been associated to many of t he
engineering and sanitary institutes throughout the countr y, and be
bad been identified with a number of important engineering
sobemes. He was also one of the arbitrators under tbe Sout h
Staffordshire Mines Drainage Aots. Mr. Marten was in his sixty-
fi ft h year, and died after only a very br ief illness commencing with
an apoplectic seizure.
NOTES FROM LANCASHIRE.
(From our own
ManclltSttr. -A general tone of depression continues t hroughout
nearly all branches of the engineering and iron t rades of this
dilltrict. I n a few exceptional cases, engineering establishments
are still being kept what may be termed well employed, but
generally they are bot indifferentl y aupplied with ordera, and in
most cases a steadily inorea.eing ecaroity of new work coming for
ward is reported.
423
The extensive lockout which has now commenced in the cotton
trade, although it 18 necessarily a disaster, so far as general
industry of the district is concerned, is for gmng some
increased activity to millwrigbts and macluD18ts1 _as ID many
ad vantage is being taken of the stoppage to. put 10 band
repairs and alterations whioh cannot be out when the mills
are r unning. This, however, can in no way compensate for the
serious effects wbiob the lockout must have, not only upon t he
staple indnstry directly concerned, but upon machine
the allied branches of industry, and in some quarters the behef lB
entertained that the stoppage will, in all probability, extend over
the remainder of the year. . . .
In the iron trade the persistent. weake_mng m pnces
necel!sarily checks buying beyond 1m!Ded1ate. requu ements, and
the position becomes gradually more dlSconragtng both for mak_ers
and manufacturers, as they are unable to secure any
reduction in the cost of production.
The Manchester I ron ucbange OD Tuesday brought together
about an average attendance; but business showed no improve
ment upon the un.satisfactory markets have now
reported for a considerable time past. In p1g 1ron still
rest rict t heir purchases to mere band-to-mouth reqwremeots, a?d
in most brands ther e is a fur ther easing off in prices.
makers st ill on the basis of 44s. 6d. f?r forge to 46s. fo_r
foundry, less 2!, delivered Manchester ; but httle or no new bnm
oess has been coming for ward at t hese figures, and. for orders of
any weight they wonld no doubt be prepared to gtve way
6d. per ton. Lincolnshire ir on, although the average quotat10na
remain at about 43s. for forge to 448. 6d. for foundry, less 2i
here, is also easier ; any business t hat is now being put
through being based upon prices about 3d. a-ton under the above
quotations, whilst for forward delivery 6d. less 18 ID some ca.ses
being quoted. Derbyshire iron remains nominally ;
makers who are indifferent about business here, bemg fi rm at
recent quotations of 44s. 6d. to 45s. for forge, and 4Ss. 6d. to 49s.
for foundry, less 2!, delivered Mancb':ster; bnt is only occa
sional small speciaf sales t hat these pn ces ar e bemg got. Mlddles-
hroogh iron continues to ease down, and 46s. 4d., net casb
1
represent s the foil average price for foundry brands
here ; with sellers in some caaes at 3d. to 6d. under this figur e.
For Scotch iron quotations remain about steady, Eglinton averag
ing 47s. 3d. t o 47s. 6d., and Glengarnock 48s. 3d., net prompt cash,
delivered at the La.ncaahile ports.
I n the manufactured iron trade there is still no material change
to notice. Makers report a moderate business doing in bar s, _but
it is mostly only from band to mouth, and althongb quotations
remain at 5 15s. for deliver y in the Manchester district, in one or
two caaes there has been a alight giving way upon t his figure,
whilst where anyt hing like largo orders are in question, makers
are not firm at their quoted rates, 5 13s. 9d. having been quoted
by one of the leading makers on a fair_ly large co?tract
for shipment to the Argent1ne. North Staffordshire bare delivered
here can in most caaes be bought at 5 His., but one or two fi rms
still bold to 5 17s. 6d. ln hoop!! there is very little doing, but
the Association prices r emain 6rm at 6 5s. for random to 6 10s.
for cut lengths; Lancaabire sbeets are still quoted at 7 5s.,
and Staffordshire qualities at 7 7s. 6d. per t on.
The steel trade remains in a very depressed condition, with
practically little or nothing doing to really test prices. Ordinary
foundry hematite could now be at 56s. 6d. and 57s., less
and steel billets b_ave been offered 10 some instances at l?w
as 4 7s. 6d. net, delivered Manchester, although local and distn ct
makers still hold to 4 10s. as their minimum quotation. The
Bolton steel plate mills, which have been stopped for some weeks,
bave now re-started, and local makers are quot ing on the basis of
7 for boiler-making qualities, delivered in this district, wit h some
business reported on the basis of this figure, bot steel boiler plates
from other districts can be bought at 6 15s. to 6 17s. 6d. ; with
common tank plates at6 t o 6 2s. 6d. per ton, delivered her e.
I n the metal mar ket only very slow busiuess is still r eported,
especially in all descriptions of steam fittings, and makers have not
been able to follow the recent advance in raw material by any
upward movement in list rates for manufactured goods.
From such information as I can gather, in anticipation of t he
usual monthly r eports issued by the Tradd Union Societies, t hese
will again show an increase in the number of unemployed members,
but in some cases the retur ns ao far show this to be comparatively
small, as compared with the increase reported last month..
I understand that the loss of the Roumania will, in all probability,
result in the r eplacin.g of important engineering orders in this
district, as the cargo on board the vessel included t wo or three
pairs of heavy engines, several boilers, and a large quantit y of
sbafting, which there is evidently no chance of recovering, and
which will bave to be renewed.
I n the coal t rade t he outlook, apart from the winter demand for
house fi re qe.alities, is anything but satisfactory ; even for house
fire coals t here is no general actual pressure of demand, and in
some caaes the hardeni ng-up in prices to last winter's rates at the
commencement of the month has scarcely been folly carried out.
Common round coals still bang upon the market , owing t o the con
tinued very indifferent demand for iron-making, steam, and general
manufacturing purposes, and for these prices show no real i mprove-
ment, 7s. 6d. being about the full average quotation for ordinar y
qualities at the pit mouth. With regard to engine classes of fuel,
the lookout in the cotton trade must necessarily have a serious
effect upon the demand, and although so far prices have not been
appreciably affected, any long continuance of the mill
must throw a large quantity of slack upon the market, which wlll
tend to weaken 11rices. Quotations at the pit mouth still average
6s. 3d. to 6s. 6d. for ord10ary quotations of burgy, 5s. to 6s. 3d.
for best qualities of slack, 4s. to 4s. 3d. for medium sorts, and
about 3s. 6d. per ton for common descriptions; but consumera are
very cautious about buying, except for immediate requirements.
In t he shipping t rade steam qualities of coal are in only very
slow request, and Ss. 6d. to&. 9d. represent about the full average
price obtainable for good qualities of steam coal, delivered at t he
Garaton Docks or the RijZ'h Level, Liverpool.
Barrow.-Orders for all classes of hematite pig iron are very
few in number, and the trade doing represents but a very small
tonnage of metal. I n warrant iron there has been absolutely no
new business during the week, and stocks remain undisturbed at
37,096 tons, compared with 144,0S7 tons at the end of last year.
1'he little business doing by makers of pig iron the week
has been in prompt deliveries. There has not been a emgle t rana
action on for ward account, although deliveries can be secured at
lower prices than are now ruling the market. Warrant iron is
quoted at 47s. 6d. sellers, net cash, and buyers are at 47s. 4! d.
Makers, on t he other hand, are asking 49s. A few t ransactiona
of small moment are noted at a little below that figure. There
are forty-one furnaces in blast, and thirty-five are standing idle.
The prospect of t he bematite pig iron t rade is a ''ery poor one
for the winter mont hs.
Iron ore is in much quieter r09..uest, and sales have recently been
on a small scale. Ordinary qualities of metal are quoted at Ss. 6d.
to 9s. per ton net at mines.
Steel makers are not in receipt of much new bnsinesa, with t ho
exception of the large orders for heavy rails recently entrusted
to the 6rm of <.:barles Cammell and Co., Workington. Thi.e order
will insure activity at these works well into next spring. At
Barrow the mills are fairly well employed, but new work is wanted
in nearly all depar tments, and particularly for Siemens-Marten
qualities of metal. Prices are steady. No business is reported in
steel shipbuilding material, tin-plate bars, hoops, slabs, billets or
blooms. ForgOO. steel is quiot, and steel casting i.e a smaller
t rade than it has been for years.
Shipbuilders and engineera are not so busy as t hey have been,
although there i.e a fair order sheet in the hands of local builders.
New contracts are, however, coming t o hand very slowly, and
shipping in the meantime is very quiet. The shipment. of pig iron
and steel from Weet Coaet porta during t he week have been oom-
424
T H E E N G I N E E R.
Nov. 11, 1892.

paratively poor, and the decrease, a.s compared with last year, has
boon further marked. . .
Coal and coke are rather ensior but East Coast quaht1es of the
latter are q1oted nt 18s. to 19a. ton, delivered bore.
Tbey took posees ion on Sunday midnight, and will the three
furnaces The brand " Lackenb(' will be. contmued.
The Iron Company, Carhn-Iiow 10
received an intimation that the Scotch Pig Iron T_rade. Assoc1!'tton
have decided to include their brand of Cleveland 1ron 10 the let
G M B
8
and will in future accept Meears. Connsl and ? s
for that brand f.o.b. Middlesbrough, as
a warrant contraot for G. M. B. iron. The brand has been accep
that the mon did not t ur n ont the average tbirty aix boxe per
showing the important connection that esista between the
tin- )ate and steel trade, I boar that the stoppage of tbeee workl
have reduced the trade of a large eteel works fully one
That is, as a workman phrased it, "We should ban been
idle two days a week.'' . d _. __ 1
Mr. J. W. Little, the manager and owner of the Steam
Navigation Company, and of James Little and Co., sb1pownors and
shipping agents, was elected Mayor of Barrow on Wednoeday.
THE SHEFFIELD DISTRI CT.
(From ovr oum Co1TupoMml.)
THE sharp weather has caused a fairly brisk demand of late
house coal, both on local and general account. ln the
prices remain about the same as they wore a yoar ago. Quotat1ons
are fi rmly maintained, nod the talk of another pla:y
the minors will operate effectively ajl&inst any fnll lD pnces. i:)llk
atones are at lls. to 12s. per ton; Barosloy IIouse nod Flockton,
103. and 10s. 9d. per ton; other qualities range from 9a. per too.
In steam coal for wbioh there is nn nverago soasoo call, Barnsley
bards make 9s. 3d. to 9s. 9d. per ton; lower qualities, 1s. to
1s. 6d. per ton less. Gas coal, Ss. t.o 9s. per t oo, with a good
trade. Manufacturers are ordering fuel rather less freely, and
prices IU'O weakening. Coke is fairly ordered, values unaltered ..
in this district as one of the G. M. ever since the col!lpany to\
structed a harbour close to the1r works. Tbey sht p at eas
1000 tons per week of their produce.
The prices of Cleveland ptg irlln are weaker they were 19t
week. No. 1 hns been sold at 40s., and No. 3, wbtcb waa 37s.
last week could be bought this week at.37s. 6d., and even 37s. 4Jf
for prompt f.o.b. deliveries-figures whtob can cover cost o
production at moat of the works. No. 4 foundry ts 36s. 6d., grey
for o 36s. mottled 35s. 3d., and white 31s. 9d., for prompt
detfvery.
1
No. 3, for delivery up till the end of March, has been
sold at 37s. The price of has drop\)Od to
37s. 4;<1. cash sellers. Tbo large and 1ncreasmp; production of
bematlto has weakened the price, and mixed numbers can now be
ba:i at 47s. 6d. for prompt f.o.b. deliver! os; in fact,_ 47s. would not
bo refused. Another bematito furnace 1s to be re-bgbted on Tee&
There is little to record in connection wtth t_be. tron an .._
trades. The roil busioeea is Glas,-ow p1g at 41t. 3d.;
Middlesbrough, 37s. bematttes, 3d. On Change Swan
sea the following quotations ruled tbts week :-Wels_b bars from
5 15s.; steel rails, heavy, from 4 23. 6d. t o 4 5a.;. hgbt, 5 10J.
to 5 15s. ; Beeaemer bars, 4 12s. 6d. to 4 15s. ; S1emegs, to
5 2s. 6d. Tin-plate cok'"', 12s. to 12s. 3d.; temeos, 1;s. 3d.
12i 6d best charcoal 13s. 6d. to 13s. 9d.; teroes, 22., _4.8. , 26s.,
coke Cardiff, 16s. to' 17a. for fur nace; foundry. 18s. to 19a.;
prices, 13e. 6d. to 14s. furnace, and 17s. to 17e. 6d.
foundry. . t tb f ..... b ff rts
Welsh council boards are movtog agal08 e ur. er e o
from English boards to secure Welsh water. wtll get ome
benefit from the Cardiff waterworks, aa the p1pea passing through
the parish will be rated.
side within the next few daye. .
The manufactured iron aod steel trades are oo better m a_ny
respect, but demand is extremly dull, and severol
have hither to been fairly well occupied, are standmg 1dle thts
week because of Jack of orders. Only the rail makers are pretty
well employed. Shipbuilders, who affonl so. much work t.be
finished iron and steel trades, are badly occupted. Palmers Sbtp
building and I ron Co. ha.s launched the one of tb_e
largest battleships yet constr ucted for tbe Brttisb Navy. She IS
of the barbette type, 350ft. long, 75ft. broad, aod 14,150 tons
NOTES FROM GERMANY.
There is no change to report in the iron and steel trades, wh1ch
continue very dull. . .
(From ovr 011m CoJTupO?'ldent.)
WJTll regard to the state of iron business in the vo.rious districts
throughout the country, reports are much tho same as of In
no respect does trade show an improvement, but rather 18
tendency the other way. There is, generally, an absence
A Sheffield commi88ion agent called upon me th1s week With
epecimoos of Amorican-made files, of which be bad been asked to
undertake the sale in this country. The United
offer their files on ter ms which out out local makes-v1z., tO per
cent. discount and 5 oft'; in other words, for a nominal value of
100 tboy will take 28 10s. The files have been shown to file
and have been declared to be satisfactory in regard to
auality: The United States fi rm, whose place of business is in
New Jersey, stat e t hat they are sweeping the Caoadiap
Australian markets by runni ng out the best broods of Eoghsb
files. To Canada, where the duties on and American files
are similar, they state that they nre sendmg from dole. to
40,000 dots. worth of goods a year, and are now opeolDg up a con
oection in Eogland itself, sending over from two t.o three buodred
dozen files per month. Ameri<:e:n. of d?es. not under
rate himself or his productions; but 1t IS certamly stgmficant tbat
be can place on the English market files which Eoglisb managers
declare to be excellent, at rates below local price lists. The files,
it should be added, nre maobir.e-made io every instance. Another
American steel house have stored in London several hundred tons
of the best crucible steel, and have already engaged a Sheffield
gentleman to reproseot them io this country.
displacement. . . . .
Tbe engineering and troofoundtng mdastrtes are very dull, and
uiry which gives but a poor prospect for future. Io Siles1a
of the iron market is unfavourable tb1s All depart
meots of the iron and steel trades appear to be movtng
[n pig iron very little change has taken place. P_roducttoo betDg
limtted to the utmost degree, is in most cases readilY. consumed, so
that stocks are small. Malleable iron shows a dec1dedly
teodenoy. The steel makers are employed: 10 all
depar tments of their works. Prices are, wttb few exceptions, the
same as in previous weeke.
with poor prospects. Messrs. Asbmore, Bensoo,_ Pense tt:nd Co.,
Stock ton, have JUSt completed. the order f?r addmg n tbtrd tele
scopio lift to a gas-bolder wbtob the 6rm s MeS;Srs
Ash more nod White, erected in 1878-79 for the Carhsle
Marine engioeeriog has not boon so bad for years, 10 t he
opinion of some engaged in the trade. could be
worse, but when the depression of the IS so bad,
it is not wonderful that the marine eogtUeenog trade 1s so slack
No alteration cao be reported ta)cen place on the Austr?
Hungarian iron market, the bnsmess domg 10 rnw ns well as m
fioisbed i ron fully as as last week_. In
especially the beav1er sorts, there 1s, perhaps, a tn6e less do1og,
but up to the present orders have been coming in pretty regularly.
Bars are repor ted io good request; the may be t old of
The busintiSS in Jrirders has, however, constderably dnno_g
the last weeks. The wagon factories are briskly occup1ed. There ts
an order for 100 locomotives for the Huogarian Government holding
out which will most likely be given to Austrian or German
tbe
1
only Hungarian locomotive shop being so fully
at present aa to be unable to accept new work. Offi<:1al quotat1ons
have not since last report. On eh tron market. a
ver y moderate business has been done m p1g tron as well as m
manufacturl'<i i ron. A further downward movement cano.ot be
reported t o bave taken place, but there is al.so not least of
improvement, and prospects are rather d1scouragt_og. . Be gta_n
competition is disagreeably felt on the sp1te of.tbl8
makers have hitherto pretty firmly l!!Blntamed tbeU" qnotat1ons.
Bars are selling at U5 to 150f. p.t. ; at 150 t? 160f. _p._t.
THE NORTH OF ENGLAND.
(Fl'om 011r own C01Tuponden.t. )
such extremely unsatisfactory statistics as those i88ued
by the Board of Trade relative to our exp_or ts of nod: st_eel
during October, wherein it appears that tbts country_ IS sh1pp1og
fully one-third less than was reported two years ago, 1t was not to
be expected that business would become .still smaller, and that
prices would be weakened. Added to tb1s was another potent
factor in rlepressiog the market, and was monthly
of the Cleveland Ironmasters' A88oclattoo, whtcb were deo1dedly
the worst that has been published for a long period, and showed
clearly that the production has been increased more tbao the trade
justified, and that we must look _for further in stocks if
t he make is kept up, for the wiDte_r-tbe season the
year- is coming on; and not only the falhog-off be felt m the
shipping but also in the home requ1rements, for undoubtedly the
finished lroo trndebas but poor prospects; in it is said that
altogether is worse than the present generation have ever 1t.
The worst year that this district has ever experienced waa 10 1879,
bot even then there was not such a dearth of work, or so great a
difficulty io making ends meet. Prices certainly were lower then
than they are at present, but tbe cost of production was also lower.
For pig ironmakers coke alone was 3s. to 3s. 6d. per ton lower than
it is oow. There is no doubt that coke is relatively dearer than
iron but the ironmasters have only themselves to blame for
th1s, as they have put so many furnaces in as to ca'll:se a scarcity
of fuel. It would have been better for themselves ID more ways
than one if they bad refrained from so many fnroaces-
tbey would have been better able to maintam the prices of their
produce they would not have accumulated stocks, and they woold
not bad the prices of materials raised in undue proportion
to that article in the manufacture of which it is used. It is certain
that il they bad so unduly put in furnaces they would not
have now to pay 13s. per ton for their coke. is one circum-
stance which may be accounted favournble to P!g 1roo makers, and
that is the larger exports that are reported tbts month. Usnally
they bocome poor after the end 'lf when the oavigatio_n
season is understood to close. :iut the mildness of the weather 1s
allowing of much better over-sea shipments tbao were io
October io fact tboy are about double, and the t otalsbtpmeoU. of
pig iron from the Tees tbismont_b up to Wednesday reached
23,261 tons, ajl&ioat 12,114 tons 10 October, 15,495 tons m Septe!ll
ber and 30 290 tons io November, 1891, all to 9th. The heavter
exports are
1
also due to that Scotch consu_mers are
taking more Cleveland 1ron-1odeed,ID the first week of this month
they bad 8295 to os, whereas io the correspoodiogperiod of last month
t hey took only 2500 tons ; the quantity is now
1
in fa-::t, nearly as
much as io good times. The increased delivenes to Scotland are
brought about "tly the lower prices of Cle\"eland iron compared
with cotcb. All this ysar Cleveland pigs to the Scotch consumers
have been dearer than Scotch pigs, but while of late the latter
have been almost stationary io value, Cleveland pigs have fallen so
much that the old difference of 4s. per ton has practicnlly been
restored, and Cleveland iron can once more compete in Scotland
with native iron, as is evidenced by the shipments. This resump
tion of t he t racle with Scotland will prevent the stocks increasing
eo rapidly.
The Cleveland Ironmasters' October statistics are another item
which has operated against the markets, and this more than any-
t hing haa led to the lower pri ces. The figures were worse than
were estimated, and the "bears" have not failed to take advan-
ta(I:O of the opportunity a.fforrled to force down prices. Certainly
it 18 disappointing to have an increase of nearly 17,000 tons re
ported i o stocks in what should be the brisk est shipping_ month of
the year, when there have been a_heavy decrease of
an increase. Almost tnvanably there 1s a decrease, and pnces
may well be weak with such an unsatisfactory return. The output
waa too large in September, yet it was further increased in Octo
ber, with the results that stooks were raised by 16,914 tons, ?early
all in makers' bands. No fewer than five furnaces were re-hghted
during October- two at Teesside Ironworks, Middlesbrough,
one at Seaton Carew, one at Carlton Ironworks, and one at
Palmer's Sbipbuildiog aod Iron Co.'s works; all these are to make
bematite. Ono furnace, and that producing Cleveland irooiwas
blown out at Mesers. Walker, Maynard, aod Co.'s Redcar roD
works. Of the ni_nety-foor furnaces io !orty-nioe
making Cleveland 1roo, and forty-five bemat1te, sptegel, and basic
pig iron. The furnaces at the Ferrybill Ironworks, now owned by
Mr. John have been di@mantled, leaving 148 furnaces
bnilt io the diStrict.
It will be remembered that in September the Lackenby Iron
work11, Middlesbrough- formerly owned by Messn. Downey
and Co.-were offered for &ale by auction as a going concern, and
that the property v.as not disposed of ; there being only a single
bid, much below the value of the works. Messrs. Bolokow,
Vaugbao, aod Co., however, have taken a Jeue of the establish-
ment for five years, with the option of purchase then or before.
al so.
NOTES FROM SCOTLAND.
(From 011r 01Dn. CoJTuponden.t.)
Glasgow iron market has been quiet this week,.witb
almost exclusively confined to Scotch warrants, prtces of wbtch
have been comparatively steady, from 41a. to 41a.
Cl eveland iron has been at 37s. to 37s. 3d., and bemattte
47s. 3d., nominal cash prices.
The prices of makers' iron are as follow :-G. M. B. and Govan,
Nos. 1, 4ls. 9d.; No. 3, 41s. 6d.; Mooklaod, No. 1, 43s. 6d.; No. 3,
42s. 6d.; Carnbroe, No. 1, 44s.; No. 3, 48s. 6d.; Clyde, No. 1,
49s. 6d.; No. 3, 46s.; Gartsberrie, No. 1, 51s. ; No. 3, 47s.;
Calder, No. 1, 51s.; No. 3, 4Ss.; Summerlee, No. 1, 52s. 6d. ;
No. 3, 46s. 6d.; Langloan, No. 1, 53s.; No. 3,46s.; Coltnese, No. 1,
65s. 6d.; No. 3, 49s. 6d.; Glengaroock, at Ardrossan, No. 1, 49s. 6d.;
No. 8, 46s. 6d.; Dalmellinftlon, No. 1, 48s. 6d. i. No. 8, 46s. 6d.;
Eglinton, No.1, 47s.; No. 8, 46s.; Sbotts, at Le1tb, No. 1, 53s.;
No. 3,49s.; Carron, at Grangemouth, No. 1, 63s.; No .. 3, 47s.
An additional furnace having been placed oo

there are
oow thirty-two producing that iron, forty making ordiDary
special broods, and fi ve bnsio; total, seventy-seven compared w1th
seventy-six at this time last year.
There has lately been &:>IJ:'e npprebeosioos. of. dull trade io the
locomotive works, and it ta therefore grat1fylOI!: t o lear n that
Messrs. Shar p Stewart and Co., of the Atlas Works, Glasgow,
have received' orders for about thirty locomotive engines and
tenders two-thirds of which are for India and the rest for Wales.
are current as to t he placing or of .a
con.sidernble amount of t onnage with the Clyde sbtpbUtlders, th1s
to include a war ship for the British Admiralty, to .be built at
Cl yde Bank. It is to be hoped that these w11l torn out
correct otherwise the prospects of the sbtpbutlders, and con-
sequently of the steel makers, will be very indifferent. Some of
the steel makers allege that not only is work _but that
a large proportion of what is being turned out 1s at pos1ttvely un
remunerative prices. The best shiJ?platee are
5 10s., less 5 per cent. discount for dehvery 1n GIBEgow dtstnct,
and other articles at relative figures.
The sheet -making trade is better employed than almost any other
branch of the iron and steel manufacture. Several fi rms bave work
on band and in prospect that will keep tbem_goiog to. the end
of the year. 'l'he prices of sheets are accordmgly aod
iron sheets are quoted at 7 7s. 6d. , less 5 percent., for smgles;
8 2s. 6d. for doubles; and 9 2s. 6d. for lattens; there being the
nsual corresponding rates for steel shoots, viz. , singles, 7 17s. 6d.;
dou bios, 9 7s. 6d.; and lattens, 10 17s. 6d.
Tube makers have been ill-supplied with work for some time, and
prices have been rather l!everoly cut. It is underat.ood that the
Union Tube Making Co., Lanarkshire, has obtained an order for
35 OOOft. of tubes for the London Electric Lighting Co.
The consumption of copper in this district has boon falling off
very considerably, to the declioo in shipbuilding. A large
quantity of tbo metal 1s being used in our electric lighting coo
tracts, bot it is small compnred with what the shipbuilders required
in busy times. Consumers' stocks of copper are in most cases ver y
small. The impor ts of copper pyrites into the Clyde have been
falling oft' very materially. In October they amounted to only
1734 tons, against 4583 tons in October, 1891. The arrivals in the
past ten months aggregate 38,944 tons, compared with 43,160 tons
10 the corresponding period of last year. 'l'he resolution to shut
down the Anaconda Mine for several months, induced many
operators in copper shares t<> close their accounts for the fall this
week; and this occasioned o sharp rise io the prices of the copper
company's shares in the Stook Exchange.
WALES AND ADJOINING COUNTIES.
(From our own
A p,UJlLY good demand exists for steam coal, and quotations
appear to be arrested from the downward movement which bad
set in. Bnsiness oo 'Change at Cardiff continues brisk, and mid-
week quotations showed fi r mness, best steam being quoted at
lOa. 6d to 10s. 9d.; seconds, 9s. 9d. to 10s. 3d.; Moomoutbsbire,
9s. 6d. to 10s. 3d. These figures represent the usual business, but
it is known that contracts, extending over a large portion of next
year, have been taken f<>r less. I have beard !Is. 6d. has been
booked by ono or two leading coalowoers. House coal continues
to improve in demand weekly. Ciirdiff prices are, for best
Rhondda, largo, 11s. 3d. t olls. 6d.; No. 2, Ss. 6d. Swansea:-
Rhondda, No. 3, lls. 6d. to 12s.; tbrouf!'b coal, 9a. to 10s.; small,
7s. to 7s. 6d. Steam coal is selling in Swansea at 9s. t o 10s., and
second quality as low a.s 8s. 6d.; best anthracite from 14s. 9d.,
second from lls. 6d.
The best that can be said of Belgtan 1ron mdustry IS tt !S not
worse than last week. There have been some orders commg ID for
special qualities but on the whole most branches of the trade are
getting short of aod prices tend steadily downwards. Some
export orders for rails for A:sia been
booked ; while the locomotive wlll recetve add1tional employ-
ment by an order for .locom_ot1ves tb_e Transvaal. Generally
speaking, export trade 1s earned on w1tb little ?r no profit, makers
being obliged to accept orders at almost any pnco. Merchant bars,
No. 1, are offering at 120f., No. 2 at 130!., aod No. 8 at 140f. p.t.
at works. . . . .
The tendency on the Rbemsb-Westphalian 1ron market 1s
decidedly flat, nod there is as yet no saying wbeth;er an im_pf?ve
ment will take place io the near future.. Traosaottons are
to covering merely baod-tomoutb requtrements, buyers not
to commit themselves to forward engagements. Manufacturers m
almost all departments are weak as regards their quotations. Pig
iron continues in very slow request, aod some works report
demand scarcely worth !llentioning. are . increasing, in
spite of a strong reduobon of output. SptegeletSen hns boon
maintaioiDI{ its old price of M. ?5 P:t. for 10 to 1_2 p.c. grade.
For forge ptg No. 1 M. to 50 IS gtveo ; No. 3 do. IS sold &:t
45 p. t.; fetches M. 47 to 48 p. t.;
noted M. 66; foundry p1g No. 1, M. 66; No. 3, M. 58 p.t., baste
stands at M. 46 to 47 p. t.; German Bessemer, M. 53 to 54 p. t.;
Luxemburg forge pig is offered a.t M. 45 p.t. _at wo! ks. On the
manufactured iron m!U'ket the qUietness menttooed 10 last letter
laas increased npon the week. Bars are uncommonly quiet, very
few orders coming in oo home account. In the export. trade
a general slackness prevails, and the tendency of pnces IS anytbmg
but firm. Hoops have been much neglected of late, buyers main
tainiug their _reserved position. . .
The conditton of t he plate and steel trade rematn.s Wltbout any
noticeable new feature. Activity has, on the whole, decreued,
and prices are in many cases with diffioolty maintained. The wire
and wire nail business is exceedingly low ; the same may be
reported of The tube makers have
vention. Pnces are as last reported. Regardmg the s1tuat1on of
the machine and wagon factories, very little change can be
reported to have taken place since last week's letter,
Latest list prices, per too at work11, are as follows :-Good mer-
chant bars, M. 12250; angles, M. 12750; jlirders, doubleT, free
Burbacb, M. 87 50; hoops, M. 132 50 to 137 50; billets in basic
and Bessemer, M. 85 heavy plates for boiler-making purposes,
M. 160 ; tank ditto, k 150; steel plates, M. 150; tank ditto,
M. 140; sheet!, tll. 140 to 150-in some instances higher ; Sieflen
thin sheets, M.130 to 135. Iron wire rods, common quality, M. 125;
drawn wire in iron or steel, M. 12 to 125; wire nails, M. 127 to
130; rivets, M. 155 to 160; steel rails, M. 111 to 114; fish-plates,
M. 90 t o 110 steel sleepers, M. 115 t o 120. Complete sets of
wheels and axles, M. 275 to 285 ; axles, M. 220 ; steel tires, M. 210
to 230; light section rails, M. 95 to 100.
The imt>ort of goods from Ger many to Holland is stated to have
been dur10g the month of October :-Io pig iron, 1884 t.; iron
plates, iron wire, bars, and nails, 3514;1: t.; pit coal, 26,025 t. ; steel
and steel wire, 1783 t.; stones, 1143 t.; and cement, 5394 t .
AMERICAN NOTES.
(From 011r 01Dn.
NEw YoRK, NoTember 3rd, 1892.
.Mr. Breffit, who has been appointed Receiver at the Maritime
Colliery, proposes as a eubstitute for the 11cale a uniform profit-
sharing system. This principle is already in action in certain
iron works in the North of England.
I am glad to announce that the dispute at the Beaufort tin-plate
works has been ended. Notices expired Saturday, and 700 men
were thrown out, and there was a general feeling of despondency
in the district. Happily energetic measures were taken, and an
amicable arrangement has been brought about. The dispute was
commercial channels t hroughout the United States there is a
better feeling, owing in part to an increased volume of busiDe&$1
easier money markets, increased railroad traffic, heavier stock
speculations, and increased investment in American securities by
foreign capital. Commercial failures show a deoline as compared
with last year. Industrial reports from all centres show gTO&t
activity
1
strong prices, reduced and increasing orders
for winter delivery. After the presidential electicn it is probable
that the volume of busineSII will increase and prices also harden
Producing capacity is under excellent control in all the industries.
Pig iron production ia slightly increase_d, and are at
15 dots. for No. 1 foundry at Northern tidewater pomta. Firuabed
iron and steel are strong, especially plate and structural material,
which are in ver y heavy demand. A groat many new engineering
schemes are coming up, and the requiremente for tbem will be
anticipated, in view of the oversold condition of several of the
larger mills.
Nov. 11, 1892. THE ENGINEER.
425
LAUNCHES AND TRIAL TRIPS.
J. R. Scott, of Newcastle. As the vessel left the
ways she waa DAmed Lindisfarne.
19,264. Cuu; RA.t.LWAY, S. D. Root and G. C. Vino
yard, London.
19,357. AOTDATIJSO RA.ILWAY BwiTCD:III1 8. J . Summer
son, Darlington.
19,368. I:)TE.AH GEN&JUTORB, G. Zahlklan, London.
19,850. Al'PA.I\ATOB for DY&INO aud L . .Ettl,
London.
21th October, 18!12.
On Saturday afternoon last, Sir Raylton Dix?n
and Co., of Middlesbrough, launched a very
h"ndsome steel screw steamer of about 7000 tons
dead weight capacity, being the twelfth veesel
huilt by these builders for Messrs. Thomas and
J .1mes Harrison, of and is intended
f11r their Calcutta trade. Her dimensions are:-
Length, 415ft.; breadth, 45ft.; depth mouldei,
31ft. 3in. The engines are constr ucted by
Messrs. Thomas Richardson and S.ms, with cylin
ders 25in., 4lin., and 68in. diameter by Min.
stroke. On leaving the ways the veBSel was
named Barrister by Miss lnga Dixon,
daughter of tbe builder.
On November 6th Messrs. W. Gray and Co.
launched the s.s. Conch, the second of the
steamers they have in band for Messrs. M. Samuel
and Co., of London, for carrying petroleum in bulk
to the E!\St and for general cargo. The veBSel
W&S named by Mrs. Alderman Samuel, of L:>ndon,
and bas been bnilt to Lloyd's highest require
menta under tbe specifications and superintend
ence of Messrs. Flannery, Baggaliay, and
J obnson, of London and Liverpool, together
with the sister ships, and will have all the latest
improvements for Abips carrying liqaid cargoes,
and is arranged to meet tbe requirements
of the Suez Canal Company. The ship is 338ft.
long hy 43ft. beam and 28ft. deep, and will
carry 5150 tone deadweigbt at a of fully
ten knots at sea, and has tanks apeeut.lly arranged
so that sbe can be folly loaded at each of the
different draughts due to summer, winter, and
Indian summer freeboards. Sbe moved at once
to tbe yard of tbe Central Marine Engine Wor ks
Company to take in her machinery. She will
also be fitted with powerful pumps which can
discharge the complete oil Cllrgo in twelve hours,
and bl\8 allo several large winches for rapid
handling of the general cargoes, and has special
pumps for dealing with all water ballast, and
machiner y of tbe latest type for ventilating and
purifying the tanks and holds.
19,265 PAD for CL.EA.NUOG Wumowa, &c.,
J . R McMullen. Manchester.
19,2611. t:ISJ..P PAIITCIING R!ClPTACLS, A.
Read, Ban ts.
19,21!7. DCORATING WAr,J.a, C&ILIJIGS, &c , 0 . Howard,
London.
19,268. APPLYING WAT&R to BoxES, T. E. Bower, Man
cheater .
PlfiH7liATIO TIRES for W.l'lnLll, W. Golding,
Manchester.
19,270. Al'PA.RATU8 for LJGBTING GAB, G. Gocrldt, Gor
many
19,271. RAJJ.WAV Pun and CRAIR1 R. Harrlaon and C.
Robson, Blaydonon-Tync.
19,272. V&LO<JlPI'-D&S, '1'. L . llitcbclmorc, South
ampton.
19,27:1. DL8C8 of A.m PROPELLERS, J . M. B.otberington
and W. Ranmer, Manchester. On the 5th i nst. Messrs. Ropner and Sou
laancbed a steel screw steamer of the f o!lowing
dimensions :-Length over all, 333ft.; breadth,
41ft. 6in.; depth moulded, 24ft. She will be
cl8.88ed 100 Al at Lloyd's, and is designed t o
carry 4500 tons dead weight on Lloyd's summer
freeboard ; she has raised quarter deek and
partial awning deck, cellular bottom for water
ballast, bailt on the web-frame principle, and will
have all the l atest i mprovements for a 6.rst--cl8.88
cargo steamer. Her triple-expansion engines are
by Messrs. Blair and Co., and are of 1400 indi
cated horae-power, with two large steel boilers
working at 160 lb. The. steamer has been built to
tbe order of Messrs. Lindsay, Gracie and Co., of
Newoastle-on-Tyne, and was named Glenvecb by
MiBS Ropner, of Preston Hall.
19,274.. WovEN FA.stuc:s, J. Pcarson, Man
cheater.
19,275. RAILWAY W.&.ooNa, H. 8lohelacbm1dt, Man
cheater.
19, 276. ToY, F. J. Forster, Hiddleabrcugb.
19,217. PRM&RVING AJITIOLM of Fooo, W. G. Daniell,
London.
19,278. WR&NOO:U for TIGBTUOIO 8POKS8 of CYOLEII,
J. 8. Prcntlce, Glasgow.
19,279. FOLDING Box.sa, W. Selley and W. Sanders,
Manchester.
19, <80. 81GBT FEED LUBRIOUOR11
1
R. Wood.-( IV. F. C.
On Saturday, tbe 6th inst., there was launched
from the yard of the T1ne Iron Shipbuilding
Company, of Willington Qnay-on Tyne, a steel
serew steamer, built on account of .Mesers. Wig
ham, Richardson, and Co., for the Roy .. l
Hungarian Steam Navigation Company "Adria,"
and of tbe following dimensions, viz.: Lengtll,
248ft.; breadth, 34ft.; depth, 23ft. 4in. moulded,
b11ilt to the highest ol8.88 of Lloyd' s A1 spar
decked. This vessel has water ballast fitted nght
fore and aft on the cellular system, and ia a lso
fitted with all modern i mprovements for the rapid
loading and discharging of cargo, including four
extra powerful double-cylindered steam wmcbes,
direct-acting steam windl8.88, lar ge donkey boiler,
steam steering gear by Messrs. Donkin and
Nicbol, and Hastie's screw p;ear aft. The engines,
which a re to be supplied by Messrs. W. Richard
son aud Co., of the Neptune Works, Newca.stle,
are of the triple-expansion type, of large power, to
drive the vessel ten knots per hour at sea. On
leaving the ways she was named the Mtttylts
Kir ttl y by MiBS Lilian Bone, of Tynemoutb.
On Saturday, the 6th inst., there was launched
from the shipbuilding yard of MeBSrs. Schlesinger,
Davis, and Co. a powerful steel scr ew tug for the
Tyne Steam Shipping Company. The vessel,
which has been built to act as tug for their large
fieet of steamers in tile Tyne, is also specially
adapted for carrying passengers between the
company's wharves and their vessels, which are
often lying in various parts of the riverL Her
dimenSions are :-Length, 90ft.; breadth, 19ft.;
and depth, lOft. She is classed 100 Al at Lloyd's,
but her strength is very muob in excess of Lloyd's
requirements. She has also been fitted to
comply in all respects with the Board Trade
r oles and regulations, and will have life-saving
appliances provided for a hundred p8.88eogers.
A large saloon is fitted for the accommodation of
the passengers below the deck forwar d, and i s
upholstered and finished in a neat and substan
tial manner. The engines have been constructed
by the Nortb-EBBtern Marine Com
pany at their Wallsend wor ks, and are on the
surface-condensing compound system, with cylin-
ders 17in. and 32in. diameter, with a s troke of
24in. As the veBSel left the ways, she was named
the " W. D. S. ," after Mr . W. D. Stepbeus, the
respected chairman of the company.
On November 3rd Mr. James Laing launched
from his S11nderland yard the first of three
steamers which be is building to the order of tbe
Rotbscbild Samuel Syndicate, for the Eastern oil
and general cargo trade. As the ship left the
ways Mn!. Alderman Samuel gave her her name,
the Turbo. She is 347ft. long, 45ft. 6in. beam,
and 28ft. 6in. deep, and will carry 6500 tons
dead weight, with special arrangements for loading
the ship to the various f reeboard marks, and is
propelled by engines of 26in., and 69in. ,
by 45in. stroke, taking steam from three large
boilers. These ships are being built to Lloyd' s
highest cl8.88
1
and to the r equirements of tbe
Suez Canal Company for the passage of shi ps
carrying petroleum 1n bulk, and embody all the
latest safety appliances, f rom tbe designs of
MeBSrs. Flanner y, Baggallay, and Johnson, of
London and Liverpool, who have long been largely
engaged in considering this special department of
naval architecture, and who are also superin
tending the construction of other ships for the
same owners. 'fhe auxiliar y engines for loading
either oil or general cargoes are of the most com
plete description, the pumps being capable of die
charging the entire oil cargo in twelve houra.
These ships will carry the most powerful venti
lating apparatus yet designed for this cl8.88 of
t rade, and are capable of dealing with a vast
qnantity of gas. There is a complete electric
light installation, with special search lights and
arc lamps.
On 'l'uesday, the let inst., the petroleum
steamer Etelka, built by Mesers. Sir W. G. Arm
strong, Mitohell, and Co., for the Mineralol
Raffinerie Company, was taken for t rial at sea.
She is 290ft. long, 37ft, 6in. beam, and 27ft. 6in.
deep, and has been constructed under tbe super
intendence of Messrs. F lannery, Baggallay, and
Jobnson, of London and Liverpool, to the highest
cl8.88 of Lloyd's and Bureau Veritas for llquid
cargoes. With fnll bunkers she will carry about
3300 tons of oil, and is fitted with the latest
specialities for the requirements of her par ticular
service. Four runs were made on the meaaured
mile, and a mean s peed of just over 10 knots was
attained, the ship being fully loaded, and after
wards a four boors' full speed run was made,
when everything worked in a highly satisfactor y
manner, and speed and steam were eaaily main
tained. Daring the day tbe winches, windl8.88,
electric light, steam steering and pumping gear,
were severally tried, and found qaite satisfactory,
and the ship proved herself easily and quickly
handled. The engines are constructed by the
North-Eastern Marine Engineering Company, and
have cyliadera 22in., 36in., and f>9in. diameter,
by 39in. stroke, taking steam at 160 lb. pressure
from two largo boilers. The ship is fitted with
two large Wortbin.gton pumps fo r rapid discharge
of cargo, s od has special pumps fur all water
ballast, the tanks being eo arranged as to trim
and also to be available for fresh water at will.
:i'l e is lighted throughout wi th electricity, all
lamps being in duplicate, and powerful
cargo lights fitted, and the latest improvements
for economy in the ma.intenance of installations
at sea have been embodied and carried out.
THE PATENT JOURNAI1,
Fo.it, NetD Zt4land.)
t:IADDLEB for VELOCIPEDsa, H. Edwarda,
LOndon.
GALVANIC BATT.tRIES, W. Walker, BirmlDg
19,288. SPRING CATOB, p, Konig.-(Meura . .Rablmt. and
Bmmich, Germany.)
19,284. OOTbtDr: t:luT8 for VEBIOLS8
1
T. Browett, Man
cheater.
19,285. Baow CARDS, W. BroWDlio, Gla.sgow.
l"IRSPROOP' 8oRIN1 J . .H. J:'ortor and J.
.1:1le.key, Leoda.
19,287. 'l'usr:a, C. H. Wall and H. Taplln, B1rming
b&m.
19,2Si. 8EAT8 for T.tLUIOARB, &c., T. 0. Collea, Man
cheater.
19,289. PORTABLE AUTOATIC S!al.TING BLAST, A. H.
Nelson, Twickenbam.
19
1
290. HoLLOW ltUBBER TIRSS for CVOLES
1
J. Ward,
:::,heflield.
19,291. '1'AKII\OOP MoTIONS for LooM8, J . Holgate,
Burnloy.
19,292 . .IIIAOIC LANTUN LAMPS, G. W. Gwyer, sen. ,
Brill to!.
19,298. EuOTRIC Locx IUld .A.L.uul, R Baumann,
London.
STEAM BOILEBB, J. H. Waterman and F. H.
uate, London.
19,295. FLYER HAClJJNUY for TWIII'TING F1BR008
JllAT&RIAL, W. Wadaworth and R. Hartley, Bradford.
19, 29tS. KNIV&S fur OP&Nit<G Mt.TAL J. &rnea,
.birmingb&m.
19,297. VALV'II fur PulPil, T. A. Adam.aon and R.
.tseldam, London.
19,298. 6lACBtNI!:RV for M.t.LTING GRAIN, J. Sleoman,
London.
19,299. 80PPORTI11G 0ANDLESTJC1t8 upon )hRAOBB
1
J. T. Beckwitb, .Birmlnghatn.
19
1
800. FABTI!:NTN08 ot TRUNKS, J. T. Bhakeapearo, Bir
mlngham.
19,301. DI!:I:IKB
1
W. Gunn, Manchester.
19,8?2. S&U AOTINO M UL&8
1
J . ilocrhoUlle, M!I.Dcbester.
19,808. TRANSJUTTI.NO T&LKORAPBlC 810NAL8, E. H.
Draper, London.
19,80t. W ABTE WATZR CL08tm1
1
J . Kirkman, Manchue
tor.
19,805. DRIVING Ca.u.'K for BICYOLE8, T. Roborta,
C!t.okoupon-Trent.
19,806. P.omALS for V&LOCIP&D&8
1
W. H. llcLaucblan,
Coventry.
19,807. and CALENDU, H. W. Knlgbt.Ersklno,
London.
19,808. PNEUMATIC Trns I IIFLATOBB, A. C. Davieon,
London.
19,809. FOO'nlALL8
1
J. Hebblowaite, Mancbeeter.
19,310. CBANDELIIIIBB, H. P. Philllps, Birmingham.
19,811. SToPPING TRA!NB in MOTION, T. 1!. Do t:laullee,
Birmingham.
19,812. lJRYINO RABBIT, &c., 81UN8, 0. Grcaves,
t:l.heflield.
19,81:1. JACQOA.R.D MAOIUN'S8
1
R. Hutcbl.nson, London.
19,81t. SoR.&&NB for MAGIC W, Marahall,
London.
19, 315. t:ISATS, G. Paync, London.
19,816. YaRN WlNDJ.SO MAcBINS8
1
J . V. Eves, Man
cheater.
19,317. t:ITtTCB.IlSO TEXTlU FABRICS, A. Poach, London.
19,818. VESICLE WsUL TIRES, J. Bagnall, .Manchester.
19,819. R>PIRATos.s, B. E. ll'ilminger, London.
19,820. LIQUID MuatrRINO Al'PARATOs, J . G. H. Elchler,
London.
19,821. N1.w PooK&T Coolm!G 8rovE, A. Lowenthal,
London.
19,822. MAKiliG FusES for F.LRAWORU, C. H. Wolf,
London.
19,823. WINDOW FASTENER, R. Morcland, jun., and G.
Aubor, London.
19,324.. !too or .I:'ABCL STRAPS, C. B. Sholdon, Bir
miogham.
19,325. CoPPER CoATING the HuLLS of VE88r:L8, T. B.
Crane. Unltod States.
19,826. P o&.ES, J. Mocho, London.
19
1
827. PAP..SYIII:S:OINO MAOBINEII, R. Burnot, London.
19t828. Rcs-ra for N .tW8PUER8, &c , R. E. Harri.s,
LOndon.
On Tuesday, the 25th October, the screw
steamer Hucephalns, belonging to the Anstralian
and Indian fieet of Messrs. Archibald Currie and
Co., of Melbourne, went down the Firth of Clyde
on her official trial trip. Tilis vessel, which is
276ft. long by 37ft. beam and 25ft. depth
moulded, has undergone at the bands of MeBSrs.
Blackwood and Gordon, engineers and ship
builders, Port Glasgow, an extensive over haul
both of bull and machinery. Her engines, which
wore formerly of the ordinar y compound type,
have been converted into the triple-expansioL
type by the placing of two 15in. diameter high
pressure cylinders on the top of the two cylinders
originall y in the ship, and supplying s team of
160 lb. pressure from two new boilers, each
having three furnaces of Purves's patent ribbed
type. Two runs were made with the Buce
phalns ou the measured mile at Skelmorlie,
and although running light and with tbe pro
peller only partially immersed, she attained a
mean s peed of fully lO;t knots, which was con
sidered highly eatisfactory by the owners' repre
eentatives on board. During the course of the
alteration.s to bull and machiner y the work hBB
been under tbe personal supervision of Captain
J ohn Curry, of Melbourne, the owners' super
intendont there.
19l829. CoPOIDID of PARA-TOL\' LDUI&TBYLPYRAZOLON,
Ocmdmltd frvm " 7'lw nlVftra.kd ODf,cial J011T'Ml oj L. F. Biedel, London.
PaknC.." ALLOY !or 08llin TEXTILE MAOIUNIII.RY, N. J. F .
Application t or Letters Patent.
When pe.tents have boon " communicated" the
name and addreas of the communicating party are
grlnted in i tall ea.
26th October, 1892.
19,246. CoLOURING HA 'ITS BB, H. E. Newton.- (The
Fartmvabrikm 1:ornl4la Fritclrich Bayer anc:t Co.,
Germany )
19,247. 'l'tUATlllENT of StwAoE, W. D. Scott Moncrloff,
London .
19l248. for ELECTRICAL CulfDUCTOB.S
1
C. E.
\Vebbor, London.
19,249. PAN for l"LOW&R POTB, B. P., 8. 0., and E. 8. R.
Collier, London .
19 250. lL.LOMU<ATlNO tbo TBROAT, &c., A. S. L.
Foncbel, London.
19,251. O.utKR.AII, B. H. Micklowood, London.
19,262. FoU>INO CoT&, G. H. Ncodham and W. Smith,
London.
19,258. GRiliDlNO MAClllNEB, A. Arnold and A.
Klumpp, London.
19,254. t:IT.C.Aiol 0P.NERATOBB
1
B. 8. Moxim, London.
19,2M. Sunv 0A"reH fur WINDOWS, W. E. J aquoa,
London.
.KOmanet-duCaillaud, London.
19,331. RAILWAY lblLB, F. Wllabire, Londen.
19t832. DsviCI!:II !or OAXM, W. Kltteridge,
LOndon.
19,SSS. ARTIFICIAL TEETB, R. Brcweter, London.
19,88i. MOWING MACBINI!:S
1
G. 0. l'opp, London.
19,885. CEIITRIYUOAL MACBJl(SS, T. G. Palmor, London.
19,336 Gov&RNORB, D. J. MUJTSy, Ipswich.
19,887. UAS LAHP8, The Lamp Manufacturing Com
pany and I. J. Collins, London.
19,8SS. l"&&DING Hou.SRII, D. Purvea, London .
19,889. SUA VINO BROSUES, J. Y. V. Vernon, London.
19,840. CYCL& TIRES, t:l. Duflit!ld, ju_n., London.
19,:141. P DZZJ.Eol
1
1'. P. Chittendeu, London.
19,842. 0MBHLLA8, T. Davlea, London.
19,848. SuPPORTING RAI Nwuu. P1Pr:s, 0. J. Lamb
and H. Vickers, London.
19 844. ColfilolltNO l))IOKS lrom Srova, T.
Davtea, London.
19,845. CARRIAO 8BM'T8
1
G. X. Tautain, London.
19,846. CAROVOPLERB, R. 8. Robortson, London.
LIDS, Dooaa, &c., W. A. Bowlo,
LOndon.
19,848. KN1F OLEAN&R, 0. H. Wigg, London.
28th. October, 1892.
19,360. ROTARY IIOTJV& PowER BsoutES, A. Boyd,
l:ltockton-on-Teea.
19,861. PaooE88 of ELr:OTROPLATING GLA88, A. 8. Ford,
London.
19,862 . .IJlAcatm: BILK GoABD, L. M Jobnaon, London.
19,868. D11&N 0RNAM 11.10'8, W. Jobnllon, .1:11rmlngha.m
19,81)4. tlo.NBU8TJ BL OIL 8Tov.t, J . Morrlaon au<l J . J.
uregory, t:ltockton-on-Teea.
19,8tlb. l'.oDLOOKS
1
D. and I Walno, Birmingham.
19,8611. I IIDIOATINO APPA.I\AT\18
1
W. Cocker, Varwen,
Lancuhirc.
19 867. BTIIAM GENERATOR F o.RNACS8, T. H. Oawald,
Manchester.
19,368. CASK TILTIIIRII, J. and H. J . Brook ea and F.
Mason, Bmotbwiclt.
18,869 . .IJlAI'I OP'AOTURE of O.t.RTRJDO& CABr:s, G. Hook
ham, BlrmiDgham. .
19 870 CYCLE W BE&L TIR&, G. F. Tbompeon, Liverpool.
19,871. COATING M&TAL PLAT&8
1
W. !". 'fhomae aud k.
Da vtea, Cardiff.
19 S72. .HANUFAortrRr: of PADLOOD, L. E. Green,
B1rmingbam.
19,872. TIRES of WsULII of V&LOOIP.EDJIII, W. Doig,
London.
19 374. 8ToPPINO tbo Tu HoLD in BA.IlAEL8, J . T.
Beckwith, B1rmingbam.
19,875. PtCTORl!: HooKS, J . J. Jamea, Birmingb&m.
19,876. H.t.lloucroRs of WELDL.E811 TUBICII, A. l:lm&ll
wood B1rmingbam.
19,877. 'waooGsT llSTAL ToBss, J . Sponcer, B1rming
ham.
NEw PoL.l8BIJIG DEVICE, W. H. Wllklnaon,
111ancbeater.
10,879. APFJX{NO 8E.ALII to W. Tayler,
London.
19,880. 0ROANS, J. B. Murdoch, London.
19,881. PN&OKATIC Trnss, D. Wlllman, London.
19,882. CYCLE IIAimL&&, A. B. t:ltokea, London.
19,SS8. MAILOA.&T8, 8. T. Fawcett and D. and J .
t:llmpaon, London.
19, 884. llABIN& Bo1L.ERII, H. P. Park ea an.d J. llcAlpluc,
London.
19t.885. D18TBtllOTIONof Et..oTBIOALEifiii.RoY, W. Lowrie,
LOndon.
19t.886. SuPPLY of ELECTRICAL BlBBGY, W. Lowrie,
LOndon.
19,8!17. INcREAIIING the SIGNALLING SPIED of 0ABL.ES,
l:liemons Brothers and
and Hatake, (krmo.ny )
19t888. Al'PARATUS fur CLSANINO Waur, H . Simon,
LOndon.
0VE11FLOW APPA.RAT08 !or BATB8
1
&c., J . Day,
LOndon.
19,890, 8Tu111 PIP& CouPLING_!, A. Scbnabo1, London.
19,891. FlAK ESCAPE, W. w. Horn.-(.d. Fer(J'IUOn,
Unikd Statu.)
19,892. Fu.RNACI:
1
W. W. Horn.-(H. Ma.thq, Unikd
sca.tu.)
l!:LWTRIO BATTERY APPARATUB, T. Frogptt,
LOndon.
19
1
89t. MAKING SoLID UM.BR.ELLA RIBS, W. Corder,
London.
19,395. PRODUCTION of ORNAKDITAL 8TOBJIII, P. A.
Moreau, London.
19,396. Cu CoOPLINOS, E. Brook way, London .
19,897. HYOBRIC I:IPRAY for WaT&R O.LOI>ETB, F
Windham and P. Everitt, London.
19,898. Lll'T V ALVIJ:II for PuxPS, &c., D. T. Lewl.8,
London.
19,899. WaHLB for Vno<:IP&Da, &c., E . .Hichelln,
London.
19,400. Ft.YiliG MACBUIE8
1
F. Capone, London.
19,401. PREVl!JITINO DRAuOBT at WINDOWS, A. 0 .
Klugh, London.
19,402. Moo.IITING of WaEliLB, R. Raddan.-(B. Ou,
France.)
19,408. BITRNlSBERII f or DooTS and Saoa, 1:1. Keate,
London.
l;OTOOT8 for T.llA.NU'OIUI&B.B, J . S. Baworth,
LOndon.
19l406. Bau.aJNo WooL, J. llolfat and W. W. Virtue,
LOndon.
19,406. ATTACBJNG B&LLS to V&LOOIPSDEII, P. Schilling,
London.
19,407. ToY, P. H. HU!ard, London.
19,408. LETT&R GAII.DS, J . .H. Gray, Forest Gate.
19,409. PocKET, I. A. llarg-eaaon, London.
BUSTY OIL LAMPS, G. and a. A. Rumbolow,
LOndon.
19itll. PRODUCTION of ULTllAXARIN:S, R. W. E. Mac
vor and A. Oruikahank, London.
19,4.12. TOBAOOO PIPS8
1
G. and H. Ru.mbolvw,
London.
19,418. 'IVPEFOONDUI0
1
R. 8. Clouaton, London.
19,414.. TOOTB&D RA.IL, W. P. 'l'hompaon.-(Count / .
Td/t'IIU, Jto.ly.)
Rsv.uo1But Ctrrre for8WRT8, 0. R Hambidge,
111ancheater.
19t.416. Taauos for 8&WINO PoRPOSm, H. 0. Pretty,
LOndon.
19,417. Cov&RJ NO for Sn..ut PJPa, T. and J . llorg!Ul,
Manchester.
October, 1892.
19,418. R1:0 PROCATIJIO BI\'GlJoo"EB, E. G. M. Donnit hon:e,
London.
19,419. FLOOR I!WSEPUIG IIAClll.N:S, n.
London.
fu)lP&.RII and BABxtml, &c. , H. H. Grceubill,
LOndon.
19,421. Covu:s:o BABK&TS
1
&c., H. H. Grccnhtu,
London.
19,4.22. t:I&RVINO A&RAT&D W.usas on DRAucsT, J. P.
Jackllon, London.
19,428. Pozzt..s, C. V. A. Bloy, London.
LlnT&a Box FJ..APS, A. E. t:lhelley and C. J .
Morley, Smctllwlck.
19,4U. CA.JooDLSBTICKs, W. Elaom and T. Bill, GaiDB
borough.
19,426. IJOMBI:Joo"U> BORPWC& and 0A.880CK
1
0. R. Barni
cott, Southampton.
APPLJA...-.cD for NJPPINO PRnna, J . Ollver,
.llanchesteT.
19,428. CoNbTRUOTION of VE88SL11
1
0. J. Burnett,
Gla.sgow.
19,429. liiACDJHES for Pu..NINO M'TA.I., J. Apployvd,
Bradford.
19,480. DosrPANS, 8. C. Barman, London.
19,481. ATTAOBINO HnLS to BOOTS, C. K. and F. J .
Dale, London.
19o!82. T&.t. and Col'P'U 8AOCERII
1
W. Webbor,
rlymoutb.
19,4!13. FABTENINGS for DooM, A. Dawes and J. Mason,
Birmingham.
19o!34.. ATTACUING SADDLQ to V&LOCIP:S:OU, J. B.
J:Srcoka, B1rmingb&m
SKITTLES and other GAxr:a, H. King and W.
.lllarahall, Liverpool.
19,486. LocKING NuTS, D. Macrao, Glaagow.
00TTON t:IJW> FUDINU CAkDI
1
H. Khg,
uverpoo1.
.MtiSSrs. lwbert Tbompson and Sons launched
from their Soatbwick Yard, on the 3rd inst., a
steel screw steamer, built to the order of Messrs.
Speeding, Marsball and Co., of this port. The
dtmensions are :-Length, 328ft. 6in.; breadth,
40ft. 6in.; depth moulded, 23ft. llin.; and sbe
was bailt under special survey to the big heat cl8.88
at Lloyd 's. She is of the improved partial
awning deck type, and is designed to carry
4500 tons on a light draught. She will be also a
very large measurement carrit'r ; has cellular
bottom f or water ballast, four very large batch
ways, with powerful winch to each, and extra
large donkey boiler, steam windlass, steam
steering gear, by Messrs. J. Lyon and Co. , of
Sunderland, together with all the most recent
appliances and improvements for the rapid and
economical working of ship and cargo. The
accommodation for the captain and officers is
sitnated in a spacious poop the
being berthed next to the room, wh1cb 18
provided with six Mason's patent ek) lights, and
the aailora and fi remen in the f orecastle. The
engines are of the triple-expans ion type, having
cylinders 24in. , 39in . , and 64in., by 4210. stroke,
w1th extra lArge boiler-power. Both the bull and
machinery has been under the supervision of M.r.
19t256. CIGABliTTE PAP&R llOLDE.Ril, F. M. B. Bortram,
LOndon.
19,8-1.9. CYOLS and other Wa&&L8, A. DuC!Io8bl e, Man
cheater.
19,4.SS. DIUWBAR GolD&, J . L. Gulnn, J . B. Thornton,
and 0. G. Oldfatber, London ..
PDNOB for liiAcBINJIII, M. R. Thurston,
LOndon.

19,257. MII.KCAN81 D. Camoron.- (H. JVindle, United
Sca.tu)
19,258. LOBRICATORB, A. L. Bonneft8
1
London.
19
1
259. TRIATMPT of ALcoBOLIC Lt QutJ)B, A... J3rin,
London.
19
1
260. TRUTMD'T of ALcosOLIO LJQolD8, A. Brin,
London .
19,261. TR&Anti!:NT c( ALOOB04.1C LlQOrDS, A. Brln,
London .
19,2112. PROIIJ:LLIJIO Sst Pa, A. J. Boult. - (0. Wa11. kr1,
Belgi11.m.)
19,268. Ji.uTINO G.IU.UI, H. H. Lako. - (J. Bmning,
Gtrmany.)
19,850. BJIDbTJUJ)B, R. J onca and 8. 1. Wbitfiold,
Birmillgham.
19,861. GE.AR for CvcLD, W. 0. Burton,
Warrlngton.
19,1152. RlKll of Wn1111 S, J. Birtwiale,
Mancheater.
19,86S. Looxs. W. White, Bradford .
111,864 TABI.II for Soaoic.u. OP&RATIONB, W. H. L.
Marrloor, :SOuthampton.
19,866. for WINl>OWB, W. H. Petley,
Southampton.
t:ITir..UI Ws18TLD, J . w. eampson and T. L.
Altcllelmorc, Southampton.
19Lt40. NuTLOOK, S. J. Durben and F. A. Park,
LOndon.
19,441. GANG P LOuos, R. L. Penn, London.
ToBAooo P1u and CoMBt:nJ>, A. W.
r ococlt, London.
19,448. Am FILTJtA, B F. Daniel and G. H. llorrla,
London.
19,44.4.. Boor PRon croBB, J . Roberta and J . G. Cox
head, Loudon.
19,445. 8TOPPSRII for Borna or JARII, G. H.
London .
19&!4.1!. Jlor1q Powsa APP.t.JU.T01
1
F. J . Palmcr,
uaw!Jab.
4i6
OoMPOmroe for K.umo VnnoAa, R. Ashton,
anchoetor.
BOTWAHl\ B &ATIIIO AJ'PAilATUB, S. Baundors,
anchoeter.
10,H O. J. Oarnott, HanchMter.
10,460. Baosuu, T. WUdo and P. RothweU, Man-
cheater .
10.4$1. VOLT.l.lC B.t.TTOID and EL&CTBooa, B. F. Joc:l,
London.
10.<1$2. SIIUTm for SoiiOIC.t.L lnTBUXEIM'II, A. A.
Woodwnrd, Blrmlnihlun.
10,4$3. NOIIOLOS8Y V.t.AIILsu, J. E. and B. E. Barlloy,
Blrmlngbam.
10,4$t . RooKS and Ens, W. 0 . Speck, London.
10,4\6. VzwniAN DLnos, D. Clarko and A. Ooorgo-
Jolnor, BlrmlDgt.am.
19,466. O.t.llP&T Su Ft.ATRlfo, o. Koyer, Dundee.
19L457. Bort:.U and other Fuu.a.ca, W. Woodward,
LOndon.
10,468. SPAilllOW Ta.t.PB, T. P. Brand, Easex.
10
1
450. MANUJ'ACTURJKO BLOCKs, &c., C. B. Hoyor,
Bmdford.
10.460. Da1v nro Oua. T. Brook, C. W. Slddlo, and T.
Tborburn, Buddorsflold.
10.461. MI:CBAII IBll for Looxs, E. BolllDgworth,
Buddors6eld.
10J62. Oru.ATiliO 8nOTTUBOXIS, E. Kolgbloy,
ts allfax.
10,46S. 8 0BOU'B ALARM. W. lllggs, London.
111,464. O.a.s J. L. Cloudeeloy, London.
10.465. APPLVLNO Paltlilloa& to Rouo.s of JU.cnnBS,
J. Lund, London.
10,4G6. Boasauoa, J. A. \'c:ldon, Locds.
10,467. IROII and STut., J . and 0. W. CIArk, Blr-
mlDgham.
10, 468. EIIOTII&
1
F. W. Wood and F. W. Wood, Dar
llngton.
10,460. WINDOW F AJITENn, A. F. Dl xon, Plal stow.
111,470. LtmBICATION of Loon PoLLEYe, F. W. J.
Cutlan , London.
10,471. Bot.Dnro DowN the Lu va of Boou, B. 0.
Soott, London.
10,472 V&LOCIPCDEB, J . J . S. Ooelop, London.
19,473. V&LOCTPma, 0. B. Penning, London.
10,474. S&CVRINO RoPES or Ooall8 ln Poe1TtOII
1
0.
Jobnson, London.
19,475. BRAXUV W. B . t:mlill, London.
19, 476. SArr.Tv ALVES, T. B. Sharp and J . A. and S.
Fletcbcr, London.
19t.477. MANUF.t.CTOIUI or F1R&LIOBH118, R. CIUDplon,
LOndon.
19,478. LoooMOTl V& AD81810!r APPARUTII, A. Pnla.z
and V. Duboux, London.
19,4i0. Ovcu and other WauLS, E. Mlcbelln,
London .
19
1
480. OvocoulNO V1DRATION ln Cvcu:s, S. D. Oordoo,
London.
19,481. AIR T1RJa1
1
W. T. Bhaw, I. W. Boothroyd, and
A. Sydenbam, London.
19, 48i. BoaN.r;a for STovm, B . B. Lake -{B. A. HJorUI
11nd Co., Sll'edm, )
10,483. CARBUR&TTJliO Ou, A. W. Wells - (F. Verrur,
Bdgiunl. )
S ht 1892.
111,4St. TRAPS for M1o.r;, 0 . E. Blret, Brlatol.
10,48$. CvcL.z 8T&JJRINO POST, J. .lilarr1oU, lHr
mlngbam.
19,486. PORIFVTNO, &c., 8&WUS
1
&:c., F. A. Black,
Invorncss.
19,487. WnnLS of CAllRIAOa, N. Smith and J. J;Jay-
dOI'k, Ballfax.
10,488. SUamo KNoBS to SPi z<ou:s of Locxa, T.
Bayes, London.
LJQOLD Mu..aUJ\1'8
1
B . Blebop and J. Howo.rd,
J:ICXIoy Heath.
10,400. HoULDna' STUDS, &c. , T. B. Thorns, Man
cheater.
Ou RzouuroR, I. and J . W. Harsland and J.
ts lgglnbotham, Btoc: kport.
19.492. 0BILDRKN'8 HooPS, W. J. BcannoU and J .
Smith, Oloucestor.
101.. 498. A.rrACBli&NT of STUDS to Boasuuoq, W.
rsmiUt, J . Poxon, and B. W. SpltUe. Wednoebury.
19,494. Tu and Corn& POTS, F. W. Blaydca, Ola.agow.
19, 495. Ev&LETTTIIO and other .lilAcwJru, C. R. &nno
and E. Kennedy, London.
19,4!16. ELECTRD-lCAOII&Ta and KA.oNrnc Oracul'rs, W.
Lowrlo, London.
19.497. ELKCTRJC LAliPe, H. Clc.gg, London.
10,408. HOI'EY80Xa, B. Pl\rlldlse, Liverpool.
19
1
490. 018T&BN PoLL HA.Not.a, 0. Sbclroko and Oo.,
Blrmlngham.
10,600. BooTS and Snoa, A. Alllnson. Nortl1nmpton.
19,601. 0BTALNINO MoTIV& PoW&J\, B. J . Sbawcroes
IUid A. W. Brlgbtmoro, Liverpool.
19,602. WAHllOLOe&Ta, 0. Borton, BirmlDgham.
10,603. 8aJUYBUtDINO BAavaTo.s, T. C. Bargoant,
Nortb .. mptoo.
W AT&Jl CIRCOLATUtO .\PPARATUS for SH.AM
Bo1uas, D. B. Morleoo, London.
19,605. J ACQUARD 0ARD LACINO llAcuu:a, A. Ander-
eon and R. A. F. Polloc:k,
10,606. P&NOILBOLDR8, o. a 1'. Blkkcr , jun. , Blr
mloghnm.
19,607. Tov RnoLV&RS for OaiLDR&N, F. aeccbl,
London.
l ll 608. APPA8.ATtl8 for aoowt11o the PauES of the
MooN, C. F. Bcnant, Liverpool.
111.6011. SocKs for BooTII and SnoES, W. 0 . Dall,
London.
10,510. Ba.uu Pun, W. Jl. Bcn110n, Leeds.
19,611. SPRIIIO BILLIARD Co&. F. Mltcbell, Enflold.
19 612. PRili'Tn<o, F. Bughca.-{A. Braco,.nicr, Frnnrt.)
10lMS. PR8PARINO PIBROOa MAT&RIAL8, T. R. Marsdon,
lll anchester.
19,514. Pa&vNTIHO Arrn-oa 1r from POloiPB, J . W.
Jonoe, London.
19,615. CVCLJ!:S, E. A. MortonBrown, Bristol.
19,516. F LLt.NO DOCUMIOI'T'8 and Llrnua, B . A. Clarko,
Bristol.
10,5\7. UllliULLAJI, R. F. Engllah, Bristol.
10,618. DARNTNO, T. W. F. Jonvey, Brlatol.
10,6111. INFLATOR, B. E. Jonoe, London.
111,620. MrlfEII.8' PICK8
1
BATCotml, &c. , F. J . Iluto,
Hanchcstor.
10,(;21. Kr:uL SAw, W. BartmiUin, London.
19,622. P1n, E. L. Ward, Guernsey.
19,523. BooKt.'l, R. S. Boron, Bandaworth.
19,624. OoNBTRUCTION of Mr LITUY BOT8, T. Laurlc
London. '
19 62$. RttVOLVTIIO A W'HlN08 for V&aiCLJ!:S, T. BoeklDg,
Ll verpool.
19.526. OoucuD, &c , A. Wballcy, Belaby, near
W&rrlngton.

Oo.u. Ol' Oou, F. Silvester,

i"eWcaAtJO,
19,628. CLAMP SAI'&TV H ol"l'DOLDJtR, c. A. Toeke,
London.
19,529. E NV&LOPa, J. B . Ooodman, Read log.
10,580. P&NCIL Sa.t.RPIN"&R, J . 0. Fergueon, Carllelo.
19. MI. PBODOCTIOl'f of PIIOTOORJ.PUIC PICTURES, D. J .
Sbawcroes, Liverpool.
19,$32. SAJIB OoRo GRIPS or FAJITaus, ' J. Crook,
Manchester.
19,638. OoK& DroorNo and other FoRo, A. E. Staynor,
Sheffield.
19,684. Tos& Pu n a for Bo1uRB, J . B. B eck, New
port, Mon .
111,685. OaAn Suo.t.R, B. Dukes. - (B. and
IV . .A. &ybtrlk/1, Gmnany.)
19.685. HAxllio TuRPENTIH&, C. B . J. Donnadleu,
London.
10,687. Bo&BE-sao9, J . B. Bt.rry, London.
19,588. PIPEs, F. P. Slavin, Loodon.
19,6311. OoLOuRnro CO)ll'()IJTIO!f
1
J. F. Thompson and
C. P'. Baker, London.
19.640. TrN PLAT& WoaJUNO .IU.carNEII, W. Waller
London. '
10,541. 0URIJr0
1
0. A. Alli80n.-(ll. C. Bthr, United
Statu.)
10,642. STRAW Taosa&M, W. P. Tbompeon.-(0. Cordu,
Gtrm4ny.)
THE ENGINEER.
19, 548. EL&CTRIC INDIOATnro APPARATUS, L. B. Stovena,
London.
10,6H. CnAROIIIO V usus, B. Rod wood nod B . W.
Lowlck, London.
19,646. TOB& J . 0. Bauer, London.
19,646. WRrTINO TABL&Ta, C. E. Oochrano.-{ W. H.
BQ.fbroud, (lnitt Stattl.)
19,647. MICROPDONa, R. Damaoeux, London.
19,548. RAZ?RS, P. Buti1C8z, London.
10,649. DAn and Tllol& STAMPII, D. W. Warwick,
London.
MATCD Box, W. R. D.nlcs. London.
19,661. WoEIP:L8, N. P. Ol.suaen, London.
19,562. TRAN81111TTINO MOVIIIO Pown, E. KogsbUlle,
London.
19,558. H A KINO Ks1nrn Goons , J. Scblcuer,
London.
111,554. SPAIIliM for MrcBANICAL PUJ\I'OIIU, 0.
Bodgklnson, DIJ'IDinll'h&m.
19,555 DOTTLa. &c., E. J. Blgga, A.
l'ordLioyd, and T. Z hrab, London.
19,556. PII&UMATIC l '1u h<PUTORII, 0. Courtncy,
London.
19,557. N&w OoLOORI NO 'MATTKR8, B . B. Nowton.-(The
Farbtnfllbrillm vonnala F. Daytr ancl Conlpany,
Gtrm4ny. )
19,558. D1sT1LLINO A. Lappln, London.
10,559. CvoL& BRAK&, J . B. 8lm)'8on. London.
10,560. 81CURTNO ARTI CLES In a POCK&T, J. A. a.
Boblln, London.
19,561. Buo Daasss for LADI&S, S. &lzbergcr,
London.
19,562. MACUIH&RV for CL&ANBIIIO Fcunua, J. B.
Hart and A. B. Sbelble, London.
19,663. FlTTlN08 for CeRTAIN Rooe, H. 0. Turner,
London.
19.664 8ECURINO T1RZS to Wtall:L8
1
E. 0. Showard,
London.
10, 565. Bouuuou, W. 8. SLmrson, London.
19,666. WA81J INO MACUINU, E. G. Dames, London.
10,667. 8 0RSI8DO&II, C Matterson, London.
19,668. BANN for PACKLNO 0Aaa, L. Cooper,
London.
19.569. EL&CTRIOAL ComtECTIOII8
1
0. Fcrguseon,
London.
19,570. Anv"ERTIBINO TABLETS, B. E Dlnke, London.
19,571. SKIRTS of LADI &e' RJDINO BA BITS, W. Fletcbor,
London.
10,672. APPARATUS for FILLINO DOTTLI!81 J. Lewle,
London.
19,573. 0.U.'DL& HOLDERB, R. V. Kirk ham, Ll'ndon.
19,674. LtmRICATORS for V&LOCIP&DI8
1
F. Norton and
C. D. TotterdeU. London
19,675. TRACTION ENOINa, F. J . Burrell, Norfolk.
19,57c>. NIOBT SIOIIALLrNO at Su, W. Robton,
London.
l it Norernber, 1802.
UMDR&LLA RONNERB, A. E. Armstrong,
LOndon.
19,578. Ton, &c. , for Use 11.11 T.tl\Otml, A. Freeman,
London.
19,579. TUPOT SuPPORT, A. Freeman, London.
19,$80. Tu POT SuPPORT, A. Freeman, London.
19,681. R&aot..t.Tt ON of PaOTOORAPBIC Saunus, J. T.
Clarke, Barrow.
19,562. Ex PRIISII QoiCKBOILJNO K&TTLI!:
1
E. Kldd,
Hertford.
19,688. AIRUOAP& FONNSL, B. Shaw and R. Tottey,
South port.
19,58<1. P&N REO&I"UCLE
1
R. Tottoy and B. Sbaw,
South port.
19,685. SPEAKING Tuns, T. Birnbaum, London.
19L686. Put.OOR SttrTTLI!8, D. Freeman and W. B.
l"oeter, BlrmlDgbam.
19,687. TauTX&NT of SawA.o&, F. P. Candy, London.
19,588. PAPliR HACBilt:&, J. P. Jennlngs, Liverpool
19,569. F'l.OSBlNO VA.LV&, N. Simmons, Brlatol.
19,690. FI LLlNO BoTTt.a with EI'I'&RVUC&NT LIQUIDs,
T. MUller , London.
19,591. VALVa, W. Bartcll.ffe, HIUlcbcator.
19,592. Mr:r.u. WSE&LS, J. B . Aaton. Blrmlngham.
19,593. L.ANTJI:RH SLID& PRINTtNO FRAil!&, J. Aahford
and W. Tyler, Blrmlngbam.
19,594. BZWINO MACIIINJtRV, A. A. Cumlng, London:
10,595. DBAWIHO 0oRK8
1
J. ll ilward and F. E. A.ltken,
London.
OLIP BooK and SAJL H.t.NK, J. W. and S. J.
Hlalte, Lol)don.
19,697. HooK, 0LIP
1
and SusP&:Nl>&n, J. Paramor, Rick
maneworth.
19,69S. PRzrAAnro Y.t.RNII, &c., J . B . Buckloy, Obew
Moor.
10,599. SPBINO B IN0!
1
B. Blrkbeck. - (Bommcr Bro1.,
llnited Statu.)
19,600. 0BAROINO FORIIACI!8
1
J . Buchannn, jun., Liver
pool.
19,601. OmcOLAR BAND and other SAws, C. Comes,
London.
10,602. EL&CT1\IC SwtTCBZS
1
A. B. Blackburn, llan
eh ester.
19,603. LOliRJC..,TINO JoOl\NAJ.A, P. Ill . Juatlce.-(8.
Edgar and lt J. Tl1oma3, Unittd Statu. )
19,604. PLD)IB BoBS, .B. M. Fuller, GlASgow.
19l606. NOTATION for PRJI\TINO MU81C
1
F . Weber,
l.A)nCion.
19,606. OIL SPRA YIIIO 0. n. Oollina, Man.
cbester.
19,607. COTTu B UDs, J. Gray and A. Oray, Man-
chester.
19.608. BOTTL& OoV&M and SroPP&RB, F. Boyer,
Liverpool .
19,60!l. TIRMIIIAL ORNAMBNTB, E. Smallwood, Bir-
mlDgbam.
19,610. BOT COliPRI!88u, W. Oldakor, NowcaAtiOOD
Tyne.
19,611. PRonoCIIIO ST&AM, A. Orny and J. W. Ncwnll,
London.
19,612. PIP&II, W. Orlmmltt, BirmlDghom.
19.613. FooT R&eTII for VEBtcLa, &c. , 0. and W. B.
Wearing, BlrmlDgbam.
10,614. WIND BcsnN for CARRIAOI!:!I, J . Wcleb, Perth.
19,6\5. BOLDIP:R for TuRuo Boosllls, J . A. FiDdlay,
Ola8gow.
19,616. Duw1110 F&AMI8, D. Webetcr, Dundee.
19,617. Oollli iNO SuORT FI BRE, J . Dawson. Drndford.
19,618. WtNDOW&, 0. Boughton, .Berebam.
19,619. FIR& ScRnN and BLOw&n, A. 0. Holme,
Bollast.
19,620. l ROHIIIO LINEN, J. W. Crabtree, Bradford.
19,621. W&rTPIRNI, N. D. Walker, Brndford.
19,622. C&M&NTII, &c., J . A. Yeadon and W. Adglc,
Leeds.
19,623. PaoPOUIOS of BoATB, P. dlt. A. Laforostcrlc,
Manclloeter .
PoOTOORAPDIO :uom.'T8, A. 0. Clark, Forest
tsUI.
19,625. ARTIFICIAl. Evzs, L. Jeyes.-(M. Rloch, Gtr
many. )
10,626. V&LOOIP&DJ'S, B. Lucne and J . Archer London,
PEDAL& forV&LOCIPED1!8, B. Luca.s and j, Archer,
LOndon.
19,628. PEtu.li80L.ATOR8, H. Naab, London.
19,629. ExPOeiJrO PnOTOORAPOIC Frura, A. J. Boult.-
(G. D. Mill>urn, Un1t<d Statu )
19,630. USIIIO LrQOID FocL for LIOOTINO PoRPOSa, B.
OaloplD, Liverpool.
19,681. V.t.t.vra for TI RES, W. P. Thompson.-(11. E.
Gil>b, Unitt St11tc.)
19t!!S2. K&va for R.uLlVA vs, T . B. B oord ond W. 0.
J:Jlrklnabaw, London.
19,688. F 1en Bc.t.t.INO K!ftvrs, W. P. Thompson.-(.A.
Gutt.uit llnd J. Btci..Gtnnany. )
19,634. KNITTliiO MACBillllS
1
J. Bennor, Liverpool.
19,655. YARN WINDtNo MAcat:NES, W. P. Tbompaon.-
(C. B. Voigt, Gmna,.y.)
19,636. PROTOORAPDI C fiUI ROLL 8 0LDEB8
1
W. 8 .
Walker, London.
10,637. FOIUITIIO PIPES of P LAJITl C MATERIAL, J. C.
EtchoUa, Mancbestor .
10,688. ATOMI&&RB, 0. L. llorchouso, London.
19t.689. A RAI LWAY TROOK OouPLINO, W. Bunyan,
l.A)ndon.
l Ot-640. Sat.FMUSUBrNO T.AP& B oLon, E. C. Dool,
l.A)odon.
10,641. Mun OoAHDS, B . E. Jonee and R . L. 1\lort,
London .
19,642. LINOTVP& MACULN& SPAC& BAR, R. A. Dloko,
London.
19,tl48. OoNC&NTRIC SHAM Jon.,s, J . B. M organ and B.
Adama, London.
19,644. FLOO& Baosul:'l, D. B. Leke.-{A. Brltnc llrtd
Ql., GtTJJ14ny.)
19,645. Locu nod Kava, W. Pouett and W. Bcrndt>
London.
10,646. SoPPLVLNO EL&CTIUCAL Esz:nov, W. Lowrl o,
London.
10,647. R&Al> CovUI!fC8, J. Wcttor.-(1/. ll'ichl, Gtr
1114"Y)
19,648. MANDFACTUR& of PARAPDI:N&'I"'LCARBAliiDB,
L. F. Rlodel, London.
19. 649. ) I 081CAL STRTNO IN&TilUM&.I\'1'1 E. Biickcr 1\Dd P.
X. Bcnatlus, London.
10,6$0. AD.I08T.tBU Boott RUTB, W. U. Morrlson,
London.
19,651. K111F& RANDLa, H. J. Baddan.-(J. J. Ebcr
ltllrd, Unitt Statu.)
COATINO HAC0t:NES1 J . R. \ ' 110
u ervcor, London.
19,653. MA..,'Df'ACTUl\& of le, P. M. F. Laurent, London.
BOOTB and Snou, P . Jenscn.-(G. C. Hall,
United Staua.)
19,655. B&.t.TlNO by ELECTRIClTV
1
&c., B. 0. O' Nelll,
London.
19,656. Buu, P. 8cbllllDg. London.
19,657. UND&liOROt"z<n C<iNnOITII for CoLEB, R. EwlDg,
London.
19,658. D&ATINO RAILWAY TP.AINII
1
J. E. Roward,
London.
10!.659. OP&IIINO Dn1ca for Erwnorzs, J. Lewla,
l.A)ndon.
191..660. STnATNEBB for F. A. Poupard and F.
rs.Ciark,London.
19!.661. DRY LilO Tu L&.t.va and PLA1>"Til1 L. M. Totln,
l.A)odon.
19,662. Oot.FOLUJ\ 0A111CII
1
A. WbltmeU, London.
19,668. PaonLLnro SBIPII, 0. Zcuocr and E. BcWn-
grath, London.
19,664. SI:CORINO the L1N of Dt.IIKKTJ, L. Wolfors,
London.
19!.665. T&LEI'UONIC .APPAIUTOB, &c. , o. a. Hooker,
London.
10,666. PE&LS for CBAROIIIO FOBNAC.&8
1
J. W. Booth,
London.
19,667. FABT&mNos, D. 1. Emery and P. B. Davy,
London.
19,G68. SoLa for BOOTB and Saoa, A. B . Oonoy,
London.
19,669. PN&OV.t.TlC TrRD, J . S. Smith, London.
10,670. CvcLu, P. Everltt, London.
19,671. 00NDOCTlNO ELECTRJCITY
1
) f , W. Pollllrd,
London.
19,672, OouD or TORPtDO F&ND&R, 0. B . Jones,
London.
19, 678. S&MAPBOB& SIOHAL8, W. o. a. Obapman.- (A.
D. C/10Pfl14 n, Q:lpe Colony. )
19,674. F UII.IfAC& DooRS. J. Y<'nog, London.
19,67$. Ta&AHII.NT of NITRO C&LLOLO&K, F. Greenlng.
jun. , London.
19.676. Suow I;TAN'DS for BIIVERAO&e, J. B. Bruce, Blr
mlDgham.
19, 677. SPillHINO WBULS
1
M. Oole, London.
2nd Noternbtr, 1892.
19,678. OriNINO Boxa or TTN Puus, F. Barnett,
London.
19,679. Pms, J. Wilson, Manchcator .
19,680. Sxo&nro P1PI8
1
0. A. Liddle,
10,681. Box for IIATCB&II, &c., W. Macgulre, Birmln&
ham.
19,682. S&.t.MUSS CAB& for FooTBALLS, 0. and T. B .
Samplo, Manchester.
19,683. SQOAR!S, F. F. Poolo, London.
SADDLI!8 for CvcLa, P. W., J . C., and P. A.
Martln, DlrmlDgham.
R&CEI'TACL.&S for HOOSIDOI.D P URPOB8
1
0. J.
tsebdon, Southport.
SBI.BOTBD AMBRIOA.R PATENTS.
482, 686, ELZCTRICAL FOBNACtt, T. Parktr, Nctcbridoc,
Enota.nd.-Filcd July 6th, 1800.
Claim.-In an electrlc furnnco, a atrfp or bar of con
ductlng on oocb or two opposite 8ides of tbo
furnace, each atrfp or bar having therein two scte or
aerlca or holes oorreapondlng to almllar In tho
walls of tbo furnace, ono set. of holes belDg abovo the
Q\
set Gnd litt.OO with ru<.l.tWc sockets boldlog
ataUouary dcctro1es, ln combination with
rods of metal or carbon fitted In tbo lower set. of boles
for tbo of atrlklDg tho arc wbcu commencing
to work tho furnaco, subetnntlally 11.11 herelnbeforo
dcacrlbed.
482,664 DOIL&Il PnD, 0 11'. &hillillfl, Philaddplti4,
P11. - Fauct January 19th, 1802.
Claim-(1) In a boiler feodcrf a valve having U1 o
self clo.slDg bead L, eupply and ecd pipes N and P,
l482.s6l
and " ch3mber nbovo s.'lld he.'ld L, Mid cllamber eon -
talnlng tho followel' K, tho latter being adApted t o
bear agalnst Mid bead and Is dlsconncctcd therefrom
subetauthilly ll8 described. (2) A gauge having a
and water plpoe connected therewith and contalnlng
Nov. 11, 1892.
a float and n valve connected therewith, lu comblDa-
tlon with the valve .B and lntermodJato pipe 0, tbo
supply and feed plpe4 N and P, connected with aald
valve .B and the valvo bead L, and follower K ln aald
valve, said follower belDg adapted to engage with aald
bead L, and 18 dlaoonnccted thercfrom, aubetant:ially
u deecrlbed.
482,920. VAPOUJ\ Boana. H. S. Oiltl, PliilllcklpAia,
Pa.-Fid October Slit, 1891.
Cl11im.-Tbe combination, with a retort bavlng tho
usual supply pipe and a discharge plpo loadlng from
tho bottom thereof, of a burner conncctod with llald
dischargo plpo and consletiDg or n tubulllr portion
provided with latcrallyut cnded tubes having per
forationa which are adapted to d11cbargo UfJWard
toward the retort nnd a plug bearing a drlp cnp and
secuTed lnto the lower end or tho tubular portion,
substantially ll8 described.
482, 988. PowER HAMltiO, S. Pittlbrlrg,
Pa.-Futd Octobtr 23nl, 1891.
Claim.-A.n open -front steam hammer having a
baae-plato carrylDg the anvil, and a hammer frame
formed of two separate etanda extend lug up behind
tbe anvil and at an angle thereto, then cxlcodlng ov<r
the anvil, and together formlng the guldoway fer the
alldJDg bead of the hammer and supporting tbo steam
[482.988)
. :::
cyliDdcl' above lho Mme, Mid stauda belDg eacll
adjust-ably secured to the baac-plato and lldjuatably
connected at tho uppor ond, where the atancla may be
adjusted to tako up wear of the hMDmer head or
lt\lideway, aubetanttally as and for tho purposes act
lortb.
483, 108. J!:UCTICAL STOP VALVE, A. FronJ. t, Btrlin,
Gtrmany.-Filt Mny 6th, 1892.
Ctaim.-In an elcctrlcalatopvalve, the comblDatlon of
a valve-box 11, a valvodlac d, pistons e and}, connected
with the I!IUDO, tho din meter of piston f bolng
than that of pleton c and that of valve dJbC d, a r;plral
coil ' a plpo nt, oxtendlDg through wd coU and con-
nected at its upper ond to the pr081Sure plpo, and

having interior valvo ec.'\ta o anrl ol an iron rod
arranied botwccn valve seats and provided wt&
facoa at ita onda to 6t tho valve seats, and a connection
between tho apace lntonnedlato of t.ho valvo sOI\ts and
tbo space ln tho valve box In front of pll!ton f. all cam-
blood and opemtlDg substantially as and for tbo pur
pose I!Ct forth.
prs'a Coco.t..-OP.At DOL .U.'"D 0oMFORTINO.-" By
a thorough knowledge of the natural laws which
govern the operations of and nutrition, and
by a careful appllcatton of the fino properties o{ well
sclcctod CoooA, Hr. Eppa baa provided our brcaldll8t
tables with a dellcately flavoured beverage which may
eave ua many heavy doc:tons' bill&. lt la by the
judlcloua uae of such articles of diet that a oonstitu
Uon may be gndually bullt up until atrong enough to
rulet .every tendency to dl.!eaae. Buudrede of eubUe
mallldiea are ftoellDg IU"'ltnd us TORdy to att.clt wher-
ever there ill a weak polnt. We may cacapo many a
fatal ahaft by keeping ourselves well forttfied with
blood and a properly nourl&bed f ra.mo."-Cim
Oa:etu.-Kado with boilingjwater or milk, Only
ln packeta, by Oroeore, labelled-" JAlOI EPPII
Oo., Ohemleta, London. "-Al>VT.