JAN.

21, 1898
THE CONSTRUCTION OF MODERN WIRE-
WOUND
No. 11.
WE may turn now to the construction of the gun, and
we cannot do better than take for description the 12in.
gun, as made for the English Go,eroment--see Tut:
ENGINEER for December 1 th, 1896-at the Royal Gun

Factory, and at Elswick, supplementing our description
with other guns of Yarious calibres, and particularly the
12in. wire guns, eight of which have been constntcted for
the Fuji Yama and Yashima, of the Japanese Navy, by
Sir William Armstrong and Co., and which vary in
several important particulars from the 12in. English guns,
made collaterally with them.
The 12in. service gun, 1897, consists of a barrel com-
posed of two concentric tubes, known as the inner A tube or
liner, and the outer A tube, over which is wound the wire in
ma.ny layers, passing from one extremity of the gtm to
the other, and thus distinguishing it from all other guns,
which arc only reinforced on the breech portion. Outside
this again are contracted two Yery long rather thin hoops
and a. short connecting colla.r. The great unstepped
length of the chase hoop giYes the 12in. gun a very
remarkable appearance. The total length of the gun
!t-om breech to muzzle is 44!).!in. The weight is 46 tons,
about one-quarter of this being taken by the wire, which
therefore represents a length of about 100 miles.
The Japanese 12in. gttn is only strengthened with wire
at the rear half, about five tons of wire being used. The
THE ENG I NEE R
through them. EYery tube, therefore, on the 12in. gun
has to be forged in this manner. The forgings are made
from cast steel ingots of particular shape. The illustra-
tion, Fig. 5, page 53, of a group of ingots in Messrs. Thomas
Firth a.nd Sons' yard, will give an idea of this shape.
They are octagonal ttuncated cones, superposed on a.
short abruptly-tapered circular base. The nanower part
of this ingot is the top, and as it in consequence contains
the light impurities, a. great part of it, about one-third of
the whole ingot, has to be cut awa,y. The circular base is
also removed. The machines used for cutting the ends
off at Elswick are admirably adapted to the work.
They were made by Messrs. Cra\'en Brothers, Man-
chester. Each machine-Fig. ! -consists of a heavy
vertical circular face-plate, rotated by a powerful worm.
On this face are two tl at steel cheeks, from 1in. to 1tin.
thick, capable of moYcment towards each other. Let
into the edges of these cheeks arc the cutting tools.
The action is obvious. A simple automatic gear moves
the cheeks nearer and nearer together, and so feeds the
cut. Sometimes supetposed above the first pair of steel
plates is a second similar pair so arranged that a suitable
slice from which to cut test piece is ripped off. One of
these machines, as illustrated, to take an ingot 6ft. in
diameter weighs 40 tons. The ingot either passes through
a. hollow head or is supported in front only. Three large
V blocks carry it. The defective material having been
removed, a test of the steel for the maker's satisfac-
tion is taken from the slice removed, which is, of
course, adjacent, and practically the same as the corre
sponding face of the material to be used. This proving
..
Fi;. 1- MESSRS. CRAVEN BROTHERS' INGOT RIPPI NG MACHI NE
nrra.ngement of the chase hoops has, therefore, to be
different to the English gun to give the necessary
strength. The very long hoops cannot in consequence
be conveniently used, and two shorter hoops with a step-
down are therefore employed. A double barrel is not
used in this gun.
The English specification for gun steel is as follows, an
alteration in one or two points having been made within
the last eighteen months :-
' "l'onsile test pieces for gun forgings.
Breaking strains. Elongation.
Ton'! per square inch. Per cent.
Not less than Not. more than Not less tbnn
34. 44. 17.
Tensile test pieces for breech screws.
Brooch-bushes nod axial veotl! (obturators).
38. 48. 15.
" Each test piece before testing is to be provided with
two gauge points accurately adjusted to 2in. apart, and is
to be subjected in the testing machine, in the first
instance, to a load of 21 tons per square inch ; should
the machine 1ecord any yielding point before this load
has been reached, the same is to be noted. The load is
then to be entirely removed, and the test piece measured.
The permanent elongation under the load of 21 tons per
square inch is not to exceed 002in. The load on the
test piece is then to be again applied until the breaking
point is reached. The bending test pieces are to be
pressed flatways with a semicircular-ended presser,
thtoun-h one or more suitable apertures or guides,
furni shed or not furnished with anti-friction rollers, at
the option of the contractors or makers of the steel.
That flat side of the test piece which was the nearer to
the centre of the gun is to be, in each case, in contact
with the presser.
"This test is to be bome without the outer surface of
the steel exhibiting an open crack across the whole of
its width. Diameter of end of presser is to be 15in.,
and the width of apertwe, or between the guides,
2375in." Each tensile test piece is long, having a
cylindrical central part 2in. long by 0533in. diameter.
The bending test pieces are 4!in. long, by 075in. wide,
and OS75in. thick.
A clause is also included in the specification that all
pieces which are to be ultimately pierced with a hole
greater than 6in. in diameter must be forged on a man-
dril, leaving a hole reasonably near to the finished size
satisfactory, the ingot is then trepanned. As every one
knows, a trepanning machine has a hollow instead of a
solid boring bar, and the cutting tools attached to the
end face of the bar, so that a circulat cut is made, and
as the work advances a solid core of steel enters the bar,
and is, of course, available for future use. It is very
rarely necessary to trepan a large hole in an ingot. As
the ingot is short, and the piece to be made from it is long,
the whole substance is as a rule required, so that only a
sufficiently large hole to insert a. mandril powerful enough
to carry the ingot is pierced. An illustration of a fine
trepanning machine at 1\Iessrs. T. Firth and Sons' works
is given in Fig. 2, page 53.
Of late years hydraulic, or pressure forging, has almost
entirely superseded hammer forging for gun work. Of
course, where la.rge hammers have been put down at
great expense they are still used; but no new large
hammers are now built. The effect of the press on the
steel is far superior to that of the hammer. With the
latter the material is acted on superficially, the tendency
being, as anyone who has watched a large hammer at
work on a rectangular block will have noticed, to increase
the area of the surface struck disproportionately to the
body of the material. With the press a reverse effect
obtains ; a .recta.ngular block bulging at the sides being
produced, but at the same time, the disproportion between
the action on the substance and the face is less than with
a. hammer. For heavy work a very great hammer
pressure is, of course, required, presses acting at from
2000 to 5000 tons being not uncommon, and they are
usually fed at a Yery high pressure. The ingot is heated
in an immense furnace, usually by producer gas, and
when hot is lifted out on the mandril by hydraulic cranes.
The mandril is slightly tapered and is hollow, a copious
stream of water passing through it continuously. Near
one end of it is attached a large head, a.nd between the
head and the ingot a large block of metal slides on a
parallel bar, or portion of the mandril. To remove the
mandril, ropes or chains are attached to this block. A
few men then draw it forwards towards the ingot, the
ingot resting on the anvil at the time, and a great number
of men draw it back smartly against the head of the
mandril. The mandril is thus hammered out till the
taper allows it to be removed freely.
The hydraulic forging press is always vertical; the bead
is rectangular and flat -faced, but the anvil for circular
49
work has a large triangular notch, which not only keeps
the work truly in place as it is turned round and round,
but distributes the pressure in the most effecthe manner.
For revolving a large ingot or forging it is usual to attach
to the end of it a great ratchet wheel with a lever and
pawl worked by a chain from an hydraulic cylinder. This
arrangement can be seen in the illustration, Fig. 3, page 53,
of forging presses at 1\fessrs. Firth and Sons' works, and at
the Ehwick Steel Works, Fig. 6, page 60. The metal to be
worked rapidly has to be intensely hot; but, as in the earlier
stages of working up from an ingot, the metal is collected
into a short length, and is consequently very thick,
it retains its heat for a long time. The forgings for the
barrel of the 12in. English gun are about 48ft. long,
and for the Japanese gun some 5ft. longer. Some sur-
prise will, perhaps, be felt that such a great length of
such small internal diameter, between 9in. and lOin.,
can be forged hollow satisfactorily ; but it may be
mentioned that failures a.re rare, and that much longer
hollow forgings for steamship tail shafts are not infre-
quently made. Fig. 4 illustrates a magnificent hollow
forging made by "Firths," for a 110-ton gun. The
total length of it is 46ft., a.nd the weight SOt tons.
PLATE-LATTICE GIRDERS.
ALTHOUGH instances unquestionably arise in bridge
practice in which, owing to unavoidable attendant con
ditions, the engineer has little ot no choice in the selec
tion of a design, yet very frequently his powers in tha.t
respect are practically unlimited. Whence, then-as we
have often heard outsiders observe- comes the remalk-
able discrepancy to be noticed by the most unobserv-
ant in the designs and types of bridges which are
erected under circumstances so exactly similar that they
may be regarded as identical 'I Why is it, says the
amateur, that each of the two bridges, separate and dis-
tinct, although placed in such loving juxtaposition over
the Thames at Blackfriars, should be constructed on prin-
ciples so widely diverse as the arch and the horizontal
girder? Are their merits respectively, in a professinal
point or view, so evenly balanced that it is really a matter
of indifference which principle is adopted ? It will be
admitted that the example put forward is a strong one.
Both structures belong to the same company-the London,
Chatham, and Dover. The number and dimensions of
their spans are the same, and each has to carry the sa.me
unit load, and is virtually subject to the same conditions
of traffic. As another illustration, the two bridges over
the same river belonging to the South-Eastern Hallway
may be quoted. These are both designed on the principle
of the horizontal girder, but differ in detail. The one at
Charing Cross has an open web, and is a " through "
bridge ; that at Cannon-street n. solid or plate web, and
is a" deck" bridge. They were both designed by the same
engineer, which is not the case with the two former struc-
tures. It may be pointed out that the " levels " of the
two bridges at Blackfriars are exactly the same, whereas
they may not be so with the two structwes, one higher up
the stream, and the other lower down, and if not, that
circumstance might in itself partly account for the differ-
ence in the t ypes.
Ever since the introduction of wrought iron as a.
material for the construction of railway bridges, the lattice
and the plate, or the open and solid-sided girders, ha.vo
bad their respective advocates and opponents. Beyond a
certain span, about a couple of hundred feet, the plate
type is confessedly out of the running; but the relative
merits of the two classes with respect to the debateable
limits are still a subject of lively and warm discussion.
It would appear now that there is an excellent oppor-
tunity for the rival factions to terminate their feud, to
shake hands with one a.nother, and to accept-if they will
- the compromise which now presents itself to them
under the title of our present article. The plate-lattice
girder-for such is the form that the compromi e assume -
is, as its name implies, a combination of the two systems
of the open and the solid web. Even if its advantages
should ultimately prove to be neither so apparent nor so
real as some people might wish us to believe, yet
the subject is one of interest, and well worthy of profes-
sional consideration and attention. This new compound
girder may be divided into three parts, a central part and
two end parts. The central length, which is about three-
fifths of the span, may consist of any description of trussed
girder, though the preference appears to be giYen to the
open web, in which there is only one system of triangula-
tion-a. Warren gilder, in fact. Each of the end lengths,
so fat as our information at present extends, measures one-
fifth of the span, and constitutes a simple plate girder,
which, in the case of both through and deck bridges, may
decrease in depth fl-om its attachment to the central part
to the bearings on the suppot-ts. In the first place, the
combination, although carried to a greater extent tha.n has
been previously adopted, is not completely novel in the
strict sense of the term. It has always been the practice,
as every dra.ughtsman knows, in designing lattice gilders,
to strengthen them over the bearings by riveting vertical
pillars of any section suitable to enable them to act as
compression members, and to place similar pillars at the
extremities of the girders. As the actual bearings of
even girders of considerable spans are comparatively ver.v
short, the next step was to insert a piece of plate the full
depth of the web, rivet it in between the two sets of
pillars, and we have the inception of the plate-lattice
girder. There are a few other examples in which the
same details have been carried out; swing bridges, for
instance, of the open-web type are always " plated"
over the pivot-bearing pier, and the same or a very
similar connection is made over any intermediate sup-
ports, in the case of continuous girders of the same class
of web.
The object aimed at in the plate-lattice combination is
to effect a reduction in the cost of the girder, regarding
the realisation of which we at present entertain consider-
,
50
able doubt s. It must, in the first place, be kept in view
that the structural modification affects only the web of
the girder, which bears but a comparatively small pro-
portion to that of the two flanges or booms, rarely
exceeding one-third. The idea is to provide for the
maximum shearing stresses which occur at and near the
supports, by using a plate web, and for those near and at
the centre, where they reach their minimum, an open
web. The value of this substitution, if it has any, must
be considered in relation to two other very important
data respecting the designing of bridges, namely, the dead
and the live loads. When the former is uniformly dis-
tributed over a bridge, the shearing stress at the
centre of a gil-der or beam of any form or description is
equal to zero. Under these circumstances there is no
doubt that the sectional area. of the plate web is in excess
of what theory would prescribe, but so also is that of the
lattice web, though the statement is only true for the
latter system when the span is small, and when the bays
or panels, or distance between the apices of any one series
of triangulation, is likewise of limited dimensions. On
the other ha.od, it is something in favour of the solid web
that the shearing stress is accepted and allowed for,
rightly or wrongly, for we do not know exactly how it
behaves in its normal direction. But in the open web,
which must possess at least one set of diagonal members,
the shearing stress is no longer limited to its normal
value, but is increased in direct proportion to the
cosecant of the angle of the inclination of the diagonal
members to the horizontal. Put this angle at 37 deg.,
which is its value in some examples of plate-lattice
girders which have come under our notice, and the in-
creased stress to be provided for will be found t o be
greatly augmented. On treating of a live or rolling load,
such, for instance, as that of a. train advancing on to a
bridge, the conditions attending the stresses on the web
are almost completely reversed. When the train reaches
the centre of the span, the maximum shearing stress
takes place there, and is always equal to one-eighth of the
total rolling load. If we take, then, as our standard the
heavy and powerful Mogul, Consolidation and Lehigh
locomotives used in America, and weighing 120 tons when
fully loaded, we can make some estimate of the quantity
of metal required in the web at the centre of the girder
o.nd near it. There will not be so much loss of material
there, and, besides, it is frequently erroneously estimated.
It is not, however, so much with the relative merits or
demerits of the two types we are concerned, although it
is necessary to refer to them, as with the wisdom and
utility of effecting their combinat ion. How will the com-
pound structure conduct itself with respect to rigidity,
deflection, and o. few other details which mark the peculiar
features in which a. plate girder differs from a lattice one.
I t is known that the net sectional, or what might be t ermed
the theoretical weight of a solid web is but a little more
than half that required for the open example, but in
1eality this advantage is practically nullified by the
quantity of material demanded to stiffen the web and cover
the joints. The amount of,this extra. metal, which adds
nothing to the strength of the structure, notably augments
with the depth of the girder, which is a function of the
span, and ultimately puts a limit to the employment of
that class of bridge. It is improbable that any real
economy worth considering will result from the substitu-
tion introduced. Again, it is recognised that the solid-
sided gilder is very much more rigid than the open type,
and possesses a far greater power of resistance in pre-
venting the flexure or curvatme of the booms or chords.
It remains to be seen how the three lengths-one open
and two solid-sided-of the girders will adjust their joint
behaviour with regard to this difference. In a plate
giJ:der, the web appreciably aids in resisting the deflection
of it, whereas in a lattice girder, the resistance offered to
deflection by the bars of the web may be considered quite
a negligible quantity. After carefully considering the
standard designs for plate-lattice gilder bridges of spans
of 100ft. and also of 85ft., adopted by the North Pacific
Railway Company, we confess we fail to see where the
superior economy comes in. For the li mited spans in
question, the difference between t he cost of a plate Ol'
lattice girder would amount either way to but a trifling
sum. In our opinion, a plate-girder bridge would have
been preferable to either a simple lattice or the new com-
bination. It should be mentioned here that the t erm
lattice applied to the compound design is a misnomer. A
lattice girder, in the usually accepted sense of the term,
is an open-web girder, in which there must be at least
one-and nearly always more-crossing of the diagonal
membe1s of the web, that is, there must be in the web
two series of triangulation. There are no such crossings
in the central length a.f the compound standard girder,
which is propedy a simple triangular girder, very much
after the pattern of the old Warren, if the angle of the
diagonal bars were 60 degrees instead of what it is, and
the vertical bars omitted. A glance at the elevation of
the standard girders cannot fail to show the vivid con-
t rast between the extreme neatness a.n,d simplicity in both
appearance and workmanship of the plat e, web, and
panels, and those 'of the central open-web length. In
- the former the only rivets used are those joining the
web and flange plates and passing through the connect-
ing angle irons. In the latt er huge unsightly-looking
gusset plates, with a correspondingly vast number of
rivets, are introduced, and impart rather an unpleasing
and patchy appearance to the structure. In one panel
length of the open-web central part there are 50 per
cent. more rivets than in the same length of the plate
ends. I n confirmation of our own views on this subject,
and of our preference for the simple plate girder, we
quote from a. well-known American author. ':' "Plate
girders are practically limited to lengths which do not
require more than two ordinary Bat cars, 83ft. long, for
t ransport, i.e., 66ft. span. The length is more rarely
extended to three cars' lengths, or about 100ft. maximum.
" Tho ou Frruncd Stn1cture11," by A. .Jny Du Doi.q,
Prof088or of CI\"U Engineering in tho Shoflicld Scientific School of Yolo
Vnivcl"8ity

THE ENGINEER
They are riveted at bhe shops, and are preferable to lattice
girders, being cheaper, costing less for maintenance, and
having greater security, as faulty rivets produce less
reduction of strength. They o.re also more free from
corners, and are therefore cleaner and less exposed to
oxidation." The first pa.t-t of the extract is pal'ticular,
and refers simply to the limitation of span for plate
bridges in American practice. The concluding pa.l-t is
universal, and applicable to the same type of gil-der all
over the world. We think also that, from a practical and
constructive point of view, the close riveted-up connec-
tion between two different systems of design-for they are
different systems-is open to some objection.
THE EARLIEST IRON-BUILT SHIPS.
Wuo was the builder of the first iJ.on ship ever ushered
into its "native element," and when did iJ.on ships begin
to traverse the open sea? The answer to these interest-
ing-though appearing to some probably rather belated
and needless-questions would seem, even at the present
time, to call for some clearness of statement. Glasgow
and the Clyde are so inseparably associated with the rise
and development of iron shipbuilding, that it perho.ps
comes natural to residents in t hat head-centre of modern
shipbuilding and engineering to appropriate for one of
themselves the distinction of being " the pioneel' of iron
shipbuilding." That honour, at all events, was claimed
not long ago, in quite a matter-of-fact way, by all the
writers-with one exception-taking part in a cone-
spondence on the subject of early iron shipbuilding, which
appeared in the columns of the Glasgow Herald, for
Thomas Wilson, a carpenter of Faskine, near Airdrie,
who, during the "teens" of the present century, and
for a long period thereafter, was in the employ of the
Forth and Clyde Canal Company. The grounds for this
assumption consist in the building by him, assisted by
his "blacksmith," of the iron passage boat Vulcan in
1817- 18, at Farkine, on the banks of the Monkland Canal.
The Vulcan was 61ft. long by 11ft. broad by 4ft. 6in.
deep. She was built of plates and flat bar frames, the
framing and stanchions being forged wholly on the anvil
by hand labour; suitable tools and appliances being then
of cowse unknown. While engaged in its construction
Wilson was frequently jeered at by sceptical fellow-work-
men and passing bargemen. ;He was asked derisively-or
ironically rather-if be really imagined that iron would
"soom" I His answer merely was that if they would
cast their empty tea-flasks or cans into the canal they
would see for themselves. Heedless for most pad of
those jeerers and scoffers, Wilson, like Noa.h of old, went
steadily on with his shipbuilding, and the Vulcan was not
only safely floated but actually stood the test of between
fifty and sixty years service in the waters of the canal.
General intelligence of these days was not flashed
across country and continents as at present, and the
battle against insular ignorance and incredulity had to be
fought in different quarters. And, unfortunately for the
validity of the claim made on behalf of the enlightened
and dauntless builder of the Vulcan as being "the
pioneer of iron shipbuilding," it has to be pointed out-
as, indeed, was briefl y done by the correspondent who
last wrote to the Herald-that though Wilson's name is
inseparably associated with the substitution of iron for
wood in shipbuilding in the district which has been, if
not the biJ.th-plMe exactly, certainly the cradle and
nwsery of iron shipbuilding, he was not by any means
the earliest shipbuilder in iron. The same ignorant
scepticism displayed with regard to Wilson's work had
been called forth, and put to shame, over a quarter of a
century earlier by the achievements of J ohn Wilkinson,
an ironfounder of Lancashire, who in July, 1787, built
and launched the Trial, a barge of considerable size, con-
stmcted of iron, and the forerunner of many similar
craft, which plied on t he Severn and the canals in the
vicinity, carrying tubes, cylinders, and other ironwork
for the waterworks of Paris, for which undertaking
Wilkinson was the contractor. Although not resulting
directly in anything practical, as in Wilkinson's case, the
idea of building vessels of iron was entertained and
expressly advocated by various individuals in different
places simultaneously. Thus, in 1809, Richard Trevi-
thick and Robel-t Stephenson proposed iJ.on vessels, and
masts, yards, and spars of iJ.on plates,
ant1c1patmg by very many years the almost universal
practice at the present time as regal'ds this feature in
shipbuilding.
Those earlier projects and achievements apa1-t, how-
ever, there appears good grounds for 1egarding \V'ilson's
Vulcan a!i an epoch-making production. Built and
as a "passage boat" she was probably the first
uon vessel regularly employed in passenger canying.
Wilson undertook her construction on behalf of the then
Fol-tb and Clyde Canal Company, and it appears that for
the of her hull, Sir John Robert son, of Edinburgh,
was m some way responsible. Built in 1817- 18 she
commenced plying in the Forth and Clyde Canal 'as a
passage boat in 1819, and was only broken up so lately
as .somewhere in the seventies. According to Mr. D. M.
Wils.on, of Boness, .son of this early iJ.on shipbuilder,
be did not long remam m the trade. He was advised by
the superintendent of the Forth and Clyde Canal to
apply for, and he received, the appointment of overseer
for the east district of the canal. While serving in this
capacity he superintended the repairina of vessels and
built several iro.n boats his at
the1r works at Tophill, Fo.lkirk. In 1888 he was trans-
fe.rred to be superintended, under
S1r John McNeill, mvil engmeer, the making of the first
dock at that port. After a service of over fifty years
Wlth the canal company he retired in his eighty-seventh
on a well-e?'med pension, and died at Grangemouth
m 1873 at the npe old age of ninety-t wo.
By the time the Vulcan had began t o ply on the co.nal
-1818-19.- the mode of progression, of course, being
borse-tract10n- the propul sion of boats by steam had
JAN. 21, 1898
become somewhat securely established on the Clyde and
other rivers, while also about that time the Rob Roy
began to ply across channel to Belfast. But all the
st eamers as yet turned out were of wood, the employ-
ment of the steam engine for propulsion apparently con-
stituting an innovation so all-engrossing as to preclude for
a time any interest or effort in bringing about the sub-
stitution of iron for wood in the construction of steamers'
hulls. But the transition from wood to iron came about
eventually more thoroughly and universally than even
the adoption of steam in place of sails.
The first iron steamer of which we have record was
the Aaron Ma.nby, built, not at Glasgow or Greenock,
as one's sense of the natwal fitness of things would
suggest should have been the case, but at Tipton, Stafford-
shire, at the Horsely Ironworks there, in 1820. She was
named after her designer and constructor, and her hull
was sent in pieces to the Thames and put together a.t the
Surrey Docks. Her service was not confined to river
navigation, but she went a voyage to Paris, landing there
a cargo of ro.pe seed at the Port Royale, over the Seine.
She was followed by several other iron st eamers, con-
structed by Mr. Manby at the Horsely works and at his
works at Charenton, near Paris.
It was not till 1827 tbo.t an iron steamer was brought
into existence in the Clyde district, this being the Aglaia,
of 30 tons bUlthen, which plied on Loch Eck, Argyle-
sbire. The first iron steamer to regularly ply on the
Clyde proper was the FaiJ.y Queen, built in 1831 by
Messrs. Neilson, of the Oakbank Foundry, then in Cow-
caddens. The bull was built by the side of the Ga.rscube-
road, on a site to which the public had free access. One
who, as a. boy, watched her construction with interest,
thus describes her:-" The hull all over was riveted as
boilers were, the rivet heads projecting, not countersunk
as t he practice now is. After t he ironwork of the hull
was finished it was taken on lonies, down by way of
Cowcaddens and Buchanan-street, and launched broad-
side-on into the Clyde at the west side of Glasgow Bridge.
The engines were oscillating; the first made in Glasgow
and also by Messrs. Neilson, the plans for which were
obtained by one of the young Mr. Neilsons going up to
London and copying those made by J ohn Penn on board
the above-bridge steamers on the Thames."
From the last-mentioned fact it will be seen that the
Clyde engineers of those days went afield to glean facts
for tbeiJ. guidance, and this forwardness of marine
engineering development elsewhere than on the Clyde
also had its counterpart in the progress made in other
districts by men of note with the substitution of iron for
wood in shipbuilding. Thus, a large share of the credit
attaching to the introduction of iron for shipbuilding is
due to Mr. John Laird, founder, with his father, of the
renowned firm of shipbuilders of Bukenhead. In 1829
Mr. Laird built a lighter 60ft. long, 13ft. 4in. beam, and
6ft. depth of hold; and in 1833 a paddle steamer of 148
tons, the Lady Lansdowne, 133ft. long, 17ft. broad, and
9tft. deep, which was sent from Birkenhead in pieces,
and put together on the banks of Loch Deig in Ireland.
In the following year he constructed a second paddle
steamer, the J olm Randolph by name, to the order of
Mr. G. B. Lamar, of Savannah, U .S., which was the first
iron vessel ever seen in American waters. She was
shipped in pieces at Liverpool, and riveted together on
the ::iavannah River, where for several years thereafter
she was used as a tug boat. Up to 1834 Mr. Laird had
constructed six iron vessels, the largest of which was the
Garryowen of 300 tons, built for the City of Dublin
Steam Packet Company.
Sometime also during the year 1829, Mr.-afterwards,
Sir William-Fa.irba.irn, who had a.lrea.dy become exten-
sively known as a scientific mechanic, was asked by the
Council of the Forth and Clyde Canal to conduct a series
of experiments with barges to determine the law of traction
and sol ve difficulties as to horse-power, which had
raised by Mr. Houston of Johnstone, who had experi-
mented with a barge on the Ardrossan Canal. The first
experiments were made with vessels of wood, but they
event ually led to the construction of iJ.on vessels on n.
large scale. The results proved most valuable, and had
the effect of directing special attention to the employment
iron in .shipbuilding. J.<'aiJ.ba.irn himself fully appre-
Ciated the unportance of the use of iron for this purpose,
and const ructed an iron steamer at his works at Manches-
ter, which went to sea in 1831. The success of this
was such as to induce him to begin iron shipbuild-
mg on a large scale. In 1836 he established extensive
works at on the Tha.mes-a.fterwards occupied by
Scott Russell, m whose yard the renowned steamship
Great Eastern was constructed- where, in the coUl'se of
some fourteen years, he built upwards of a hundred-and
twenty hon ships, some of them above 2000 tons burthen.
Most of the early productions of Laird, of BiJ.kenhead
Fairbairn, of the Thames ; and of others perhaps
were almost contemporaneous, were for river or inland
navigation, the ocean-going iron ship being still a matter
of the To people of the present day, who regard
the ocean liner of 5000 and 6000 tons weight as quite o.
?f COUl'Se, the of distrust in and positive
oppos1t10n to even those limited ventures can scarcely be
made to appear credible. The derision which Thomas
Wilson's work evoked hom the more opinionated and in-
credulous of his fellow canal-workers in 1818 was echoed
and re-echoed in different localities while the evolution of
the iron ship was proceeding. The idea was witheringly
scoffed at that our merchantmen, and even the "wooden
walls of o.ld England," .would ever be supplanted by
built of a. matenal that would naturally sink !
Even m compa.ratlvely late times the Chief Constructor
of one of OUl' Royal Dockyards declared to Mr. Scotli
with a feeling so strong and an indignation so
genome that the latter never forget it " Don't talk t o me
shi)?S of. ; it is contrary t o 'nat ure I "
ol?- the part of many t o regard il'on
v10latmg the laws of nature, and '>' irtually
still when in 1837-38 it was proposed
to build an tron steamer for regular deep-sea service



JAN. 1898
This was actually done by Messrs. Tod and 1\lcGregor-
who, beginning iron shipbuilding in 1835, htwe been
designated " the fathers of iron shipbuilding on the
Clyde "-and the result was the steamer Royal Sovereign,
launched in 1839, nnd, thereafter engaged in the service
between Glasgow and Liverpool. She was followed
shortly after by the Royal George and the Princess
Royal, by the ame builders, the latter being 194tft. long
by 26ft. Sin. beam by 16ft. 2in. deep. These, and another
' 'e el-the Rainbow, of 600 tons, built in 1838 by l\Ir.
Laird for the General Steam Navigation Company, of
London, for service between London and Ramsgate, after-
wards extended from London to Antwerp-ma.y be con
sidcred the pioneer iron ocean steamers.
LOCOMOTIVES SUPPLI ED BY BRITISH FIRMS
TO AMERICAN RAILROADS.
PAnT I.
W I THIN the last twelve months or so it has been reali sed
by students of railway history and others intere tcd in tho
origin and development of our present vast systems of steam
locomotion, with an almost startling feeling of regret, that
many of the old records and mementoes of what at its
inception was practically a British institution, have disap-
peared from this country for good. The system of locomo-
tion originally due in a practical form to the inventic genius
of Trevithick, and s ubsequently fostered and developed by
Hedley, the Stephcnsons, and many other engineers, until at
the present day it may in the retrospect be justly enough
credited with a principal share in the commercial and social
prosperity, not of this country alone but of the whole world,
had undoubtedly its origin in Great Britain; and it would
seem only fitting that the records of its birth and subseouent
development should be securely housed under the roof of
some State building immediately accessible to the inhabitants
of the country of which it was a native. So fa.r from this
being the case, however, we are now face to face with the
melancholy and irreparable fact that many of the most
valuable of those records arc now in the hands of those whom
without discourtesy wo ma.y term foreigners, a.nd are
deposited beyond reca.ll in museums and other institutions
which are, for all pro.ctical purposes, inaccessible to English-
men.
THE ENGINEER
Seven locomotive steam engines will be employed, and, on the
planes, five stationary engines and breakers." The rails, as
originally laid, were of flat iron, 2tin. wide and !in. thick,
spiked to longitudinal stringers, and were brought from
England. John B. Jcrvis was the engineer. Early
in the year 1828 Mr. Horo.tio Allen, who previously had
been a civil engineer on the Carbondale line, was sent to
England by the onnnl company for the purpose of studying
English railroad practice, and to purchase rails and locomo-
tives. Of the latter he ordered four at this time, three from
l\Icssrs. Foster and Rastrick, of Stourbridge, and the fourth
from Stcphenson, the latter being the engine already alluded
to. Of those ordered from 1\fcsr.rs. Foster and Rnstrick, the
first to be delivered was the Stourbridgo Lion, shown in tbo
accompanying illm.tration, and this, though it arrived after
the delivery of tho Stophenson engine, was actually the first
51
were never sent to the Co,npany's road, and "it is not
known what became of them. "
The engine ordered from 1\Icssrs. R. Stephenson and Co., to
which allusion has already been made, was named Aruerica,
and 11' as No. 12 in the books of its makers. It was built in
the year 1828, and was shipped to New York on board the
ship Columbia, arriving in January, 1829, or several months
before the tourbridge Lion, so that, though the latter wns
actually the fb.t practical locomothe which ran on metals
in the United States, the America was the first to be seen.
From the nccompanying illustration, which is an exact copy
of one of Stephcnson's working drawings, it may be noticed
that the America was a four-wheeled coupled engine with
outside cylinders and a. bar frame. This latter point is
worthy of special attention on account of the claims some-
times made that the bar frame, almost invariably in use on


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There is no intention, so far as this article is concerned, to
seck to lay blame on those who may have contributed to this
state of things by di sposing of these records. Neither does it
come within our province in this place to urge the
necessity for the formation of a national museum for the
preservation and storage of such records and other relics as
are still held in this country. The absence of such an insti-
tution, and- until quite recently-of any apparent general
interest in the matter, successfully disposes once and for all,
in our opinion, of the que tion of blame to be attri-
buted to the possessors of relics who, finding no place of
lodgment for their treasures here, disposed of them to
American or other agencies for exhibition in foreign museums.
I t is better, indeed, that the relics should be on view even in
the Field 1\Iuseum at Chicago than that they should have been
consigned to tho fire or the paper maker in this country.
R, STEPHEN 30N ANO CO.'d "AMERICA," No. 12, 1828, DELAWARE ANO HUDSON C CCMPAN f
With this brief preamble, then, we will proceed to our
real purpose, which is the restoration, in a. necessarily
somewhat incomplete form, of some of those records which
are now no longer accessible in this country. The subject
chosen for this article-that of the locomotives supplied by
British firms to American railroads-is one of considerable
interest on one or two accow1ts. While American loco-
motive practice has for upwards of hall a century proceeded
on lines widely divergent from those in force here, it should
not be forgotten that that practice bad its origin in the
engines supplied by British firms, and that subsequent diver-
gences were adopted in gradua,J sequence solely to meet
special local requirements that called for special local modifi-
cations. I n fact, it may be
urged with equal justice that
the ame general conditions
have caused an almost equal
process of evolution on this
side of the Atlantic, our exist-
ing locomotives having pre-
cisely the same parentage as
their prototypes across the
water, and being well nigh as
dissi milar from their ancestral
originals.
'= -
to turn a wheel on an American railroad. Built in 1828, it
arrived in New York in May of the following year, and made
its fir:.t trip at Hooc:.dalc, Pa., on August 9th, 1829. 1\fr.
Alien thus describes this memorable ocoa ion:- " When the
time came, and the steam was of the right pressure and all
was ready, I took my position on the platform of the locomo-
tive alone, and, with my hand on the throttle valve handle,
said, ' If thoro is any danger in this ride, it is not necessary
that the life nndlimbs of more than one should be subjected
to that clangor.' The locomotive, having no train behind it,
answered at onco to the movement of the band. Soon the
straight lino was run over, tho curve was reached and pnssed
before there was time to think as to its not being passed safely,
and soon I was out o sight in the three miles' ride alone in
the woods of Pennsylvania. I bad never run a locomotive or
any other engine before. I have never run one since."
I
Prior to the first shipment of
a locomotive from England to
the United States, the Ameri-
cans had produced no railroad
engine of a practical character.
In 1804, Oliver Evans had
invented a steam " motor-car"
for use on ordinary roads, to
which was given the awe-inspir-
ing name of "Eructor Am-
phibolis," to express the fact
that it was to almost an equal
degree a steamboat. This do-
duplex, amphibious character
gave to the machine little in
common with a railroad loco-
motive. For more than twenty
years the "EruotorAmphibolis"
had no successor, until in 1825,
Colonel John Stevens, of Ho-
FOSTER & RASTRICK' S " STOURBRI DGE LION, " 1828, DELAWARE & HUDSON CANAL CO.
boken, N .J., designed and built a rack rail locomotive which may
fairly enough have credit a.s being the first railroad engine
which carried passengers in the United States. But, all the
same, it can scarcely, even by a most liberal stretch of
imagination, be described as a practicallocomoti'l"e.
The first genuine railroad locomotive seen in the United
States was imported from England, and was built by the firm
of R. Stephcnson and Co., of Newoa.stle-on-Tyne. Oddly
enough, however, it was not the first to be put to actual work,
and on that account it must be passed over for a brief space
in favour of another English-built engine to which that im-
portant distinction belongs, both engines being supplied to
the sa.mo railroad, tho second oldest in the United States, and
part of the Delaware and Hudson Canal Company's system.
This railroad, now known as the "Gravity Railroad," is thus
described in a publication dated :March 20th, 1828 :- " The
railway commences at t he termination of the canal, and runs
over Moosio Mountain to the coal mines on the Lo.cka:wanna,
in length 16 miles, and overcoming an elevation of S58ft.
But this heroic feat produced little direct result, in the
sense that this particular engine had to rest content with a
solitary distinction. Practically it was a failure. It weighed
seven tons, too much for the light track on which it ran, nod
the posi tion of its 86in. stroke cylinders, with their heavy
bcamR, nnd the general faultiness of de. ign and con<.truction
did not tend to make its weight less destructive to the per-
manent way. Apparently, it was abandoned then and there,
and its subsequent career until it found a permanent resting
place in the Washington tote Museum cannot have been
very interesting. With regard to the other engines ordmcd
from the Stourbridge firm, and built in 1829, they w<r.)
named respectively Delaware, and Hudson, and w<r.!
similar to the Stourbridgc Lion. Whether they were
more road-worthy than their predecessor history does not
relate. There is, indeed, o. tale of two locomotives, other-
wise not accounted for, which were shipped to New York,
and lot o. time were stored in a warehouse on the east side of
the city, where thoy were exhibited to the public. They
Ameri can locomoti,c!\, was o. native incntion. As a matter
of fact, it was introduced into American practice' by h
builders, some of whom- and notably the firm of E. Bury
and Co.-adhcrcd to the same system of framing for many
years, dating prior to the introduction of locomotives into tho
United States. Stephenson's America was interesting on
other accounts than as being the first locomotive, and the
first with a bat frame, on the American Continent. Wl1ilo it
had a. bnr frame in its capacity as a vehicle, as an engine it
occupied a transition stage, having a plate frame to carry the
cylinders and motion, a.nd it was, furthermore, one of the
earliest examples of a four-coupled engine directly driven from
the cylinders by connecting-rods without the intervention of
beams or other cumbrous gearing. The wheels were built of
wood, and were 4ft. in diameter, and were driven direct, as
has been pointed out, by two cylinders, 9in. in diameter
with a 24in. stroke, which were inclined at an angle of 88
dcg. to the horizontal. The boiler bad a length of 9ft. Gin.,
and a diameter of 4ft. lin., and contained a fireplace
measuring 4ft. by 3ft., and two flue tubes each 19in. in
diameter, which led to a chimney of substantial proportions,
lin. larger than the flue tubes. It is unfortunate that no
very clear record seems to exist with regard to the work
performed by these early engines. The America was broken
up many years ago.
Following on this engine Messrs. Stephenson and Co.
received from Captain Whistler, on behalf of the Boston and
Providence Hailroad, nn order for a six-coupled outside-
cylinder locomotive of almost similar design. This engine-
No. 17 in the makers' books- wns built in 1829,and was, like its
forerunner, nnmccl America. It also had wheels 4ft. in
diameter, but six in number, and the cylinders were of lOin.
diameter, and 20in. stroke. The boiler was fitted with flue
tubes. Its nnme was subsequently, in 1833, changed to
Whistler .
The third engine sent over by the Newcastle firm appears
to have had the distinction of being the first single driver
running in the United States. It was ordered by Captain
Dixcy for t.ho Newcastle and Frenchtown Railroad, and
was built in 1831, being No. 23 in the makers' books. The
name given to it wns Delaware. Apparently it was of Messrs.
Stephenson's stnnda.rd pattern of four-wheeled, single-driving,
inside cylinder engine, having a pair of leading wheels Sft.
lin. in diameter, and a. pair of 5ft. driving wheels driven by
cylinders llin. in diameter by lGin. stroke. According to
Wood, the boiler measured 6ft. Gin. in length by 3ft. diameter,
and contained 97 tubes, each of lGin. diameter. The accom-
panying illustration will give an idea of the general charac-
teristics of this and subsequent engines of the same class, to
which notice will be drawn Inter on.
Altogether, Messrs. R. Stcphenson nnd Co. built four engines
for tbo Newcn<.tle and Frencbtown Road. the
Delaware came the l\Iaryland in 1832, numbered No. 28 in the
builders' list. This engine was ordered by Captain M. C.
Jenkins, and hnd four coupled wheels 4ft. Gin. in diameter,
and inside cylinders mcnl.turing 9in. by 20in. The accompany-
ing illustration shows the external appearance of this engine,
the first of a all practically identical, to which allusion
will be made in duo course. Pennsylvania and Virginia. were
the names given to the other engines built for the railroad nt
Newcastle, while their numbers were 5 and 52 respecti\'ely in
tho now set of books started by the firm.
It should perhaps be explained here, to account for
apparent anachronisms in the numbering of the engine!', that
there were in all three sets of kept by the Newcastle
firm. The first began with the Blucher, in 1814, when
Georgo Stcphenson was engine-wright to the Killingworth
52
Collier y Company, and in thls era he built nine locomotives
for private owners at their own works. In 1823 he entered
into the firm of Robert Stephenson and Co., at the present
F orth-street Works, and the set of books then started showed
a total of thirty-seven engines completed up to December,
1830, of which one, America, No. 12, was built for an
American road. A change of partnership took place at thls
date, and with the year 1831 a new set of books was opened,
with all the engines turned out from January 1st onward
dated in consecutive order up to the present day. At fhe
time, however, there were twelve engines contract ed for by
the old firm, of which four were for American roads, still
undergoing construction, the numbers of which would have
ranged from Nos. 38 to 49. In the new and present set of
books, however, they wers allotted Nos. 14 to 25, the old
numbers being cancelled, so that we have the apparent dis-
crepancy of engines dating from 1831 having later numbers
t han tliose of 1832. Irr the present article all the numbers
except t hat of America, No. 17, are those contained in the
existing set of books of the firm.
To resume, the Pennsylvania was a 4-wheeled single-driving
locomotive, having leading wheels 3ft. 6in., and driving wheels
5ft. in diameter, with inside cylinders llin. by 16in., and,
according to Wood, a boiler 6ft. 6in. long by 3ft. in diameter,
110 tubes. of l i iJ?- .. diameter. Virginia was a
type, but dnvmg wheels !m. smaller, and 9m.
cylmders. The boiler seems also to have had 6in. less
diameter, and to have contained only sixty-six tubes, the
heating surface being: fire-box, 30 8 square feet; tubes, 190 7
square feet ; total, 221 5 sq ua.re feet ; with a grate area of
5 37 square feet. The weigh t in working order was about
5 tons 11 cwt. 1 qr. These two engines were built in 1832
and 1833 respectively.
In 18S1l\fessrs. R. Stcphenson and Co. completed No. 24,
one of the old series, for the Mohawk and Hudson Railroad,
to whlch the .oa.me of J ohn Bull was given. This was an
engine with inside cylinders measuring lOin. by 14in., and with
I
r

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THE ENGINEER
mineral matters suspended in water, and when these sodium
salts are combined with a small proportion of tannin, as
in "soluble tannate of soda," a compound is produced
which perfectly prevents deposits of mineral .
while at the same time it dissolves and loosens ex1stmg m-
crustation of calcareous and magnesic salts. No matter. bo.w
hard or thick may be the incrustation, this compound WJll m
time loosen it from the metal to which it has become attached.
Tlie. process of this sol.uble tan?ate of soda as
earned out by a firm m tho 1\!Jdlo.nds, IS as follows :- A
drum of solid caustic soda is broken up into pieces of 2lb. or
3lb. each, these are put into an iron boiler in which a steam
pipe is fitted, and steam is injected until the caustic soda is
dissolved, and the fluid hydrate of soda thus produced registers
about 25 per cent. Baume. This fluid hydrate of soda is then
run off into an iron tank in which one or two iron wire
baskets filled with leather scrap can be lowered. The object
of using tho leather scrap is to impart a. quantity of tannin
to the soda hydrate, and also to disguise its colour, whlcb will
become a deep blackish-brown. The soluble tannate of soda
thus produced is ready for use, and is run off into iron drums
whenever an order is received for same. It is very caustic,
and should bo of about 26 per cent. Baume. For use, a pint of
tbo fluid per horse-power is put into the feed-water of the
engine about once a fortnight, and, as occasion requires, the
mud or slush that forms is blown off with the water.
Now, it is not absolutely necessary to have the soda salt in
the form of a tannate of soda, as a strong solution of carbonate
of soda, s ulphate of soda, or a caustic soda, will prevent the
deposit of fur in steam boilers, but they are somewhat slower
in their action than the above described compound. That is,
these last-mentioned sodic salts a.:> not chemically energetic
enough to react on tho calcareous deposit in a. sufficiently
short time, therefore hydrated caustic soda.,
0 + 2 No. + HO
caustic soda. plus water equals sodic hydrate
is used instead.

-
JAN. 21, 1898
ment, t he first day being occupied in getting out provisions
and ammunition. I n thirty-four working days both vessels
were completed, their machinery tried under steam, and guns
mounted ready for action. .
This record work was not, bowever,got through w1tbout great
risk to the health of those engaged in it, as fever very early as-
serted itself; the two officers- Lieuts. l\Iolvill and Bellairs-
appointod to command the being first .till
finally two-thirds of the wh1te men were on the SICk hst,
all officers and men, having occasional recurrences of the
fe;er. The naval doctor and a local one-the latter a native
-were, however, most assiduous in minimising the ravages of
the attacks.
Previous to the F rutera leaving Cbatbam, Engineer T. S.
Guyer, R.N., and four engine-room artificers, bad been
detailed by tho.. Admiralty to gather as much .knowledge as
possible of the construction of the gunboats, which stood them
in good stead when putting them together, it having enabled
the Consul at Wa.rri- wbo gave most valuable assistance-
thoroughly to imbue the mind of the local native chief into
the be1ief that Engineer Guyer was not like other men, as he
bad only io wave his umbrella over a case, when steel plates,
rivets, and all other items of construction were evolved.
Rumour also has it that the same local chief assisted in the
development of the work of construction, by being allowed to
set the syrens howling, thus gathering greater authority with
his followers.
The Kroomen worked remarkably well, there being a. sort
of self-assertiveness about them whlcb is a source of strength
to our Empire. When punishment is necessar y to any of
them, it is effected through the head Krooman, who generally
administers what is known as " fum-fum," with a piece of
2in. rope. The distinctive mark of tho Krooman is tbo
having a red arrow tattooed on his t emplo. It is worth
recording that the Heron and Jackdaw have boon built with-
out the assistnnce of "fum-fum," and that thoro has been
nothlng but good humour, wet shirts, and grinning milk-
R. STEPHENSON AND CO.'S " MARYLAND, No. 28, 1832 R. STEPHENSON AND CO.'S SINGLE-DRIVER " DELAWARE, " No. 23, 1831
four co_upled wheels, each 4ft. in diameter. An early print,
purportmg. to rel?resent this engine drawing a train, in char go
of an Enghsh dr1ver named John Hampson, shows a desian
very similar to that of the West Point locomotive De Wltt
Clinton, having a small, low-pitched boiler with a huae steam
dome, and the second pair of driving wheels behind the fire-
box. I n the absence of direct proof, however, we really seo
no reason to assume this t o be a correct representation.
.are not?riously at sea in dealing with locomotives, and
1 t 1s q UJ te poss1 ble that whoever drew tb is illustration took as
his J?Odel the De Witt Clinton, and filled in details according
to h1s own fancy. At all events, there is no visible sirn of
the Stephenson imprint in any one detail of the reputed
John Bull. :t'his engine began service between Albany and
m October, and is generally credited with
worktog the .first passen,ger train hauled by
power m States on a. regular service. It is
sa.1d to have earned a daily average of 387 passengers during
the year 1832.
A year or two later, in 1834, two more engines were built at
Newcastle for the Mohawk and Hudson, numbered 60 and 61
in the makers' books, and named Brother J onathan and
Robert F ulton respectively. They each bad inside cylinders
by 14in., a single pair of wheels,
4ft. m d1a.meter, placed behmd the fire-box. As origin-
ally built, motion was communicat'ed in the first instance to
a. bell-crank arrangement in front of the fire-box
connectin,g-rods transmitted what must have been 'an oscil-
motion and it into the necessary rotary
mot!on at the pto .. The fore part of the engine was
earned on a bog1o runrung on- in the case of No. 60 -
four 2ft. Sin. wheels, and in the case of No. 61 four
wheels, larger .in dia.meter. appear to have
been of small dimens10ns, conta.mtog seventy-four 1fin.
tubes, and the fire-box and grate areas in each engine were
only 34 09 and 5 4 souare feet respectively. Apparently the
bell-crank arrangement did not give satisfaction. At all
event s, the American engineers substituted a direct action
with the cylinders placed outside. '
STEAM BOILER I NCRUSTATION.
Tru: waste of fuel and of time which occurs in raising
water into steam through a thick layer of incrustated mineral
salts on the interior of the boiler tubes is a matter of serious
importance to all users of steam power . 1\'lany compounds
?n the market for deposits that are already
eXJstmg, or for preventmg further deposits from waters
already charged with mineral matters ; each of these compounds
claims. some specialmeri.t, such as being suited for chalybeate,
ferru.gmous, or else marme waters, but there is none of them
that equals soluble tannate of soda. for its general adaptability.
Soda. are best anti-incrustator known, owing to the
chemcal react10ns that occur with soda salts and the
The chemical reaction that takes place when this "soluble
tnnnatc of soda" is mixed with the feed-water of the boiler
is that the tannate of soda that is kept constantly present in
tho boiler water decomposes the carbonates of lime and
magnesia. as they enter the boiler when fresh water is fed into
whereby the lime and magnesia. salts are converted
!nto tannates which are insoluble, and are precipitated
m a light fiocculent accumulation as mud or slush in the
mud drum, from whence it should be blown off from time to
time. As the tannin in the sodium tannate forsa,kes the
sodium and displaces the carbon dioxide in the lime and
magnesia salts, these two bodies unite to form carbonate of
soda; this remains in solution and becomes converted into
).>Y imbibing the f.ree carbonic acid (i.e. carbon
dtox1de, C0
2
) 10 the water, thus bicarbonate of soda reverts into
the insoluble calcic sulphite, converting into calcic carbonate
and soda sulphate; the calcic carbonate is reacted on by fresh
portions of sodium tannate, and thus there is a constant
chemical reaction occurring between the solid matters in the
feed-water and the sodium ta.unate, whereby the iron is pro-
tected from any injurious action of the tannic acid, and the
constant alkalinity of the tl.uid will keep the iron from cor-
rosion. If there is already an incrustation or scale on the
interior of the boiler, the sodium tannate will slowly react
on it, and couvert it into mud, or loosen it so much as to
cause it to fall away from the metnl. Tho writer has seen
over an inch in thickness removed by the use of this
sod1um tannate. Of course, the solvent action i s longer ou
the hard scale than it is on the solid impurities in the
feed-water, but it is nevertheless sure.
BRITISH GUNBOATS ON THE NIGER.
. As publi c attention at the present time is being much
duected to the stat e of affairs ou the West Coast of Africa
it may interest our readers to know how the action of ou:
Admiralty in providing gunboats for service on the Niaer is
. 0
progressmg.
It will be remembered that Messrs. Yarrow and Co., of
Poplar, were. c?mmissioned some few months ago by the
Naval A uthon t1es to construct severa.llight-draugh t gun boats
for the above-named service. I n a. short time two of them
the and the Jackdaw, together with their propelling
&c., were completed at Poplar-they being built
m sect10ns-and subsequently delivered in Chatba.m dock-
?'ard. the of their bulls, machinery, guns,
ammumt10n, provisions, &c., were stowed in the hold of a
vessel named the Frutera., which shortly afterwards left
Chatham for Forcados at the mouth of the Nigor. Arrived
there the Frutora proceeded some fifty miles up the river to
Warri, where the .work of putting the gunboats together was
effected. Some stxty men of all grades were enga.acd in their
reconstruction, thirty of them being Kroomen.
0
The vessels had to be put together in a 5-knot current but
all hands worked together with a will from the
white t eeth among the natives employed, contrasting
strongly with the state of things in connection with the
construction of a similar though smaller type of boat on
the same continent, which has, we hear, necessitated shoot-
ings, floggings, burning of buts, and impressment of women
and children as labourers. Our own thirty bluejackets at
Warri would never have countenanced or allowed such scenes,
as English officers a.nd men generally start the "pully-
bauly," and never let it flag for want of muscle.
By advices of December 7th ult., the Heron and Jackdaw
were coaled ready to proceed, and n.s they were tried in the
Thames and easily attained their contract speed while
burning wood, they will be practically independent of coal
supply. They are probably now well up the Niger River,
showing the w bite ensign, and " making for peace." The
health of the shlps' companies, when ready to proceed, was
as good as could be expected, but the fever not being a bird
of passage, this little episode in Empire building may yet bo
dearly paid for by the vessel's crew.
THE MAGNOLIA METAL PATENT. - In the year 1893 Mr. Hovcler,
the manager of the 1'andem Smelting Syndicnte, Limited, pre-
sented n. petition for the revocation of the British Patent, No. 8655
of 1890, granted for the manufacture of this metal. The proceed-
ings upon the petition were unusun.lly protracted, !'0 that it was not
until the 13th inst. that .Mr. J ustice Romer delivered judg-
ment. He has ordered the patent to be revoked, on the ground,
lirst, that metal made o.ccording to the patented process was sold
in the ordinary way of business in this country before the date of
the patent, n.nd, further, that a competent analyst using reasonable
care could hn.ve ascertained the composition of the metal so sold
especially the presence of bismuth therein. We understand thn.t
the learned judge stayed the execution of the order for a few days
to enable the respondents to consider their position.
SOUTH STAH'ORDSBlllE INSTITUTE OF IRON AND STEEL WOltKS.
- Mr. H. W. Ravenshaw, Assoc. Mem. C. E. - Messrs. Booth and
Rlwenshaw, London- delivered an address before the Institute, at
Dudley, on .Sn..turday last, The of Electricity to
the TransmiSSIOn of Power. Many eng10es took from 60 lb. to
70 lb., or even more, of steam per horse-power hour. Steam pipes
were a great source of loss, every hundred square feet of uncovered
surface condensing at least 30 lb. of steam, and req11irio.g 4 lb. of
con.! per hour, or seven tons of coal a. year; besides this loss, the
wet st.ea.m suppli11d to the eJ,giue reduced its efficiency, nod
increased the consumption of steam. In order to reduce these losses
:1.S far as possible, electricity was being supplied in many cases with
great success. Transmission of power by electricity was decidedly
economical, the loss in a good dynamo being not more than 7 per
cent., and another 5 cent. need only be lost in the cables within
a n\dius of half a mtle ; and the loss in the motor and genr for
reducing the speed to about 100 re,,olutions per minute need not
bo more than 12 per cent. These figures gave a total efficiency of
about 76 per cent., and with boilers evaporating about 8 lb. of
water per lb. of coni, and engines using 24lb. of steam per broke
horse-power hour, a consumption of less than 4 lb. of coal per
brake horse-power dolivored to the machine could be obtained.
I n the course of discussion it was stated that elect ricity was already
applied to the driving of rolls in iron and steel works on the
Continent, and that there was at least one firm where this was
done also in England, though the name was not allowed to transpire,

\VIRE WOUND ORDNAN C E -:MES S R S. THO NIA S FIRTH A N D S O KS' WORK S, S HEFFIELD
( F(n' dnm'p t ion ut JI<'!J' 1!1)
I
Fig. 2- TREPANNING MACHINE
. Fig. 3>-FORGING PRESS
)
.
7Jn.
-
Fig. 4-FOROING FOR 110TON GUN Fig 5 -5TACK OF STEEl INGOTS
11
<:......,
;...-.

.
t:....
,..-
00
c
l (X)
'
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p:
t?:J
t:::i
z

M

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tzj

V'
. .
""'
TRADE UNIONS 1896.
THE ninth report by the chief labour correspondent of the
Board of Trade appears in an unaccustomed guise. The
large, unhan dy folio volume in which previous issues were
produced has been replaced by an octavo volume uniform
with t h e other publications of the Department. For this
wise change not a little gratitude will bo felt. Several new
internal alterations have ta.ken place, which have rendered it
easier to a.rrhe at interesting {Q.Cts a.nd figures than it was in
previous years. One of the new important features is the
statement for each trade union, of the date of formation,
:.bowing tho number and membership of the trade
unions still in existence at the end of 1806, which
were formed iu each decennial period since the repeal
of the Combination Law:;. It is to be understood
that these tables do not show the actual number of
societies which were formed duxing each period, but relate
solely to the period of formation of such societies as have
survi\"ed to the present time. A few of these we select. In
mining a.nd quarrying trades the Quarrymen's Trade Associa-
tion, Gateshead, was first in the field, being formed in 1842.
Its membership, wh ich never reached 300, is on the decline.
The first coal miners' union was the Yorkshire Miners'
Association, for med in 1858, and having at the end
of 1896 a total of 50,000 members. Between 1880-80
t hirty-eigh t new miners' unions were started. The total
membership of mining and quarrying unions was, at the end
of 1896, 284,806, which is far ahead of any other trades,
building coming next with 196,000 odd, followed by cotton,
and then by engineering with 139,482 members. Of the
l atter t h e oldest union is the Steam Engine Makers' Society,
founded in 1824, and numbering at present over 8000 members.
The Amalgamated Society was started in 1851; it had at the
end of 1896 577 branches, and a total roll of 87,313 members.
The total membership of the hundred principal metal, engi-
neering, and shipbuilding trades is about 301,506. Of these
130,482 belong to the engineering trades, and 67,500 to ship-
industries. The following paragraph from the
mtroductory chapter will be read with interest:-" Thus it
appears that on the whole the average age of the trade
unions now in existence is about eighteen years, and that the
majority of the societies in existence have been formed since
1880. If, however, due weight be given to member hip, we
find that the average age is over thirty years, the societies
comprising the bulk of membership still in existence having
been formed in t he period from 1850 to 1889. The figures
seem to indicate that large numbers of small local trade
societies are formed every yeax, ma.ny of which have only
a. short existence, being frequeutlv meraed in the larae
am&lgamated societies." o o
Turning now to another impol"tant point, namely, the
finances, we find a " summary of accounts of 100 principal
trade unions for 1892-1896." From these we aain take
and quanying and metal, engineering and
mg. Fomteeo unions are included in each. For the first,
the unjons repre ented in 1892 201,696 members;
the total mcome was 265,363, and the expenditure
225,799. In 1806 the membership of the same unions had
fallen to 195,653, the income to 221,640, and the expenditure
to 156,472. Of the expenditure of 1892 3 0 per cent. went
in "unemployed, &c.," benefits, 51 5 per cent. on disputes.
In 1896 270 per cent. of the expenditure went to the W1-
empl?yed, and same on disputes. The greatest ex-
penditure on dtsputes wa-s m 1893, when it reached 68 2 per
cent., by far the highest reached by any union. In tbe metaJ
engineeting, and s hipbuilding unions in 1892, the totai
expenditure was 510,297, of which 42 5 per cent. was ex-
in "u?employed, &c.," benefits, only 5 1 per cent. on
disputes, whilst 13 4 per cent. went on superannuation
benefit. Iu 1806, out of the 473,991 spent, 277 per cent.
toward "unemployed, &c.," funds, 7 3 per cent. to
d1spute benefit, and 19 5 per cent. on superannuation. In
1894 the largest percentage expenditure on unemployed
benefit occurred, the figures being 462 per cent. out of a
total of 577,251, the largest expenditure in the five years
enumerated. In 1896 the largest dispute benefit is recorded
namely, 73 per cent. What will it bo for '07-'98? '
Thus at the time recorded the engineering trades showed
the lowest expenditure on disputes and the highest unem-
ployed benefit. The total income of 1,675,645 produced by
the one h undred selected unions has been raised mainly by
the contributions of tho 966,953 members at an a,verage r&te
of 1 14s. 8d. per head. The trade groups which approach
most nearly to this. average aro the building trades,
1 14s. lOd. ; the text1lc trades, 1 lls. 10d. ; the printing
trades, 1 17s. 6d.; and the woodworking and furnishing
trades, 1. 1_8s. 1Qid. which fall below this average
are t he mmmg and quarrymg group, 1 2s. 8d. ; the clothing
trades, 1 4s. and unskilled labour a.nd miscellaneous
groups. The metal, engineering, and shipbuilding group
sta.nds, however, far above the general average with an in-
come. 3 3s. per member.
Th1s.1s accounted by the fact the engineering unions
for med at a penod when fnendly benefits were con-
Sidered at least as tmportant as trade benefits and a liberal
scale of contri butions was laid down most 'of the other
skilled u nions do not provide so many benefits, and conse-
quently do not require so large an income per head. The
balance of funds in hand of the 100 unions wa-s 2,168,989, or
4s. l<>td. per member. The older unions present the
average of in hand, though it is doubtful, if
liab1lit1es taken mto account, whether ma.ny of them are
really so nob as u_nions with fewer liabilities showing loss
funds. The engmeermg, &c., group held funds averaging
3. 7s. Sfd. per member, and the textile group 3 4s. ld.,
while a.t the other end of the scale the trades
only average 16s. 7!d.
The following ta.ble is of considerable interes t when taken
in conjunction with data already given :-

&c.
Uncmployod, &c., bone fit ..
Dispute bcnoftt . . . .
81ck aud nccidcut bonofitil ..
::Superanuuntton benefit.. . .
Funeral benefit . . . . . .
Other bene6 t_, . . . .
Working and other ex po118cs
Total . . . .
Total
expenditure.
Amount Pcrce11tage
per hc.'\d. of totnr
cxpouditurc.
s. d. Per cont.
.. o 6 ., tso
. . 0 3 2k . . I 2 6
. . 0 6 1,l . . J!l!l
.. o 211! .. nv
. . o 1 . . u 1
.
2S.S,2i7
128
241i,838
141,983
75,895
&-1,681 . . 0 1 4 (j 2
270 4t8 , . . 0 5 7 '" 21 8
1,299,230 . . 1 5 .. 1000
We regret that space does not permit us to givo further
extracts from this most valuable and important repor t. We
THE EN G I N EER
must, however, quote the following, which answers two
frequently a-sked questions, viz., the total number. of
unionists and the proportion borne by them to the mdustl'lal
population of the United Kingdom.
"The first question is practically answered for the first
t ime in the present report. A few societies no doubt have
not been traced, but it is unlikely that their addition would
increase the total membership to more than a million and
a-hall, at which it may be safely stated. To the second
question, however, no complete answer can be returned in
the absence of accurate statistics of the nun1bcr of the
manual labour classes who could properly be included in the
total for tho purpose of comparison."
" So ftw as the department has been able to make an
estimate from the sources available, the total. for the United
Kingdom would appear to bo about 7,000,000, and if thi s
fi gure be accepted in tho absence of a better, it would appear
that of tho mon in the United Kingdom belonging to the
classes from which train unionists &re dmwu, roughly one iu
five actually belonged at the end of 1896 to a trade unjon.
In certain industries, e.g., shipbuilding, mining, building,
&c., of course the proportion is very much higher, the
general proportion given being depressed by tho inclusion of
agricultural labourers and other cla.sses, who are practically
unorganised." In this estimate women are not included.
THE STRIKE AND LOCK-OGT.
THI:: dema.nd for a.n eight houxs day having been officially
withdrawn, the representatives of the federated employers
met on Wednesday, at the Westminster Palace Hotel, to
consider the situation, Colonel Dyer being absent on the
Continent. The chair was taken by I\Ir. Si nclair Scott.
Communications were addressed to the Joint Con'lmittee of
the Allied Trades, as follows :-
" The Federation of Engineering Employers' Associations
Executive Committee.
J anua.ry 19th, 1898.
"To Mr. David Brown, Secretary of the Joint Committee
of the Allied Unions, Lord Nelson, Nelson-squaxe, Blackfriars,
S.E.
" Dear Sir,- Youx letter of the 15th inst. has been sub-
mitted to a meeting of the Executive Committee of the
Federated Engineering Employers, h eld to-day. They are
pleased to note the withdrawal of the demand for a forty-
eight hour week. In reply, we are instructed to say that,
subject to hearing from the Allied Trades Unions confirming
the acceptance of the conditions of management mutually
adjusted at the recent Westminster confetcnce, and on the
understanding that there will be a resumption of work
simultaneously in all workshops of the Federated Employers,
the employers are prepared to reopen their works to members
of the allied unions on 1\Iouday morning next, the 24th inst.,
at the usual starting hour. In the firs t instance, the
employers can only restart a portion of the men, but when-
ever they are in a position to do so the remaining vacancies
will be filled up as rapidly as possible. Iu order to enable us
to make the necessary an-angements, it is necessary for us to
hear not later than noon of Friday, the 21st current, at the
Hotel 1\Ietropole, Northumbedand-avenue.- We are, yours
truly,
" THOMAS BIGG.\RT,) J . t s . t . - ,
" J A!IU:S R OBINSON, i Olll ecre ane:;.
In reply to Mr. Bames's letter the following was sent:-
" To Mr. Geo. N. Bames, Gen .. ' eo., Amalgamated ociety of
Engineers, 89, Stamford-street, S.E.
"Dear Sir,- Iu further reply to yours of tho 17th, we have
pleasure in handing you a copy of oux reply which has to-day
been addressed to 1\Ir. David Brown, secretary of the joint
committee of the allied trades.- We are, yours truly,
"1'HOMAS BIGGABT,) J . t S t . ,
" J AMES RosrnsoN, J om ecre a.nes.
Meetings were held yesterday-Thuxsday-of the executive
committee of the .Amalgamated Engineers' Society and the
Allied Trades to deal with these letters. Up to the moment
at wbich we go to press nothing had been wade public con-
cerning the results.
. A meeting of representative:> of the engiueer-
mg firms m and the district was held at Barnsley
yesterday, when tt was agreed to throw in their lot with the
Employers' Federation. A deputation from Wakefield
attended, and gave an encouraging report of the position in
that The owners resolved to post lock-out notices at
the vanous works on Saturday, giving notice to 25 per cent.
of the union men, and like notices to 75 per cent. on the fol-
lowing week. This is the first move the employers have
made in Barusley.
In July las t the members hip of the unions affected was
as follows:-
Am.'\lgamated Society of Engb1eer$.. . . . . . . !'ll,!ll!l
Steam-engine Makers' Society . . . . . . . , . . . . 8,400
Allllllg:unated Socloty of Tool makers . . . . . . . . :?,3!10
Uuited Mnchine Workorg . . . . 4,12!1
United Socioty of SmilhH nnd Hruumetmon . . . . 960
London and Provlucial . . . . . . 41
J .ondou and District Society of Drill en< . SW
London United Society of lll"ll$!6uishon; . . . . Si!!
J.oudon aud Provincial Hnmmennen . . . . 253
SciouWh: lnslrurucut M1.1kons tiooiety : : . . . . 1HI
'rota! .. . . . . .. . 10\l,S!?<J
AccoRDING to the fourth annual report of the Labour
of. the Board of Trade for the yenr ended June 30th,
189t, had been received of three new profit-sharing
schen:' es of Bntish lhms, and also of the existence of two schemes
of tbtl! nature prior to the beginning of that year- one in
the other m the first half of 1896- but no pa.rticula.rs as to
wh1eh hnd been known to the Department, while ni ne arc reported
to have ceased to be in opemt10n. of three schemes
part!culars as to which could not be obtained, the number of profit:
schemes known to be in operation at the end of June 1897
was nm.ety-four, compared with 101 at the end of June,' 1896:
These firms employed an average of 47,075 persons, as
compared WJ.th an average of 29,069 persons employed by profit-
sharmg firms at the end of June, 1896. Of the total 23 579 were
employed in the engineering and shipbuilding trades,' 50S2 in the
food and tobacco trades, and 4531 in gas and tar distilling works.
Out o_f cases in which. partidulars on this point were
supphed,_relatiug employmg 20,039 persons, no bonus was
pa1d 1896 m _twenty-three, with 3654 ; while in
the remammg forty-mne, WJ.th 16 385 a bonus was paid
to 12,0-12 of tlie the rate_ 10-3 per cent. on
as compared w1th 6 1 per cent. m 189:>. 'fhe mean bonus
tn. all cases was at the rate of 4 9 per cent. on wages, ns compared
w1th 4:7 per cent. in 1895.
-
JAN. 21, 1898
LETTERS TO THE EDITOR.
( We do not lwld respowsilJlt
corrup011.dtntd. )
for tltt opi1oioM of Ot,,
AMERI CA>'\ PERMANENT WAY AND LOCOMOTl YJ::S.
Sm,-l n recent numbers of TH& there are some
references to American milwo.ys which need a little qualification.
Mr. , tretton, in n. letter published December 3rd, states that
" 'l'ho American ballast is large broken stone, and is, therefore,
P.erfeetly dry," thlli! that this i,; the general practice.
f bis, however, is far from bcmg the case, for while stone and shlg,
which are equally good for drainage, arc extensively used on
many of the busiest divisions of the mo:;t important milwoys, yet
by for the greater proportion of ballast on lines of every degree o [
importance is grnvcl. 'l'bis materinl is of very varying tunlity,
ranging from clean, comse gravel, which is almost as good :1S :;tone,
to dirty gnwel, which is little better t-han the e<u-th and sand uscfl
on runny Western line$. In disclk"'l!ing the question of :<lcepers, in
your of Novemher 2oth. you givo the cost of Americ1\11
sleepers a.-< h. to ls. lid. , b\lt this is entirely too low for TUI\in line
work, as an average.
Iu order not to make mere general statements, I give somo
actual prices for sleeP.ers on certain roads, with the number of
sleepers per 30ft. roil, taken from a table of permanent way
standards of fifty railways, compiled from official information, and
published in my recellt book on "Railway Track and 'l'mck
\Vork" :-
Rt1ilway.
Kind of
&leepor.
Atchisou, Topoktl,
Santn f'e
I
's.
and Oak, pine, 1
s pruce
Chicago, llurliugton, and
Qnincy
Ook
Eric . . . . . Ouk
Erie . . . . . . . , Pine
Illinois Central . . . . . . Cypress and
Otlk
Onk Lake Sbore aud .Michignu
Sou thorn
l.ehigh Valley . . Oak
:!
)
-
1
Lebigb \'alley , . . , . . Pine
New York Ceotml . . . . Oak, pine & 1
New York, New Haven
aud llnrtford
Pbiludclpbill and Reading
Union Poci6c . . . .
Uuion Pncific . . . . . .
chestnut
Oak and
chestnut
Oak
Oak
J>ine
per
sleeper.
d. 8- d.
Stol {1
)

- -
6 to:! 10
0 to:!
Sto:!
)
3
:! 11
:! 1
4
li
11 to:! 3
1 s
:! ll
> I
I !1
X o. of
sleepers
per SOft.
llnllu.st.
lS
IS
Hi
lti
1:!

Stone, slag,
burnt clay,
aud gnwel
Gnwel n.ud
burnt clay
}
Stone, slag
nod cinder'>!
Stone nnd
gm vel
Gravel
'
hi } Slag, gravel
hi and cinders
h l Stone aud

1S Stone nnd
gm vel
lli Stone, l'lag
nud cinder.-;
1 7
} S_tonc,gnwcl
17
1
cmden;, and
burnt clay
Creosoted or trcnted would, of course, be more expensive.
You also allude to the width of the sleepers in such a way as to
imply that in this country they are wider thau in England. As a
matter of fact, while lOin. is the standard width in England, Sin. is
the most common width in this country, some roads using 9in. and
others 7in. Sleepers lOin. to 12iu. , and even 13in. wide are to be
seen, but ore rare, and are not recognised as good practice. 'fhe
thickness, however, is a rely less than 6in., against the English
standard of 5in.; nnd here, [ think, tho American practi(e is tbo
better. No difficulty is experienced in tamping or " packing "
sleepers in. wide, sixteen ton length of 30ft., which is the average.
In the notes on English permanent way in my address before the
Roadmasters' Association of America, which you published in full
ou November 19th, some reference was made to this point. I
that for rail of 30ft. twelve sleepers lOin.
by ::>m. by 9ft. , gwe a beanng area on the ballast of about 90 square
while sixteen American Sin. by 6in. by syt. give a bear-
lUg area of 90;1, square feet. Th1s 1s about t he same, but in t he lattel"
case the area Is distributed to better advantage.
I n referring to high train speeds, in your issue of December 3rd
you imply that all the phenomenal speeds have been made by
compound locomC!tives. As a matter of fact, however, many of
rWlS have been made by simple engine>:!,
mcludmg runs on the New York Central Railroad, the Lake Shore
and Michigan Southern Railway, the Union Pacific Railway, and
others.
Again, there is a greater diver>Sity of tvpes of locomotives on
Amet;can railways than might be imagined from the remarks in
your issue of December lOth ; in fact, they are probably nearly or
as as England. This may_ be seen from the
dtagrams of e1ght or rune standard types publi::;hed with a letter
from me in THE EN<nNEBH some weeks ago. The builders cer-
tainly do not ::;ny thnt J?.luchasers must taKe engines of certain
types or go to other butlders, and, in fact, the Columbia aud
Atlantic t>:pcs to meet special requirements.
Then.> agam, var1?11S mo<hlications of the standard types arc mado
to sncb. re<JIIuemeut:l. In some the truck or bogie is
omttted, m. others- where a arrangement of driving
wheel base ts spectfied, or where a max1mum axle load is specified for
a heavy engine-an extra. rear bogie or trailing axle is used to limit
the axJe load or support th.coverhanging load behind the ret\r-driving
axle. Al! these changes mvolve spec_ial changes iu the design and
A the drawmgs of a number of modern
Ame.ncan wt.ll show that_hardly two are exactly alike iu
d_eta1l, an? !t ts th? detarls that rcqwre special design and construc-
ttol:!. Dnvtng spnngs ore over or under the axles, and connected in
vartous _ways to boxes; nozzles 1\re of varying diametet
aJ?d betght; var1ous spatk-nrrestmg devices are required by
d1ffercnt ; the may be on the barrel, tb.ront or wagon-
top of the botler; the botler may be of the straight wagon-top
exten.ded wagon-top, or Belpaire and type;
may have an mfimte vanety of arrangements and
; the whe?l base arrangement may ' 'a.ry considerably ;
and mnuruerable spcctal features of construction in frames cabs
axlc-.boxes, fittings, brake _fittings, &c. , may be
reqmred by md1v1dual roads. While locomotive makors eau build
to stock to a certain extA:lnt to meet the demand for smaller
nearly every irnport.\nce has its engines built to
tts own planil and spc011icatu)lls, the latter not only the
design but the fittings and the quality of the matenals to be used.
In some cases. the roads.n:quire that th<: engines m \1St ban! specifi ed
on at a specfied speed, which requires
of destgn on the part of the builders. Then
condtttOns of water fnel will affect sir.e and shape of
botler, fire-box. tube spacmg, water &c. Every superin-
tende!lt of motwe lo.-:omottve superintendent-has his
own. 1dea_s an? speclaht1es, and I have some of the plans and
spcctficatlons by locomotive superintendents of different
rnilw!\)'S, which bear out the above statements.
lJ?- one of thes<: several for a particular class of


reference IS made to o1ghteen special specifications, includ-
mg bo1ler and fire-box steel, axles, spnngs, steel castings, piston-
wheels, tubes,_ &c. 'l'he general specifications are accom-
pauted _by of the of the engine
and mnety-stx. droWlngs . of part.l!, mcludmg fire door,
de"1ces, metalbc packmg, engine and tender frames.
ptsto?s, guides, cab fittings, grates, &c. All of t hese
drn;wmgs and speet6cattC!ns are referred to in the 'generol specifi-
cations, and the concludmg paragraph is as follows-
drawings furnished are .to form a.J?art of specifications,
and conform1ty to them Will be The cot;npauy will
an mspector. at work<> durmg the constructtou of the
and he requ1re the renewal of all parts not in accord-
ance With the srecificattOnS and
Similar sets o specilica.tions and -drmVlngs are prepared for every
'

JAJ.\f. Zl, 1898
class of engine iu use on this road. On another road the specifica-
tion describe the tost..s of materials to be used, and require
all renewable part.! to be "made from the railway company's
:.taud:u-d drawing, and accnrotoly fitted to gnuges and templates
furnished by the compony."
My object in writing the above is not to criticise your remarks,
but to give a better of American conditions and
practice. E. E. Re ::.J::LL 'l'H.\Tli.\N, C.E.
11>36, Monadnock-block, Chicago, U.l:i.A.
TDJ:: PROPORTI ONS OF GI RDER
:m, From the last parograpb of your correspondent's first
letter 1 was quite justilied in assuming that be had the analogy
hetween long !!trut;, and the compression flanges of girders in his
mind else why did be supply the illustration at all, and especially
!!0 when be laid stres:s in the first part. of his letter on t he " wid tb
to length," or, n.s 1 understood meaning to be, stiffness agairu;t
direct quality necessary to the stability of both columns
and compression llanges l
Since he now, as it appcnra to me, the point of his ques-
tion, the whole matter is placed on a narrower and simpler basis ;
but I cannot agree that there is any "absence of data " upon
which it. can be decided, because the whole theory of stiffness in
both long columns and i11 founded on the same law of
elastic del\cction, the mam point of difference in its application
being that for the former the bonding moments causing deflection
- or lateral 1\e,.urc-could only, by reason of the application of
loading being nt the end1:1, be placed on a satisfactory b:\Sil:l by
means of actual experiments; whereas, for the latter, the bending
moment.! upon which the calculations for deHection are partly
b:\.Sed can be found direct by means of the principle of the lever.
In the three illustrative case' mentioned m your correspondent's
first letter the working stresses due from the bending momentt>,
disregarding the lnteral "-an incorrect view, by the
way, of considering gantry girders-are the same; but since the
detiectiolll', which decide the question of stiffness, increase with
the span, it follows intuitively that the depth must be increa.sed in
proportion !!0 as to give the same del\ectioM in all cases, or tbo
crippling loads would not be M stated. With equ..'\1 working
stresses and therefore, the strengths of the three
girders would be equal, and the width nod area. of Hange might be
the same. Conversely tbo width might be varied to produce the
same working stre es and del\octions, and the depths made the
Test 1.
THE ENGINEER
however, I have failed to mnko mybolf clear, or else be has quite
missed the point of my inquiry.
Wi th the laws of inertia and momentum-in a word, with the
laws and phenomena of motion in general I am familiar. I never-
theless thank those who try to explain them to me. But what l
wont to know it, What hM inertia. to do with a girder under a
sta.tic load ! If that. girder is going to break, the resil:ltance offered
by its inertia to breaking will be too small to be worth considering.
1'he neutral axis of a girder is said to lie in its centre of gravity.
This is only a pretty way of saying that there il:l a.s much metal
in the cross section below the neutral axis a.s there is above it. 'I' be
centre of gravity of the girder has nothing to do with the matter.
It has no part or lot in what takes place. If I am told that the
words " moment of inertia, " as apphed to a girder, moan some-
thing quite different from the same words as applied to a fly-wheel,
and nro only intended to e:t.press the distance of an imaginary
lamina from the centre of gravity, then all that I can say iH that.
1 think it t\ very tStupid method of statement, and one very likely
to cause confusion.
I think I could _POint to some splendid structures still standi11g
after yo:\l's of and I am sure the designer never tho,lgh t
of using about inerti a in his calculations. But perhaps
the modern fnsh1on of nssuming that a girder standing a static
stress is on nU fours with a revolving Ay-wheel, or a railway tn\in,
or a projectile, right, and lam wrong.
Jnnuary 16th. RETUI0 ENCINEEII.
FUEL ON SUGAR ESTATES.
Sw, - 1 your corresp<?ndents "Colonial" and "Colonial Engi-
neer" will favour me w1tb their addresses, I sbn11 be happy to give
them a few particnlors of the drying and the use of megnss as
fuel. On a largo o:.tato in Egypt, and other places, steam is
generated entil'ely from megass fuel, pre,iously pa.<;Sed through an
automatic tylindri cal dryer. J. A. D. ROU'J::.
28, St. Martin't.-lane, Cannon-;.treet, London, E.<.;. ,
Janunry 17th.
'm,-Reerring to the cor re>.pondence iu your columns on " .Fuel
on ugar E-.tatcs," the accompanying figures may be of iutere t to
"Colonial Engineer. " 'J'bey give the re ults of boiler tests mode
in the very finely divided megaSI! being used as fuel
in brick of my own design, coustructed and worked under
'l'Cdt :!. 3. 4. 'f \l.ijt G.
I
TCl!t G. 'l'Ci!t i.
55
the same argwnontl! apply, as Lilienthal's experiments show that
so as the path of the bird is inclined at small angles to the
direction of the wind, the latter gi'es very large sustaining power,
and yet only offers very small resistance to forward motion.
When a bird it> moving with the wind, it is not-when the angles
arc downwards and forwards, as is popularlysupro.sed,
but upwards and 1:10 that the 'vind in tb1s case consider-
ably the hird. 'l'o sunl up, it may be said that the soaring
hird is of such a form that, while it can always obtain lifting power
from the wind, the resistance to it.s forward motion is so small that
once it. sot in motion, hy running flight, jumping off a perch, &c.,
it can continue its flight for a very considerable time.
It is interetiting to note that Darwin, in" A Naturnlist'li \ "oyago,"
proposed what is practically the Mme theory. It would take up
too much spnco to explain the vnrious acts of !!Daring described by
difl'erent writer!!, but I believe they depend upon the general
given above. J. D. FULLEliTON, Major R.K
'!'be Brine Hotel, Nnntwicb.
!IIR. li1
1
00NNELL'S " BLOOMER" BNGf NES.
Slll, - l n reply to tbo letter of l'llr. Fletcber, page 10, upon
turning to ono of my old note-books, I find that at the Rugby
engine shed in 1864- 5, I took the leading dimensions of threo
classes of " Bloomers. "
(1} Built at the Vulcan Foundry, 1854, original No. 310, having
dnv1ng wheels 6ft. 6in. diameter, and cylinders 16in. by 2lin.
(:l) Built by Sharp Brothers 1851, original No. 247, having d r iv
ing wheels 7ft. diameter, and cylinders 16in. by 2'2in.
(3) Built at Wolverton 1861, original No. 373, having driving
wheels 7ft. 7 diameter, and Cflinders 18in. by 24in.
I give the oiqitl(t/ numbers m the Southern Division list, in
order that lllr. can easily trace them, but at the timo
when 1 took tbe dimensions Wolverton was closed, and the engines
renumbered in the Crewe list. CLEMENT E. STBETTON, C.K
Leicester, Jan.tary lOth.
FlRt:Lt:SS LOCOMOTIVES.
SIU,-Somo ten or twelve years ago there appeared in
columus an article dealing with the " Honigmann CaUI!tic O:nda
;ystom of l<'ireless Locomotives, as used in France for Tramcar
Hnulogc." Jn clmmoo, I should imagine, with many of your
- -
1'est a. 'l'ost !l. 'J'c .. t 1 0. 11. Tc..t 1:!. TCI!t 13.
-
Vurutiou of .. .. .. . . .. .. .. .. .. .. :l b. 3U 1.0. s h. s:; m. 4 h. 10 111. I a h. 6'' m. t; h. 4S m. !l b. 21 m. j h. 21! 111. li h. 6:! Ul 8 h. 11 Ill. I h. IJ:! m. :! b. 83 11), 7 b. 10 HJ, ll b. 8 m.
{
Putout l'atcnt "wocxi-blii'Ul ng " Onllowcty boiler, 28ft. Multitubul.tu boiler, l:)mu o IUJ &me lld &moM l:)ame IUI &me !Ill &mo lllj
)lc.cri pt\on of builCI' .. .. .. .. .. .. .. .. " Onllowuy" X 7ft., Gnlloway chum bot fn.ll 12ft. Joug X i(t. Ui n. I Cl!I.>! tostii tcstd tests
:!8ft. X ift. length of boiler, 4tl tul)()H dinmctor to [) :! to 6 :! to G :.! t o 5 :! to 5 2 to lj
Totul h unting surfnco In square feet iu boiler .. .. .. .. 800 1048 1011! 104S 1048 13H 13i4 1048 101!! 1048 1048 1048 1048
()rule tuett in squure feot . . . . . . . . . . . . . . . . 4li 41.1 41) <Ill 4l) 4tj 4U 41l IH 411 4ll 4ii 4H
'J'cmpcmturo of hen led nir uudun1cnth firc-&'l'tlc .
'l'omvcmture of Mcgtl8S fuel , .
!SS deg. F.
103 dog. F.
11![> dog. 1-'.
107 dog. F.
151 dcg. F.
11-1 dog. F.
:!00 dog. I'.
104 dog.
213 dog. F.
10-1 dog. F.
17i deg. F. ll-1 dog. F. 207 dcg. Hl7dog. F.
lhl dcg.
183 dcg. F.
!ll! dcg. F.
1!lli dog. 1-'.
!15 dcg. F.
li3 deg. F.
00 dog. F.
1 iO deg.
Ob dog. F. .. .. .. .. .. .. .. !li dcg. F. 18 dcg. F. 115 dcg. F .
)l obturo in fuel .. . . . . . . .. .. .. .. .. .. .. 5!'1 p.c. .')9 p.c. U!l ]l.c. {')\l p.t. C.!l p.c. li9 p.c. p.c . r,n p.c. W p.c. {1!1 p.c. C.!l p.c. C.!l p.c. 59 p.c.
Pounds of Mcgn..'!S fuel burnt, t.oli\J .. 77P5 --11 13,4117 11,7:!:! 23,S.j5 20,5:!tj l . -o )!1,4:30 ] 1,111 il14 H>,Olll 2t,!l3G .. .. .. .. ..
-' t t x,.,'
Pounds of Mcgw<s fuel l>umt per hour 3017 3,:.!00 :!,1131 3,000 s,ooo
., GOO
:!,74!l :?, iO I a 1 :.!,SIJ.j :!,li:J3 2,fJ3i .. .. .. .. . .
- - ' J>ouuds of Megnss fuel burnt per sqottli'O foot grate mca
})CT hOllT . . . . . . . . . . . . . . . . . . . t.)!j GO ;ogo li3'b0 s:,:?l ur.:?t 5-I ' 35 uo-oo 6 tu C. I I>() ti3'00 Jj()LJ() !iiUB uaoo
of feed-water . . . . . . . . .. .. .. .. 1a\J dog. I-'. 1.;7 dog. }', 1.;3 dcg. 1-'. l (i:! dog. 1;.2 deg. F. 145 dog. F. W:> dcg. 1-' l a5 dcg. F. 155 dcg. t'. IIJ7 dcg. 1-'. 16Sdeg. F. 155 deg. F. 157 dog. F.
T tJ number nf cubic feet C\'O}XIrnled .. l!lli 740 :ltl-1 33:! i-10 400 3-IS l!IU HIO 61>8 .. .. .. ..
X\lmbcr of cubic feet O\'aponttod per hour .. .. .. .. ; .;s;
Toll\! uuwbcr of J:'uuds of wntcr e"aporut cd . . .
-
.. ll,!l.j-1
X umber of poun ovuJlOrotcd per hour . . . . . . .. .. 4,Ll27
Pounds of water O\'f\pomted per bour pcr square foot of
booting surface .. .. .. .. .. .. . . , . . . . . 5'3800
Pounds evaporat ed from uud ut :!1:! dcg . .. nh., at me...u1
gtluge prcs.nre l'' \1 ) ..
--
. .. .. ..
-- -- --
..
- -
l'uuuds Wt\tcr O\"t\JXIn<ted at feed tcmpomhll'e per pound of
f l1Cl burnt . . . . . . . . . . . . . . . . . . . . . . 1-;,sa;;
J>ouuds water o,upornted from nnd at :!l:! deg. Fah. JJCr
pouud or fuel l>umt - . .. .. .. .. ..
--
..
--
l 'liW-1.
Jlorso-powcr of boiler nt 1 cubic foot wntcr ovnpomtcd
per honr ; .; Si ..
--
.. .. .. .. .. .. .. . . . .
A\"crngo t<tO.'llll )li'O!ISllrO iu boiler, rcmds per oQU.III'O inch ..
Streu&<tb of chimney dmubbt, iuc cs . . . . . . . . . .
G:! S
to i
::;arue, but this latter arrangement would doubtless involve the use
uf more material. From the above it is evident the whole I(UCS
tion of proportion is to be decided by the usual formul tc for
del\ection, and that the same process of reasoning would apply for
working out. tl:o necessary proportioru; to give lateral stiffness.
.l<'or the reasons given in my previous letter, I could not venture
to give a positive opinion as to whether 30 or 40 to 1 is the best
proportion for width, tboso being, as already sta.ted, only rules for
tenW.tive guidance. I know of bridge girders loaded on the bottom
flanges, unbraced at the top, doing their duty well, which are
only proportioned at about 50 or 60 to L
A confident. liS to tbo proper proportion!:! both for
rlepth and width can only be made by bn.sing all dimensioru; on
rlerived from a clear knowledge of the laws of inertia,
resistnncc. nnrl olMti<> deflection, and, when ;;o based. there need
he no fear n.. to tfio " intended factor of bafety being drawn upon
and reduced," or of the proper ratio of width to
length being frotuently overlooked."
The question raised by "student " is a side iSI!ue which might
conduce to nlter the proportions of a girder, but is more usually
rlenlt with by the of side gussets and stays, bracing
under the floor, or, if the girder be deep enough to give the neces-
sary head room, by menus of bracing to the top booms. Jt it:,
however, advi'llble wherever practicable to suspend the cro'<S
girders to the under:;ide of the bottom boom of the main girder,
or otherwise tbe connection !!0 that the resultant of the
IJearing coinc1de with the vertical axis of the main girder.
January 17th. AD RE-'1.
!-;JR, Your correspondent "!:)tudent " Mks a question that bns
occurred, at one time or another, to most designers of gi.rder and
hridgo work, mtd wbicb, probably, is not !!0 serious as it at first
apponn-c, if the girder or flooring is well fitted up at the root
of the nnglo, und there are sufficient rivet.ll attaching angles to web
to the shenring loud concentrated by the croSI! girder. The
girder nll!o net!! as a tie, nod so prevents, to some extent,
the twisting action in tbo main girder, together with the ungle or
tee.stif!eners in narrow girdel'l', a nd with plated stiffeners in wide
mam be::!t aM'tl.ngoment for conveying the load on
the_ o_f a bndge or wareboUJCe, to a. central position on the
mnm gJrdor, Ill that_adopt.ed in Stricklnnd's improved flooring, which
conveys the load dtroct to the web of the main girder, and thus
avoids llDY accompanying sketch, showing sectional
nod longitudinal \'Jews. W. R. E\'ANS.
Sedglcy-road, Woodsetton, Dudley, January 18th.
Ut,-! am much ohliged to your correspondent Mr. Davies, who
has taken tbo trouble to ab.,wer my Unfortunately,
liSU :;ss
su:!a li3 00 8-1' 7U &1' 14 ;a-au iSi5
4.'),:!37 li,\177 :!0,30 45,17 41,!1 4 35,\lbtj
5,:?70 !i, IS-I c., 14j 4,400 4,&..'0
!I 4 !lOO() 3. (i()))()
4\1,:! 17 1 U,,j\14 2t,l!Ji 4!l, 4 (l -l.ll,l-10 3!l,5-ll!
1 "03:!0 1'33HI l ' iSOO l 'i:!OO J j9()0 J j,j3Q
l ' i 400 1' 4;,()() 1 . btl()() 1'bl>OO 1'9i00 1-9:!110
86'21j t\3'00 S-l'il! &1'14 i3'3li
- .. --
' . "
lW:! 6i O 630 lii'O U:! O Il l -:;
fto i Ho i 1 to i 1 to i Poi
my supervision. 1 trust "Colonial Engineer " will send you the
reijuJts of trials anrl analyses for publication.
London, J anuary 17th. LLEII' ELLYN JO.NES.
OIL E.NO INES IN LIGHTHOUSBS .
Sut,-[ btwo just soon the on this subject, which
recently in yo1u paper.
l'o Messrs. Priestmau Brothers undoubtedly is due the intro-
duction of the oil engine for lighthouse purposes; but for the
euormouM amount of work they did, and the expense they went to,
the prejudices Rnd conenati ve wnya of the different bodies, would
never have boon overcome.
'ir at Trinity House, beca!De a strong advocate
fllr thetr adoption, hut the greatest bar to 1t was that no engine
could be found that would work with the ligbtbo\ll!e oil having a
lire of :l70 dcg. Fah., or ul1<1ut :l.')O dog. A bel close test. I n 1891
'ir Dougll\1! cncouroged me to produce such an engine, and
in l 9'l 1 C:\pcrimcntod fully in this direction, sending no
up to the 'frinity House Wharf, which ran upon the heavy
o1l day oftcr day for two or three weeks, nod thil:l was said to be
the first engine that bad worked with it, the consumption being
101 lb. per brake horse-power per hour. Unfortunately 'i r Jamos
DouglM had n serious illness, and although the starting lamp was
the only detail that did not find favour, no further encouragement
Wt\.S gi\'en, nod T believe only two oil engine installations ba.ve been
set up hy the Trinity Brethren since that date. It was contem-
plated to replace all the uncertain and unreliable bot-air
with oil, but witb ' ir James Douglas's illness and retirement. the
whole question was shelved. '!'he oil engine is so pre-ominently
suited for lighthouse work that it is a matter of surprise that it
has not been universally adopted for the purpose.
_The engines referred to t\.S tixod at Lundy Island no doubt work
Wlth the heavy otl alluded to, and therefore rank under a different
category to those fixed fot the Northern Lights, where oil baving
a point of 100 deg. or 110 deg. Fah. A bel close test is used.
1\lnuchostor, 8th. J. E. WEYillAN.
SOARING BIRDS.
. ' ut,-ln a recent article on " Flight aud Machine!' 1
pointed that '.'no whatever, or, m other wdrds,
no power, IS reqUired for !!01\nng fllght, and provided the wiud- or
air suitable, and proper arrangement.! are made for com-
bining it with tbo there nothing to prevent this class
of flight being cnrriccl on indefinitely without auy artificial aid
whatever. "
AI! subject n very interesting ono, I propose, with your
pcrmi'<l!ion, to explain briefly how, in my op1nion, this curious result
is brought about. I t well known from the researches of .t'roude
Rankine, and others, that n certain form of body, if once started
in a. fluid, will theoretically move on for ever because
the body is in dynamic O(Juilihrium. '
_Now consider a bird try1ng to soar in still air. Its body is of the
farr-sbnped form, and consequently meets with very small resistance
from a frictionlOM fluid like air. The outstretched wings nii'O as
sbo";t by Table V. ?f Lilienthal's " Der Vogolflug," offer an' in
defiUJtely small res1stl\nce to forward motion when inclined at
smal_l angles the bird'!! path, while. at the same time there is
considerable hftmg power. Hence, prov1ded that the bird moves
with sufficient vclCicity to generate the lifting force, there is no reason
why it should not continue it.s flight for long periods, as it ha_q,
praotit.:nlly no to overcome.
No:!.t ll\ke tbo CtlllO of a bird l:loariog agaillllt the wind. E:!.acily
4!10
il'Sll liO' OO i0'48
jij &l \iS"37 woo
:.'!1,!187 >o II:Jil - , .. ll,!l;i4i :?!1,!137 3-S,S4
4,300 3,t.W 4,:l0ll 4,tiSS 4,lii 3,{fU3
4. 1(;()3 3 ;,()()() 4 1000 4' 473:! 398.Ji 8'i81u
3:!,1131 3:!,1.131
,,., - 8
--,I V 1:!.9!;4 3;?,iii 1 3S,!l
l 'lil:!l 1-6-100 1-4ti,j() l ti$00 1-.j;.t:! l. fxi39
};;,;:! l'tli9-l 1'Ul:!7 1'b:! IS l'il:!i 1'7000
il'31i liO 00 iO 48 iH'Sd us3; !);, -00
tit)':!
I
ti4i. t; ud o lli'O li3 I 68'7
l ti; i Poi tt.oi H oi nos
reader!l, 1 felt impressed with tbe ingenuity of the system, and its
general adaptability for l:IUoh a purpose. Since then I have not.
seen any further notice of it in your columns or elsewhere, so am
loft to conclude that it f1tilcd to realise the hopes of it.ll promoters,
and has fallen into desuetude. Possibly I'Ome of you numeroutS
may be in a position to enlighten me as to the reasons
which btwo mainly contributed to its collnp<ie.
London, January 18th. Assoc. MEM. INST. C.E.
AMk:RlCAN CYCLOMETERS.
'w,-1 " L. 'f. A .. ]." will sit on his bicycle in the position that
he usually rides iu, and then get someone to measure the dil:ltance
from the ground to the centre of the front wheel, I tbink be will
find the explanation of the over-registering of his cyclometer. l u
the case of a :l8in. wheel this distance should be, of course, 14in.;
but in all the wheel!! I have tried it is nearer 13Ain. than 14in.
Tbis is enough to account for the discrepancy; but if the cyclo
meter is arranged to register miles of 5000ft., all the data for
detecting this ure contained in the cyclometer itself. All that is
necessary is to spin the wheel, and see how many revolutions nro
necessary to run the dial ur. to one mile ; then by a simple calculn
lion the length of the m1le can be deduced from the nominal
diameter of the wheel, M printed on the cyclometer.
Cnmborne, January 15th. J. S. V. BtCJU'Oli.D,
RAlLW.\Y SPEEDS.
Sw, - Referring to the article on the lllicbigao and Lake Shoro
run of Novemher 15th, 1895, printed in THE EI>GJNEt-:N. of Marcb
27th, 1896, it is stt\ted that the fastest mile was run at o.
speed of 923 miles per hour. If that is correct it knocks on the
bead the world's record-as 1:1tated in 1'HE ENOINEEII of the 7tb
inst. , under the title of "Mechanical Engineering "-of 90
per hour by tbo now Midland single.
If the 92 miles per hour be correct, 1 should like to know under
wbatoircumstanoes it was made. ! alsoagree with " H. P. N.," and
bnvo every confidence that some British locomotive could betLt the
Amer icnn record if it was found necess.'\l'y. A. E. .
Hermit Lodge, Stockbridge, January 18th.
RJULWAY SPEEDS. '
. ' tu, - Jf your correspondent" H. P. N. "-THE EN<.. INE11, JniHUltV
7th, page 7- will state specifically what " fuller details" be detiire"s
to have, nod for what purpose he wants them, I will ;,oe what 1 can
do, in the way of meeting his CB.ABLEI! Rol'S-MAIITJ::N.
26, S.W., Jan 13th.
WASTE HEAT AT SE.!.
'111,-A ftor reading your loader on the above subject it occurred
to me that some simplification of your method was possible,
lMtead of warming water in the exhaust beat of the funnel, why
not force some of tbo funnel gases through a filter to remove tba
soli d matter iu suspension, and then pass these gases themselves
through tbo cylindor jackets/ The scheme certainl y has nothing
to commend it to tbo amatour engineering artist, but I do not soo
that that any reason wby it should not buatisfactory in practice,
1b is certainly J. S. \". BltHnm>.
Camborno, Jct:nuo.ry Hitb.

56
THE ENGINEER
JAN. 21, 1898

p A I E N G E H. T E A H I p
)JE::iSR:-3. A .. \XD J. IXGLI:i, Bt;lLD.J::R::i EXGIXEBHS








THE SCOTL-\.
BRUCE.
)fEssns. A. A.'\D J. bGLIS, shipbuilders and engineers, of
Pointhouse, Glasgow, have recently built a somewhat unique,
and certainly interesting, steamer, for the conveyance of
passengers between Port au Basque, in Newfoundland, and
Sydney, Cape Breton, in connection with the Newfoundland
and Canadian systems of railways. The distance from port
to port is about 100 miles, and the vessel has been designed
to make the run in six hours. 1\fessrs. Reid, of Newfound-
land, who have founded the line of steamers to perform
this service, entrusted to 1\Iessrs. I nglis the task of producing
a vessel in all respects suitable for the work to be accom-
plished. The s.s. Bruce, the pioneer steamer, an illustration
of which we are enabled to produce, is the result. The navi-
gation of the waters in which thi s vessel will be employed is
attended with some difficulties. Not only are storms of
frequent occurrence, but in the months of winter and spring
large quantities of drift ice are commonly encountered.
To obtain the necessary speed and carry all that was re-
quired on a suitable draught of water, it was e sential that
the Bruce should be built of steel, but in ..,;cw of the severe
structural and local stresses to which she must inevitably be
subjected when at sea, it was necessary to afford adequate
stiffening and means for pre\enting penetration or abrasion
by ice. Hence the frames are more closely spaced than is
usual in vessels of her size, numerous web frames associated
with arched supports at the main deck and adjacent to the
water-line are fitted throughout her entire length, and a belt
of Sin. greenheart planking, with a. steel sheathing over it at
the fore part of the vessel, is further provided. Indted,
throughout the vessel, every precaution has been taken with
a. view to ensure her efficiency and safety when running
swiftly from port to port, while, at the same time, the
material'! employed have been most wisely, judiciously, and
economically distributed.
The dimensions of tho Bruce are 230ft. long, 32ft. Gin.
broad, and 22ft. deep, her gross tonnage being 1260 tous. She
has been built with very fine lines, a considerable ri se of floor
and with a graceful outline, which gives her the
of a large yacht. Our illustration shows the Bruce when
running at a. speed of upwards of 15 knots on the measured
mile at Wemyss Bay. Not only has the structure of the
vessel skilfully designed, but her internal fittings
are It is really most interesting to
note wtth what tngcnUtty pa scnger accommodation of a
somewhat extensive character has been provided in so small
a vessel. The Bruce has berths for seventy first-class and
one hundred !.econd-class passengers, and the accommodation
is of a very luxurious kind. The berths are between the
awning and main decks, where there is also a special ap;.rt-
ment set apart for ladies, and at the fore end for the officers'
quarters. Besides these a large and handsome dining saloon
is situated on the main deck, richly upholstered and fitted
with unique little window recesses, which, besides adding to
the appearance of the apartment, furni shes additional dining
It is done 1!-P in dark mahogany panels,
frmged \vt th gold. The cham, arc uphol stered in blue
morocco, and the Boor is laid with a Turkey carpet. All the
other r ooms are in dark polished oak. A large smoking-room
is also provided on the main deck.
Br.uce _i.. further fitted. with a complete installation of
electnc together wtth an electric search-light ; has
Lord Kelvm s deep sea sounding and compasses,

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abo Caldwell"s t.team steering gear and winches, Weir's
evaporators and pumps, Alley and feed-
water filter:>, and llowden's forced draught. . he is steam
heated throughout, and in every detail of the sanitary
arrangements the health and comfort of the passengers have
been attended to. Six li feboats, having accommodation for
250 people, are hung in davits. When fully laden she carries
350 tons of cargo in her holds and 250 tons of coal in her
bunkers.
The contract speed for the Bruce was 15 knots-and to obtain
thi s Messrs. Ingli s fitted her with triple-expansion engines,
which we shall illustrate in another impression, having
cylindets 26in., 42in., and 65in. in diameter, with a 42in.
stroke. Steam is supplied from four boilers loaded to a
pressure of 160 lb. per square inch. When on the measured
mil e a mean speed of about 15;! knots was obtained with an
indicated horse-power of 2200, the engines running at 90
revolutions per minute.
The vessel has arrhed safely at Newfoundland, having
performed the voyage at a mean speed of \ery little under
15 knots, a most satisfactory performance. She has been
running some li ttle time on her route and been gi\ing most
satisfactory results.
D. RIDLEY.
\\"t: regret to record the death of Thomas
Ridley, A.M. Inst. C.E ., of Middlesbrough and Redcar, a well-
known engineer and contractor in the North of England. Mr.
Ridl ey has been out of health for some time past, but it was
only at the close of last month that be reti red from active
work, transferring hi s extensive business, as was announced
in these columns, to his John Hindm!l.rsh,
Thomas W., and Charles A. Ridley.
The late Mr. Jticllcy, who was born at Acklington,
Northumberland with which county his family have been
associated for generations-in 1825, was connected with
engineering from early lifo, his father having been associated
with the construction of some of the earliest railways in
England, among others, M assistant engineer in the laying
down of the Newcastle and Carlisle Railway, the Brandling
Junction line, the Newcastle and North Shields, the Border
Counties line, &c. His the subject of this obituary,
commenced hi s career with Henry Welch, C.E.,
county surveyor of Northumberland. Afterwards he was
engaged in connection with the earliest works at Warkworth
Harbour, designed by Sir J ohn Rennie, and from there he
proceeded in 18!5 to the Whitehaven Junction Railway, then
in course of construction, with 1\lr. John Dixon, of Darlington,
one of George Stephenson'b nssbtants, as engineer. In 1846
and 18!7 the late Ridley was engaged as one of the con-
tractors in the construction of the reservoirs at Harlow Hill
for the Newcastle and Gate. head Water Company. Far sub-
sequent to 1848 he conducted various engineering, &c.,
operations in the Newcastle di strict , among them being t he
erection of a portion of the engineering and shipbuilding
works established bv what is now Pnhner's Shipbuildill"
and Iron Company, Limited. Mr. Ridley wab engineer and
manager afterwards in the construction of the Swainson
Dock at West Hartlepool, and subseouently he was connected
with the laying down of part of the BordeJ; Counties Rail-
way, near Hoxbnm. Then he constructed the Waskerley
Deviation of the Stocktou and Darlingtou Railway, and also



the line from to Ri;:carton for the Border
llnion Railway, this la-.t being a very difficult and ...
undertaking. I n 186! he became engineer and manager for
the contractor for the conc;truction of that portion of the
Thames Embankment between Waterloo Bridge and tho
Temple Gardens. 1\Ir. Ridley de,;igued the cofferdams pro-
vided for excluding the water, and these were adopted, though
at first the engineer-in-chief, Sir J. W. Bazalgettc, favoured
the employment of cai ssons. Afterwards Mr. read a
paper on these cofferdams at t\ meeting of the Institution
of Civil Engineers, and the awarded to him a Telford
l\Iedaland Premium.
From 18G9 to 1874 lllr. Ridley carried out the various
works in connection with tho extension of Middlesbrough
dock, and since then has constructed a. section of the
Whitby, Redcar, and Middlesbrough Union Railway- now
amalgamated with the North-Eastcm Railway; the railway
works for the (Jreat Eastern Hailway, near Chingford; the
piling and excavations at Parkeston, Harwich, in connection
with the conti nental traffic of the Great Eastern Railway;
a. new branch railway in Durham for the North-Eastem
Railway Company; the graving dock at Cargo Fleet for the
Tees Con!>ervancy Commissioners ; the new ferry work, at
Middlesbrough for the Corporation ; heayy of piling,
concrete, and masonry for the construction of the new
Dowlais Iron and tecl Works, at Cardiff; filter ponds for
the Cardiff Corporation ; the extension of the 'llnion Dock at
We t Hartlepool ; large extensions of the Consett I ron and
Steel Works; piling works for the Bute Dock Company; the
erection of ,alt, chemi cal, and steel works at Port Clarence
for 1\Ies::;rs. Bell Brothers, Limited ; besides numerous other
contracts for the extension of industrial work .
The late Mr. Ridlcy was at one time chairman of the
Kirkleatham Local Board ; a member of the Kirkleatham
School Board ; a governor of the Coatham Grammar School ;
a member of the Middlesbrough Free Li brary Committee;
president of the Hedcar and Coatham Literary I nstitute, &c.
Ho will bo much 111issed in business circles on Tees-side,
whete his geniality and high professional integrity gained
him many friends.
L\l"SCII. Ewlc's Shipbuilding and Engineering <,; >mpany ha.'!
this wock launched from their yard nt Hull the four steam trawler,;
Kitty, Lily, Plover, and Htarling, two heing for the F'l eetwoocl
"tcal'l l<' ishing Company, nod two fc>r the Pioneer F. <:o., Lttl.,
of Grimsby. nre all :;ister ships, 105ft. long, 21ft. benm,
nnd 12ft. tiin. depth of bold, nnd they are built with extm scant-
ling:; over Lloyds eta:;.., to make them the hotter suited fer
the rough work of North Sea fishing. They will be fitted hy tho
huildeN with triple-compound engines of their special de:;ign for
this cla.";; of vessel.
TU.\OF. o\:SO Bt"..,I:SE ... A:s:soc:s<:E.ME:ST'.-)fessrs. and
:llann, Ltd., Batbville Hteel Works, Armadale 'tation, Linlitb-
gowshire, hnvo made nrmngements with llfr. Moore-the inventor
of pump for the :>le manufacture nnd l:iupply of his new
patent coal Willinm George Walker, of 47, \'ictoria-
strect, Westminster, hn.s been appointed consulting engineer to
'fhe'l'aylor llydroulic Air Company, Ltd., of Montrcnl ,
Canada, and ('c>lumbia. 'fhe company will shortly com-
mence operations in this country with olth:es in London.-Tho
business carried on by W. H. Wilcox and Co., engineers' stores, oil
refiners, &c., has been converted into a limited liability company
for family :::>. tit rakor, A.M.I.C.E. , has become tbo
London roprcsontativo of the Yulcan Ironworks, Bristol, o.t 110,
Ca nnon-stroo t.

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GOLD FIELDS \Y.-\.TER SCPPLY.
No. I.
TaE:"Go,eroment of \Vestern Australia. has Yery properly
assumed the responsibility of supplying the inhabitQDts and
industries of the great gold centre of Coolga.rdie with an abun-
8a.nce of good water. The scheme for bringing water bom the
Greenmount-Darling- Ra.nges, prepared by their chief engi-
neer, :Mr. O'Connor, M. Inst. C.E., has been adopted by the
Legislature, and credit of the Colony has been pledged for
a loan of two and a-boJI lllillions sterling, the estimated cost
of the enterprise. According to the most recent information
work is to be commenced forthwith.
So great of late has been the scarcity of water in these
Western Australian gold fields, that the deYelopment of the
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mines has been much retarded, the mining operations base
contracted, and in some places ha.Ye absolutely almost come to a
standstill. As soon as tho superficial store of alluvial gold
was exhausted the want of water for crushing purposes became
urgent, but dUl'ing the last year the situation became so acute
that the watet supply has been harcUy sufficient for the drink-
ing and domestic pwposes of the population.
The Premier of the Western Australia Legislative Assembly,
in moving the second reading o the Coolgardie Goldfields Water
Supply Bill, said, " There was not sufficient water for crushing
anywhere. \Vater was being sold at the condensers at from 4d.
to 6d. a gallon. It cost a potmd to water my fi"e l1orses. . .
I found a 11umerous population of hard-working men as dirty
as eyer they could be. water to wash in-scarcely enough
to drink." He found fifty men at an inn at a. place cruled
Burdock, waiting for a team expected in the C\' ening with water.
Only three mines were at work, and to these they had to carry
salt water several miles in order to crush with it. At the
large centres of Coolgardie and Kalgoorlie the people had to
depend on condensed water at 2d. or 3d. a gallon. In fact , there
wo.s a water-famine and little hope of alleviation, for there is
a permanent deficiency of rainfall. No stock can be raised,
and the painful sight of tired and jaded horses left to di e on
the roads met the eye during the month of December. " The
stock required for the meat supply was sent up by and
killed as quickly as possible." .Men refuse to bring their
families to the gold fields, as the cost of them with
water is more than they can afford, and they would in consequence
be l<ept iu dirt and cliscomfort for a large part of the year.
All these evils have determined Go,ernment to undertake the
duty of ptoyiding a. supply of water on a large scale from a.
permanent source. Hitherto it had endeaoured to meet the
immediate difficulties of the case by constructing small local
reservoirs or tanks in the Coolgardie district; but, as the aerage
rainfa.ll of the year did not exceed 5in. little could be hoped for,
and, as might be expected, the cost was'prohibithe. Some
of the reservoirs never filled, some of them were brackish, and
in the dry season water fit for domestic purposes could only
be supplied from the condensers at a charge of 4d. to 6d. a
gallon. To their chief engineer :Ur. O'Connor, therefore, was
entrusted the prepruation of a scheme for supplying water from
the only certain and practicable source known, the Darang or

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58
Greenmount ranges, on which the precipitation from the
vapour wind bome from the sea is unfailing and plentiful.
Mr. O' Connor, in his teport of the "Proposed Water
Supply by Pumping from Reservoirs in the Green Mount
Ranges," disposes of the alterna.ti ' 'e possibilities of local
reservoirs, or artesian and other wells, which have been
a.dva.nced as a means of meeting the wants of the district.
H e shows tho.t the sites for local resenoirs, as far as
known, in the Coolgardie dist tict are " few and small, and
generally From the experience of those
constructed up to date, but which have a "capacity of
only about a. million gallons, there ar e many of them
that have never filled, some of them into which hatdly
any water has come o.t all, o.nd some of them leak very
badly," in consequence of the- fi ssured kaolin formation
which gener ally pre,ails in the district. Moreo,er, they
have been very costly, being on the gold f\ elds, and owing
t o the difficulty of getting plant and materials to them.
He also s tates in one of the appendices as follows :-
lt would nppear thnt. the quantity of wnt.or impounded in lhello
reservoirs, ns n whole, during the twelvo monthll ending Novowber
30th, 1 95, approximnted very closely to the tot.'\1 capacity of the
reservoirs a.'! n whole, tho quantity of wnt.or impounded being, in
round ligurcs, ten million while the total capacity of tho
reservoirs in round twelve million gallons. A lnt-ge
portion or the water impounded wns, however, by evaporation
and absorption, M)' pt'Ohahly four million gallorut, and that would
bring the actually IU'ed to, say, six million gallons,
compared wtth tho total capncity of tho re,;cr\oirs, which is twelve
milhon gallonq. 'J' ho of tho reservoir; per thousand gallons
of capacity must therefore he multiplied hy two, in order to get
nt. the cost. per thou..and gnllons of effective result. 'l'he of
the rcservoiN htl\'ing been nbont "2 per thousand gallons of
capacity, tbo c:o.<1t per thons.'\nd gallons of effective resul t ba.s, there
fore, nmountefl to, say, 4. On this basis, theinterestr-at, S.'\Y1 5 per
cent., to allow for n fund-on cost per gallons
would bo, say, 4s. '!'nking stx million gallons as the quantity sold
in a year, and a."-'!uming the number of caretakers to have been
nine (9), at 150 per nnnum each, the cost of caretaking would
apparently amount to nhout 4s. 6d. per thousand gallons. 'l'he
cost of wnter from reservoirs of this description would,
therefore, nppenr to nmount in all, for interest on cost and care-
taking only- without counting mnintcnnncc, concerning which J
have at the moment no data- to Ss. 6d. per thousand gallons. Jf
the cost of mnintcnnnce wore included, the totn\ cost would
probalJiy be shown to boat lonst 10s. per thout<and gallons utilised.
It would appear, therefore, thnt wnt.or can be supplied, by means
of the proposed pumping scheme, n.t much less cost per thousand
gallon.q, tbnn by mcnns of reservoirs of the desenption herein
described.
With regard t o artesian wells, in the proper acceptation
of the term, in which water will be under such high
pressure as to tise to the surface or higher, he says the
necessary conditions for such wells ate absent, and that
everyone who has studied the question, or can be looked
upon as in any way an authority on the subject, has
given hi s opinion that it is in the very last degree
improbable such a supply can be obtained. This source
may, therefore, be dismissed from consideration. Some
belie,e, however, in the possibility of there being large
underground stores of water which might be tapped by
boring and drawn by pumping, but 1\Ir. O'Connor shows
that these could only be utili8ed by pwnping from great
depths, and that the uncertainties would be great as to
the quality of the water, while the quantity woUld be
too insignificant to justify the cost, the delay, and the
uncertainty.
Mr. O'Connor's scheme is to bring water in pipes to
the district from the Greenmount range of
bear the coast where a satisfactory precipita-
tion of ram occurs, and where favourable sites for capa
cious reservoits exist. \Ve have thus a reversal of the
usual condi t ions, where large reservoits are mostly con-
structed far inland, generally in a mountainous diskict,
and the water brought by gravitation towards the coast.
H ere, the water supply has to be forced inland aaainst
the gradient of the country, and in this citcumstanc
0
e lies
the great cost, and the only difficulty of the scheme. A
perfectly safe a.nd satis factory source of supply has been
found in the Helena Ri,er, at an elevation of about 320ft.
above the sea. level. The site proposed and suneyed is
almost an ideal one. The foundations for the dam are
bed rock, the valley at that point very narrow, and the
sides precipitous. With a. concrete dam 100ft. high, its
length on top would only be 650ft. The advantaaes do
not cease here. The river bed has a. comparatively low
inclination, and the sheet of water backed up by the dam
would _extend for about seven miles. The quantity of
wat er will be 4619 million gallons, and the
net amount available annually, after allo"' ing 20ft. in
depth at the dam fot the accumulation of silt, and 7ft.
from the water-level for evaporation and soaltage, will
be 3300 rnilhon gallons. The watershed has a. drainage
area of 350,000 acres- 547 square miles-most of it hilly
a.nd rooky, and the Helena and Durkin rhers traverse its
length.
The quality of the water would be excellent as there
is no settlement in the catchment basin, and
consequently no danger of pollution. Although there
a:e no actual records of rainfall and evaporation at the
stte of the proposed reservoirs, yet it is assumed that
the of the Green Mount Range,
annual rainfall will be a.t least 20in., and that if of this
only 3 per cent. finds its way into the reservoit it will be
filled. This seems to be a safe assumption ; for the rain-
fall on the Greenmount Ranges must at least equal that
recorded in Perth, where during the last ten years the
average gauged annually amounted to 3363in.
There 1s httle ground in all this for hostile criticism for
the lines are drawn on a. more than essentially safe
in the matters of estimated ra.infa.ll, run off and evapora-
tion. It is a. question, indeed, whether th'e supply may
not be by a. work designed on such liberal
and whether a. saving might not be efrected in
the dunens10ns of the dam, but even in this ditection li ttle
could .be gained, as the work does not appear to be of great
magmtude or expense, the whole cost of all the reservoits
including those at the pumping stations and the
at Coolgardie, being only 300,000, out of a total
estunate for the whole p1oject of 2 500,000 besides if a
it be, it is one in the right dhection.' is
THE ENGINEER
said of any special provision for oYerflow in the shape of
a. water weir or otherwise, but with the admirable con
ditions of the site, there is probably no difficulty in the
matter, even if the waste has t o be discharged over the
whole crest of the dam.
The ser,ice resenoir of Coolgardie, at a distance of 328
miles inland, will ba.ve an altitude of ! 653ft. above low-
water sea level at Freemantle, and be ! 313ft. above the
of\'.take level of the Green Mount reservoit. The water
will r each this in pipes by a set;es of rising and falling
gradients, generally speal<ing, along the line of the Gold
Fields Rail way. It will be forced by one set of pumps up
each of the it1cli nes, and will fall down the descent s by
gro.Yitation to the resetvoit for the next set of pumps,
whence it will be again lifted, and so on, till after passing
through nine pumping stations, it reaches the Coolgardie
service teser,oir. The project also contemplates a
portion of the supply being nfterwards mised by another
set of pumps to the summit of Mount BUtges, miles
distant ftom Coolgardie, whence at a greater elevation of
170ft. it will command every part of the whole district
for further di st ribution as needed. The basis on which
the scheme has been worked out is the supply of 5,000,000
gallons pet diem at Coolgatdie, through a 30in. steel main
by means of nine pumping stations; the lilts, including
friction in main, a.:; recommended by the commission,
''arying from 420ft. lo 185ft., with pump horse-power
respecti,ely 464 to 205, in all 2881pump horse-power.
?l h. O'Connor writes:-
regards this l'Cbeme, I hould fiNt mention that at the
primary of its inception, there were a number of
gone into with a view of n.qccrtaining the prohable cost of three
quantities per _di em, one million, five million, and ten
mtlhon gallons respocttvoly. 1 he result of these c.'\lculations went
to show, n.s for steel pipes, thnt. for ono million gallons dnily the
cost would be from, S.'\y, 700,000 to 1,000,000, depending on
the si1,e of the pipe, and with cost of delivery vnrying from 5s. 6d.
to per 1000 gallons ; while for five million gallons daily the
collt varted from, say, 2,200,000 to 2,700,000, depending similarly
on tbo sizo of the pipe, with cost of delivery varying from
Ss. 6d. to 6s. 7d. per 1000 gnllons; and that for ten million
gallons dnily tbc cost vnried from, say, 3,500,000 to 4 600 000
similnrly on the of pipe, witb a. cost of ' delivery
varytng from 3s. to 5s. per 1000 gallons. From these figures it wns
nppn.rent that the cost of (lelivery wns not nltogethet dependent
on the totnl cnpitnl but was nlso dependent on the cost of
pumping, which usunlly varied in an inverse ratio to the size of
the pipe, and consequently to the cnpital cost.
Thus, while one million go.llons daily-including distri
bution. cost a million pounds, a supply of
five million gallons daily would only cost two and ahalf
million pounds; the relative costs being 5s. 6d. and
3s. 6d. per thousand gallons. But beyond this the smaller
supply would be insufficient for the requirements of the
countty, and when the demands of the railway and of
inhabitants of towns en route had been met, Yery
little water of the mtll1on ga.llons would be left for mining
purposes, and it is to be remembered that the success of
the mines is the 1aison d'elre of the whole business.
For technical reasons also, 1\Ir. O'Connor says that if the
smaller scheme had to be augmented the number and
si_tuation of the pumping stations would be so very
dtffetent for the larger scheme that it would invol ve
fu_ture waste, whereas the larger scheme n"light be extended
w1thout change of number or situation.
The estimated capital cost of the scheme is 2 500 000.
This is made up as follows :-Pumping enaines sheds
200,000; 90,000 tons of 30in. pipes, 1,470,000
?f_Pii?es from F1eemantle-the Port-140,000;
JOmtmg,_ .220,000; reservoits, incl uding those at pump
mg_ stat1ons, 300,000; 100 miles of 12in. distl'ibuting
roams, 170,000. The annual working expenses will be
320,000, thus :-I nterest on capital cost at 3 per cent.
75,000; sinking fund at 3 per cent., 75,000; main:
tenance 45,000; cost of pumping-five miltion aallons
daily-.109,000; general administration 16 oOO. On
this basis, the supply of 1825 million of water-
five millions a. day-will cost .ss. 6d. per 1000 gallons.
I n a 1ssue e:.:tenSI\"e of the report
of the comn:uttee, whtch ts of considerable general interest
and value to the profession, will be given.
HARBOURS AND WATERWAYS.
harbour trustees at this port have decided
to proceed With the construction of the new deep-water
lock to. the hal-tide bnsin, and the other works
author1scd by thetr Act of 1896. This will enable the half.
tide basin, \'vhich covers an area of 61 acres to be used as a
dock. The settled for tile lock are 403ft.
long_. GOft. wtde, w1th. Mt. on the sill at low water and 25ft.
at h1gh water neap t1des and 32ft. at springs. This will give
the depth ns the lock of the Prince of Wales Dock.
T_he est1mated cost of the works is 90,000. Attention was
d1rected a!so to the cost of dredging in maintaining the depth
of the approach to tho docks, which amounted last yes.r to
_7500, and it was this might be obviated by an exten-
Sion of the west pter a further distance of lOOOft.
Barry Harbou!.- Complaiots having been made by the
owners of coastmg. yessels to the condition of Barry
Harbour, a pet1t1on havmg been sent to the Board of
askmg that powers possessed by the Board of com-
peUmg the Barry Ratlway Company to improve the condition
of the harbour and to remo,o the Yeo rocks an inquiry
was held by Captain Voreker, the successor td ir George
at the Boar_d of Trade. Captain Vereker, in his report,
pomts out that th1s harbour is entirely tidal and dry at low
water, and that it is very _little used, the advantages offe.:ed
by the and bac;ms of the Barry Dock entrances
far . exccedmg m. both as regards shelter and con-
ven!ence, any facilit1es that remain to the old harbour, and
adv1sed that small craft should avail themselves of the better
shelter of the Barry Dock entrances.
Ha1bour a,nd clock the exception of the Bill of
the North-Eastern Ra1lway Company for the improvement
of the Hull Docks, and the Windsor Dock there are no
Harbour Bills likely to attract any great of attention.
'fhe Nortb.ga'ltcrn _Company in their Bill of this year have
made several nlternt1ons 1n the scheme of last year in order
to meet the objections. raised against it by the Ya'rious in-
terests affected. A t1dal shelter and separate lock into t he
21, 1898
docks has been provided for the small craft; provision has
also been made for the shelter and working of the barges of
the Sheffield and Lincolnshire traffic, the present dock and
quay being absorbed by the new works, and the company
undertake to maintain t he channel of the Humber for five
years after the completion of their works. The principal
opposition now is expected to centre over the proposal to take
land adjoining the Hull and Barnsley Dock for the extension
of the Victoria timber dock, which did not form part of last
year's scheme.
The promoters of the Windsor Dock at Cardiff come for-
ward for the third time seeking powers to construct a dock
at Penarth. Tbe position of the dock is changed, necessitating
a. diversion of the river Ely, but not taking so much of the
Ponarth mud flats as proposed by the previous schemes. The
dock is increased in from 800ft. in length to lOOOft., the
length of lock bemg 800ft. by 80ft. The capital is fixed
at 1,500,000, with borrowing powers up to 500,000- an
increa!le altogether of 000,000 on last year's estimate. The
Taff Yale Railway Company are empowered by the Bill to
subscribe to 400,000 and lend 500,000 of the money re-
quired.
After a strong but ineffective attempt to induce the Clyde
Trustees to take up the construction of the proposed Kilpatrick
Dock, or, fniling that, to give an undertaking not to
the Bill if promoted by a. private company, the promoters
of ln'lt year's scheme, after having given the usual parliamen-
tary notices of their intention to apply to Parliament for
powers to construct t heir dock, have since intimated that it
is not their intention fo proceed further with the matter thi.:;
session, the reason assigned being that certain concessions
made by the Clyde Trustees have met the wants of the traders
for the present.
Dover Board intend to ask for powers to make
IY.ld1t1ons to the p1ers they are now constructing in Do,er
for the use of t_he cross. Channel traffic. Experience
havmg shown, as the pter now m course of construction has
seawards, that the new works will not afford suffi-
Cient allow steamers to lie quietly alongside of the
new ra1lway pters, but that the swell inside the Admiralty
Pier is rather increased, it is proposed to vary and extend
the east t>ier commencing 410ft. from the land-
ward end of the docks, and continuing in a south-easterly
direction for a distance of !510ft.; and also to construct a
spur breakwater about 150ft. in length commenci ng 820ft.
in an easterly direction from the fort at 'the outer end of the
Admiralty pier.
Electrical commuaicalion 1vith light. ships. - The final
report o( the Royal Commission on electrical communication
with lighthouses and light vessels was issued a short time
ago. _The report that although the system which has
111 use for. clectnca.Uy connecting the sunk light vessel
the shore IS the best. has been brought to their
they do not 1t m 1ts present form as entirely
satisfactory, and that 1t would not be possible to apply it at a
reasonable cost.to vessels exposed to seas. Experiment'!
have been earned out under the dtrection of the Commis-
sioners for communication by induction, but this
system proved a. fa1l urc, electri_c energy being lost in the
sea.. They also turned the1r attentiOn to the l\Iarconi system
of stgnalhng the ether without wires. The experi-
proved sat1sfactory, ?eing obtained by
thts means between two pomts on ettber s1de of the Bristol
distant nine from one another, and the Com-
express the hope in their report that further experi -
wh1ch to be made would solve the difficuJty. Five
hght vessels, whtch Me moored in comparatively shallow
water, and the seM are not heavy and the bottom of
the sea. conststs of soft mud, seven outlying and thirty-nine
shore lighthouses have been placed in communi cation with
the telegraphic system of the country.
LU]ht some years past great complaint has
made by shl)?OWners as to the unfair way in which the
hght dues are lev1ed on vessels, and it is now said that owing
to the. frequent made to the Government
there 1s probabthty of the matter being dealt with.
The levted on all vessels navigating the British coast
were mstttuted for the purpose of the lights and
beacons, but the funds annually ratsed are now also applied to
the payment of other services. It is stated that the amount
rece1ved by the Board of Trade has averaged dwing the pa'lt
th!ee year;; 152,000, more than the sum necessary to main-
tau;t the hghts. _I n all othe1 countries except Turkey the
of !ghthouses is paid for out of the national
taxat1on. th1s country not only haYe vessels frequently
to pay _for ltghts they never use, but all yacht"!!, fishi ng boatc;;,
and sh1ps of the Navy are exempt from these charges. A.:;
an of the unequal way in which this impost presses
on slupowners as compared to benefits received, it has been
that on a voyage from the Mersey to the East thirty-
two hghts arc for, the \'essel only comes within
the r_ange of SIX .of these hghts; on a \Oyage to North
Amer1ca l_ights are charged for, while the
vessel only comes wt.thm the range of sh:teen ; while to
Hamburg dues are lev1ed for seventeen more lights than the
nwuber actually of service.
Panama Canal_.- At the annual meeting of the new com-
pany, held at. recently, the report of the directors stated
that .the ptehml_nary work which had been going on is now
complet1on, and before the end of this year the
o( the. completiOn of the canal will have to be
dec_tCled: Tbe cons!dcr that the experience they
hM e al'!d the m orma.t10n they now possess
them m that they will be justified in asklng for the
necessary cap1ta.l complete the canal. It is proposed to
send !1' composed of members of the Technical
to ISthmus very shortly ; and also in order
to st\tlsfy shareholders as to the probable earnings
C?St of work1!lg the canal, a special committee of statisti-
Cians IS to appomted, composed of four members representing
finance, sh1ppmg, and _commerce, for the purpose of studying
the economtc would result from the opening of
the. cnnal. Cons1dermg the number of commissions of
emment Frenchmen who have al ready been out to Panama
and reported favourably of the scheme, and also the Yery
favourable. report on the financial prospects of the 1\fan-
Canal which. was made by a. somewhat similar
that appomted before the works were com-
menced, ltttle IS to be placed on the steps now to b3
taken by_ the dncctors as to the financial prospects of the
undertakmg.
lvicaragua Canal.-A commission has also been sent out
at the expense of United States Congress to study the
problem_ of the fea<;tbtbty of the comtruction and economic
resultR_Itkely t? ensue the. construction of this cn1 al;
and th1s techmcal commiSSIOn 1s to make an inspection of
the works oi the Panama Canal.
JAN. 21, 1898
------
RAILWAY MATTERS.
Taxs week the extension of the Port Talbot line to
Vontrhyl, for goods and mineral trnffic, pn..qged lntely by Colonel
York, wns successfully opened.
Oua contemporary the L ocomot ive Magazinf' gives
nwa.y with the .January issue nn excellent coloured plate of 11 l\lid-
lnnd Railway singl e passenger locomotive, reproduced
from a painting by Mr. I<. Moore.
I-r is a.nnotmced that Mr. l\Iiddleburg, managing
diroct.or of the Rnilway, is busily engaged with the
neighbouring ra ilway administrations in the Transvaal concerning
:\ reduction of tar iffs, and is snnguine of obtaining satisfnctory
says the r ;m,,< correspondent 1\t J ohnnnellburg.
AN nble French railway engineer in the person of
M. Godin de L6pinay has just died R.t the of sO'' enty-six. He
\egan his career in Algeria, but, j oining the Mexican expedit ion,
be laid down the diffic11lt lino from Vera Cruz to the capitnl.
Afterwards he wns in the service of the Orleans Railway. Owing
to nn a ffection of the eyes, l\t. Lepinay retired from active work
:<ome twehe years ago.
THE City and Wat erloo Railway, which will ghe the
London and Western Railway direct access f1om the Waterloo
terminus to t he hear t of the City, will shortly he opened for
traffic. The line itself w!\S completed some time ago, but delay
which could not he avoided bns occurred hoth hy renson of the
dispute in the engineering trnde, and al so in connection with the
enormous amount of underground work which has had to be under-
taken by the London Railwny Company nt the now station
uppollite tho House.
IT i!\ worthy o note, says the Ameriran Engineer, that
compa ra tively little is done to jacket locomotive cylinders, yet it
may be effected with little trouble and An arrnngement for
a pplying asbestos insulation to cylinders, cylinder bends, and steam
chests bns been devil!ed in America. 1' bis is put on in such
a as to permi t of removing the cylinder heads and steam chest
covers, insulation and all. 1' he apparent advantages of this
prnctice nre such as t<> cause wonder tbnt it is so seldom followed,
al though !!team pipes for stationary plants not exposed to t he
element.q nre generally encased in non-cond ltcting coverings. 'l'his
i$ ono of the directions in which locomotive efficiency may be
improved without change of design or any other expensive
nlterntion.
IT appears that at last all the Native States concerned
in the ownership of the metre-gauge railways of the Province of
Kathiawnr, I ndia, have been perslmded to ogree to t he cou-
tinu'\nce of the present a rrangement, under which the several
lines are worked under one management. Several of the States
hnd manifested au inclination to hreak off from the old arrange-
ment. For each State to work separately it. '! own small length of
line would he an a rrangement which, S.'\)'S En!Jium;ny,
would be benel\cial neither to t he Proprietary States nor to the
public. Lord Sandhurst, dttriug his recent tour in t he Province,
abm hinted t hat it had been practically decirled that the 2ft. 6iu.
gauge milwo.y belonging lo his Highness the Thakor Sabeh of
Morvi shall be shortly converted to t he metre uniorm with
that of the rest of the railway system of Kathmwar.
THE Government Inspector inspect ed the alignment of
the Ootaco.mund extension of the Nilgiri Railway on Oclobe1 1 t h.
' l' he di:stnnce from Coonoor to Oot.-tcamund is o.bout 1Hr miles.
'l'he country to be trnversed is not nearly so precipitous -n.., t hat
from Kullar to Coonoor on the existing section of the Nilgi ri
l tail way ; still it is fairl y steep, a nd there is some pretty heo.vy
work. The chi ef feature of the proposed extension is t hat, instead
of consisting of either a continuous adhesion line or a continuous
rack, it has been designed so that there a re ahout miles of rack,
most of it 8 per cent. , nod eight miles of ad hesion line, from 1 in
40 t<> level. The 3A- miles of rnck is not continuous ; it is in four
pieces, respectively 1200ft., 4.700ft. , OOOft. , and 4500ft. long.
There is a great deal of level, and there are considerable lengths
of grndes. The object of t his design, says I ndian .Enginuring,
to keep the line, a$ far as possible, on cheap and easy ground.
TBE long-projected South Hams branch of the Great
Hailway was opened on Saturday last , amid much local
enthusiasm. This is a. line miles in length, from Plymstock to
Yealmpton, 1\ corner of Soutb Devon hitherto peculio.rly difficttlt
of ncce, . Yenlmpt<>n is 1eached from 1\iillbay, Plymouth, 1-ia
Junction, Pomphleet, Plymstock, Billacombe, Elburlon,
Point, 'and Brixton, at each of which places a station has
heen provided. By the opening of this new route a suburban
Plymonth hither to greatly hampered for lnck of adequate
communications will he opened up. Brixton in especia l is o. very
favouri te suburb, covered thickly \vith villas of the better class;
while Yealmpton, the terminus of the line, is o. picturesque little
town on the broad wateril of the rlve1 Yealm, from which it obtains
name. We believe it is in contemplation to, nt no distnnt date,
push the line on to Mod bury.
TBE Burma railways as at present sanctioned comprise
the foll owing lines :- 'rbe I rrawnddy section, from R:tngoon to
l'rome, with suburban line at Rangoon, 170 miles open ; the
Xittang from Rangoon to Touughoo, 166 mil es; the
Mandalay section, Toungboo to Mandalay shore of Inawaddy,
with branches from Myohouug to Amarapum shore of Irmwaddy.
and from Thazi to l\leiktila, 242 mil es; Mn Valley Railway, Sngaing
t.o 294 miles; Mogoung to Myitkina-now under con-
strrcthn- 37 miles, and the branch to Katba, 14 miles; and the
l\fandnb.-Kunlon- under construction-224 miles, making a gmud
total of 114' miles, of which 261 mil es are either in progress o1
!<anctioned for construction, and 7 nre open fo1 traffic. Tbe
progress on the Mandalay-Kunlou Railway sati;;factory, but tbe
cou.1try through which it passes is in parts very difficnlt, and its
completion will probably occupy from two to t hree years. Sur veys
have been completed, nod estimates have heen snnctioncd hy the
Boa1d a mounting to 3,214,333 for the extension of the
Meiktiln. bro.ncb on the Ma nda lay section, westwnrd to Myingyan
011 t he Irrawaddy, a distance of 5 mil eJO.
THE report of Lieutenant-Colonel Adclison to the Board of
'r1ade upon the collision which occurred on the evening of Decem
ber 1 tb last near Globe-road , tation on the Great Eastern Railway
has been iss\Jed. The 5 p.m. passenger train ftom Livorpool-
to Norwich, after standing about t hree minutes nt the down
through line home signal of Canal signal-box, between Globe- road
and Cobom-road stntions, wn.s, just as it sta1ted run into in
the r ear by the 5.3 p.m. passenger train from L1verpool-street to
( 'helmsford. There was a thick fog at the time, and both trains
bad left Liver pool-street about twenty-three minutes late. evera.l
persons were injured. Lieutenant-Colonel Addisou stntes t hat t be
accident was clenrly clue to the driver of the train to Chelmsford
running in the fog the stnrting signal a t Globe-road Station
when that signAl was o.t danger, whereas in a<:cordance wi th the
he should have brought the t rain to a etand o.t Devon-
shire-street home signal. He bore an excellent character , and
three yenrs ago received o. rewa rd for averting a coll ision. 'l'he
( inspector t herefore greatly regret3 having to record
hill opinion that m this instnnce the driver did not exercise proper
c:1re m handling his train al though he did not recehe the wnrnmg
which ought to have been given to him a t the home signal. The
accident, however, points to the desirnbility of making the iostruc-
tioni to the driver more preciso as to bow ho j g to o.ct on tbo
explosion of a det-onator in time of fog,
THE ENGINEER
NOTES AND MEMORANDA.
0NLV 3 per cent. of the vessels built in the United
Kingdom during 1897 wer e sniling ships.
THE well-known French chemist M. Le. Chatelier has
heeu nominated, by the Mini;;ter of Public Tnstruction, to the
chnir of Tuorganic in t he College of Frnnce.
LLovn's Register Wreck Heturns show that the tonnage
of all nationalities tot.'\lly lost, broken up, &c., in t he course of tbe
last twelve months amounts to about 712,000 tons-316,000 steam
and 396,000 tons, sn il.
THE \Vatt memorial lecture, given at Greenock on the
anniversary of the g1eat engineer's birth, will year be delivered
by Prof. Tborpe. The subject will be " Jameq Watt Me! the
Discovery of the Composition of Water. "
DuRING 1897, exclusi ,-e of watships, 591 vessels of
952,486 tons gross-viz., 545 steamers of 924.,382 tons, and 46
sailing vessels of 28,104 tow- have been launched in t he United
Kingdom. 'l'he warships launched at hoth Government n.nd
private amount to 4 of 95, 465 tons di splacement. The total
output of t he United Kingdom for the year h11s, therefore, been
639 vessels of 1, 047,951 tons, n decrease of 207,000 tons ns com-
pared with 1896.
THE weeluy return of birt hs and deaths in London
and in thirty-two other g1eat towns, issued by authori ty of the
Registrar-General, shows that the deaths regist ered lnst week in
thirty-three great towns of England and Wales corresponded to
o.n annual rate of 20 6 ,r,er 1000 of their aggr egate population,
which is estimated at 11,218,378 persons in the middle of this year.
Wolverhampton had the highest rate, 29 6 ; while the three lowest
were Hudder.stield 122. Cardiff 126, and Birkenbead 129.
}.):( abstract of a report on the working of the coal
mining industry in the province of Belgium, dttring 1896,
by Mr. Vice-ConSlll was given in a recent issue of the
Consuhtr ./oumaf. It appenrs that the number of pits worked
during that year was sixty-nine, the same as in 1895, but the pro-
duction amounted to 5, 241,220 tons, the output of 1895
by 192, 936 tons, o.nd that of 1890 by 184,789 tons, the la tter year
having been one of unexn.mpled prosperity, in which the output
reached the maximum. '!'bus during last year the production
mor e than regained t he ground lost in 1891 a nd 1892, resulting
from the depression in t he metallnrgic industries which prevai led
during t hese periods.
ABouT 25 per cent. of the total shipbuilding output of
the Uni ted Kingdom during 1897 has been built to the order of
for eign and colonial ;;bipowners, as compared with 30 per cent. in
1896 o.nd 20 per cont. in 1895. J apan has this yeo.r provided t he
largest amollnt of work for Bri tish shipbuilders, fourteen vessels
of o9,425 tons (over 6 per cent. of the total output) having been
built for t hat count ry. Ger many follows with eight vessel s of
30,50; tons (over 3 per cent. ). Next come t he Colonies with
2!3,000 tons (2 4 per cent. ); Holland with 18,800 tons; Russia. with
16,000 tons; and Norway with 14,200 tons. Denmark noel J<'rance
hnve each ta ken between 13,000 and 14, 000 tons, and Spain has
tnken 12,600 tons. According to Lloyd's Register shipbuilding
returns of the principa l shipbuilding districts of the country
Glasgow takes the lead wi t h an outptlt of 186, 178 tons . '!'hen
follow in order Sunderl and (174,496 tons), NewcMtle (169,585
tons), Belfast (106,605 tons), Greenock (103,073 tons), Middles-
brough (88,827 tons), and Hnrtlepool (65,686 tons).
A NEW method of consttucting smface condensers has
recently been int roduced by the South Brooklyn Steam Engine
Works, D. l\IcLeod Cobb, proprietor, Summi t and Van Brunt-
street.s, Brooklyn, N. Y. It consists in a method of aligning, pack-
ing, and securing t he tuhes in the tube beads, within a reduced
nr ea of tube bead a nd shell. By this menn!l a condenser is made
smaller in dimensions and of considerably less weight than cnn be
effected by t he usual method of construction. The tubes nre
secwely expanded at one end, and packed at the other end with
stay lacing and brass screw glands. They ar e not all packed in
one tube head and expanded in the other, but are arranged in rows,
alternnt ely packed and expanded, one row being pncked, say, in
the first bead and expanded in the second bead, and the adj acent
rows expanded in t he first and packed in the second bend, and soon.
lt is 11.pparent that as tbe expanded boles are much smaller than the
packing holes, and as half the number of holes in each tube beo.d
consists of the smnller holes, the tubes are brought much closer
together, ami the diameters of the bead!!, and of the shell , are
reduced.
TBJo: following official st atistics with regard to Berlin
incomes during the past year on t he bnsis of the income-tnx
returns j ust been published. The lnrgest income in Berlin,
S.'\ys Tl1(' is close upon 3, 000.000 marks, which is taken as
corresponding to a capi tnl of 75,000,000 marks. The second hrgest
income a mounts to 1, 720,000 mo.rk::. Seven Berliners have an in-
come of over 1,000,000 marks. Descending to more ordinary
incomes, 1852 Berliners have an income of more than 40,000
marks, 2623 have between 20,500 and 40,000 marks, and 8035
range between 9000 and 20,500 marks. 'l'be number of Berliners
who have an income of over 5200 marks is 12,5fi9, of those who
have over 3000 marks 17,680, so that in all 42,000 Berliners enjoy
an income of over 3000 marks, 01 of 150 a year. 'l'he numher of
this category ho.s stendily declined dw-ing the past three
years, since in 1894: it n,mounted to 43,819. On the other hand,
the number of persons in the enjoyment of an income between
!lOO and 1800 marks- 45 and 90- bas increased by 21,107. 'l'he
total income of individlml persons in Berlin amounts to over
1,206,000,000 marks, a nd that of bodies or corporat ions
to 51,500,000 marks. The avero.ge 1ncome per bend wns 731 ma rks
64 pfennigs, or about 36 lls. 7d. The estimated income-tax for
Berlin was over 20, 000,000 marks, and for the whole of Prussia
12.3,500,000 marks. Thus the population of Berlin, which only
amounts to one-nineteenth pnrt of the population of Prus.qia,
pays ono-sixth part of the whole income-tax of t he kingdom,
TBERE are certain Swedish iron ores which, owing to
t heir large apatite contents, have heretofore been ent irely ignored
in blast furnace practice. A method to utilise such ores, based
upon magnetic preparntion, has been invented by Professor
Wiborg, of Stockholm, says StcM 1md Eisen. By means of power-
ful magnetic separators be recovers the iron, while the a pa tite is
worked up to phosphate. 'fhe method works successfull y in ca.se
of all ores in wbkb the magnetite and apatite nre not too inti-
mately combined. Jn the Gellivara ore the two minerals are found
so distinctly separnte that mechanical separation by magnetism can
easily be accomplished. At Gellivara the ore is assorted by hand
into the following grades :-No. A, 003- 005 cent. phosphorus;
No. B, 005- 010 per cont. phosphorus; No. G' , 01-0fi per
cent. phospboruJl ; No. ()2, 05- 08 per cent. phosphorus ; No. D,
10- 135 per cent. phosphorus; No. E, 15-30 per cent. phos-
phorus; No. F, pure apatite, rare. Only the high grade ores with
69 per cent . iron and up to 005 per cent. phosphorus are worked
in Sweden, the low grade and high phosphorus ores are esported
to Germany to be worked up t here m Thom!\S steel. A large pa rt
of the lo.tter ore, which C!\nnot be exported owing to its crumbling
during transit, will henceforth be magnetically prepared by the
Norbottens Malmfoeraedlings Aktie Bolaget, at Svar ton, the
island in front of the great ore port of Lulea, where a large plant
has been erected, with o. capacity of 150,000 tons nnuually. Here
the ore will be separated by magnetism, and the apatite purified
and worked np into commercial phospha te,
59
MISCELLANEA.
THE Technical Committee of the Russian Marine offer
a prize _of 3000 roubles for the invention of a paint for the outside
of the 1mmersed ptut of vessels. The prize is not payable unti l
the pnint hns been practically tested for two years.
THE twenty-fifth annual dinner o the Old Students
of the Royal School of Mines will be held o.t seven o'clock on
Wednesday, J anuary 26th, 1898, o.t the Criterion Restauro.nt. 'l' ho
chnir will be taken by 1\ h . H. W. Hughes, Assoc. R.S.M.
H. G. Graves is hon. secr etary of Dinner Committee.

TBF. St. Helen's (J ersey) Parish Assembly, on Tuesda:v
last, adQpted practically unnnimously a petition to the States of
the island, in favour of a Bill empowering the municipality of the
town to borrow a s um not to exceed 30,000 for an iru;tallation of
electric light, under the direction of parochial committees.
STATISTICS obtained from the railway authorities show
that during the year j ust closed cycles despo.tched from Coventn
totalled 142,000, compared with 216,000 in the previous year, and
113, 000 in 1895. During t he first ha lf of last year the average of
the 1896 boom wo.s maintained, hut with the Jubilee celebratiou
tJ-nde declined rn.pidl y.
THE record life for a tramway rope is believed to haYe
been attained by o. special crucible steel rope made by Messr!!,
George Craddock o.nd Co. It worked for ninoty weeks and two
days, or 111,712 cable miles, on the Bourke-street line of the
Melbourne 'l' mmwa.y and Omnibus Company. Tbo total length is
18, 000ft., a nd its circumference 3&in.
ABOUT 5086 tons of horseshoes were exported from
r orway in 1896, M against 5319 tons in 1895, almost the entire
quanti ty being from Christinnio. Great Bri tain nod France, where
shoes a re used not only for bori'es, but also for donkeys and
oxen employed M beasts of hurden, divided almost the whole
aspor tation between them in about el')ual qunntitics.
\VE have received from the editor of Smith Afr-ica an
ndvnnce copy of a diagmm sho\ving the output from the Wit-
waterl'rand Gold Fields, from the beginning of 1887 to the end of
1 97. The diagram appears as o. gratis supplement in this week's
s()tl(/1 . ljl-ica, and shows, in addition to the output of gold, the
fluctuations of the shnre market for t he period between 1890 and
1897.
THE morning papers announce that the Brazilian
Government has transferred t he contracts for two ironclads and one
now being built in Europe to some foreign Power, snys
the Rio J aneiro correspondent of the Timts, thus relieving the
Treasur y of the burden of making sterling remittances nt this
critical juncture. The measure is generally approved, as show-
ing the sincerity of the Government in the direction of red ucing
expenses.
THE pioneer of Portland cement manufacture on a
commercial basis in India was General .Morga n. His first attempt
in the south was made in 1875, and in 1878 his effort , owing to the
of the Madrns harbour, de,eloped to such o.n extent
as to all the cement required at tbo.t time in that large
undertakmg. But the after-effects of so liberal a use of "cockle-
shell " cement were fo11nd detrimentnl , and its restriction on the
score of safety became imperative, till local wants generally were
supplied by foreign importations. An effort is, however, now
being made, under distinguished auspices, says an Indian contem-
porary, to give the Iricum or Venaud shell lime cement anothe
trial.; but a compariso? should not be between it and
fore1gn cement, but w1th Mndrns hydrnuhc cement.
I N a recent report from Persia, Consul-General Yate
points out that there is an opening for the snle of cheap agricul-
tural implements in Kborasnn. A trinl consignment, he suggest.Q,
should be sent through some t rustworthy agent at Karachi or
Bombay. A new, easy, and safe route between India and Eastern
Persia was opened about a yeo.r ago, and already British trade b
beginning to profit by it. lt starts from Quetta and reaches
Mested in fifty-three marches, the total length being about 1092
miles, the average march or stage being about miles. The
road passes through British territory, is well lookea after, cheap
camel transport is obtainable at Quettn and Sistan and other place!!
on the road, so tha t there o.re no importnnt obstructions to prevent
the experiment being tried.
CARNARVONSBIRE is by far the most important quarrying
county in t he North Wales &c., district , according to Mr. C. le
Neve Foster 's last nnnunl report ; it employs 6709 persons inside
the and 5163 out.Qide. Next in importance comes Ken t
with a total qunrrying population of 6743 persons, of whom only
o.bout one-fi fth nr e employed inside the quarries, whilst nearly
four-1\fths are working outside. This is due to the fact that many
of the large Portland cement fact.ories of the Thames and Medway
come under inspection from heiug o.ttnched lo chalk
nnd one !lee!'< hy the return!< thnt a small ml.lllbe of
chalk-get ters can supply the wnnts of a large factory. As a
quarrying county, Kent is therefore far less important than
Carnarvon;.hire, although it snrpasses it iu the nttmber of out.qide
workers.
THE new breakwater, now under construction by the
Government at Buffalo, N. Y. , under the charge of Major Tbos. W.
Symonds, Engineer Corps, U.S.A. , \vill be the largest in the world,
says the E n,qinwh.9 N The original breakwater wns commenced
in 1868, with a projected length of 4000ft.; this was increased to
i 600ft. by the project of 1874, and t he work was finished in 1894-.
The enclosed outer harbour thus formed by the breo.kwR.ter and the
snnd-catcb pier, was 11 miles long. The new breakwater now being
built \Till he 12,500ft. long, making a total length of 20, 100ft.
from the lighthouse to Stoney Point. The nearest approach to
this constntction in length, snid Major Symonds, in a late
before the Buffalo Real Estate Kxchange, is the cel .. brated brenk-
water at Cberbourg, France, which is 12,200ft, long, cost 10, 000,000
clols., and was 70 years in building.
TBE ten United States naYal chy docks have the
following general dimeru>ions :-
I
. Depth or
.ength. DJ oodth. nt high wntc1.
Boston . . . . . . . . . . S!hi fJ 110 . . . . 25
Hrooklyn . . .. . . . . Soil S . . . . 06 . . 25
Drooklyn . . .. WO . . 85 . . . . 2b .;
BrookiYl' . . . . . . .. UiO .. 10a2 . . . . l!S
J,enguo . . . . :,oo . . 85 . . . . 2r. u
Norfolk . . . . . . . . 3111 S . . . . 00 26
Norfolk . . . . . . . . &00 . . . . 2:; ,;
Port Royal . . . . . . . . . . . . !!7 .. 211"
Port Orcbnrd .. . . . . .. . . 1150 .. . . !12 i .. . . SO
.Mare lslnnd . . . . . . . . 513 .. . . 7!! . . .. 2i .j
I n sniling to San Francisco, by way of Cape Horn, snys En!Jillttl;,!l
a United States war vessel might use one of the follr dry
docks o.t Rio ,Janeiro, the largest of which is the Sande Point Dock,
520ft. long, iOft. wide, and 25ft. deep over the sill. At Montevideo
the docks only provide for 17ft. draught; and at Talcahna no, Cbili,
is a stone dock 545ft. long, 80ft. wide, and 28ft. deep. It is said
tho.t of the 748 dry docks in the world, England owns about 60 per
cent.; 249 of these being in land, 30 in Scotland, and 18 in
Ireland. Ewope has 302 docks d1vided among eighty cities; Asia
ha.s 76, in twenty-seven cities; and there nre 22 docks in Ocennica
nnd Australasia. 'l' be Li verpool docks, the in the world,
cover 1620 acres, with thirty-six miles of qnay hnes. The London
docks cover i OO ncros; and nt Southampton is tho largest single
groYing dock in the world, 751ft. long, wide, and deep
on the si\\,
60
TilE ENGINEER
J A'N. 21, 1898
'y I R E 'V 0 U N D
RDNAN E- HYDRAULI C FORGING PRE .R E .
Fig. 6- HYDRAULIC FORG:NO PRESS. ELSWICK STEEL WORKS
Fl& 7-'-t YORAVL.IO FORGI NO PRiSi AT HliRR I'RI:IPP'i WQnK&
JAN. 21, 1898
THE ENGINEER 61
FOREIGN AGENTS FOR SALE OF THE ENGINEER.
TO CORRESPONDENTS.
---
AU TRIA. -G&ROLD AND Co.,
CB!NA.-K&LLV AND WALSH, LTD., Shanglllli ana Hong 1\0it{J.
FRANCE. - 130\' VEAU nnd CnEVILLI:T, Rue <lt la Banque, Pnri,.
OERi\lAN\.-AaRER AND Co., li, Unta tltn Lind.n, Bl'r/in.
A. TWEtTM\'"ER, Ldp:i<".
I NDlA.-A. J . AND Co., nnd Rail tray Book
alalh, BoutiK'!f.
. f,l ott.l.t to cuoid trovUt an<l COl/tsion trt .f!"' it injor.n
cOI'I'U.M
1
ttltla tlwt l t tlu& of illf]lliMJ wld,cscd to ptU,r,_<ulll ulf,tt
1
ltl
IOI' in.,t",tiOtl i11 tlti& ("O//IIll11
1
111t1SI in, all I'CIAS Cli'COIH'fl<MH'd li!l. /l. /fii'!1C
tTtt'tlop.- le(liiJiy tli!'tcf<t 1'!1 the tr,iltl' to ILi11Mtlj', un<l. !il. o,t[,/
thnt

r,rtitd /JIJ lfi{()J hi fn.tru,.tlrtl Ill 1/itt tlolutul?l. .flo

notirc 1'Ct1t be tcU,cn of coulllltlttitatiolll irhirlt do not coutply 1Nih thut
iMt 1''1.-'rl i0111.
all. It is quite possible, however, that there will be con
siderable delay in tilling up the shops. Some time must
indeed elapse before work will be in full swing. But
a.ftet all , the number of Amalgamated Engineers who
are out is small. As we have shown in a recent article, it
does not represent more than an average of f01ty men
each for the works in the Pederation.
It is much to be hoped that before the circumstances or
the dispute have been forgotten some eameRt and hones t
att empt will be made to ascertain its true cause. Thi!'l is
a matter of very great interest, not only for those actually
concerned, but for statesmen. To say t hat the men
wanted an eight hours day ill London, and that that fact
explains everything, is nonsense. The cause of the out
breal< does not lie on the surface. For years the
Amalgamated Engineers have pursued a policy of
aO'O'ression. It began almost as soon as 1\fr. Bames took
reins. It remains to be seen whether hi s was the sole
initiative or not; if it was, hi s present position is not one
to be envied, because it is certain that the Amalgamated
Society of Engineers is financially a t:Uin . . It is to _the
last degree doubtful that it can retneve 1ts prest1ge.
Already we hear that on the Clyde a new society is to be
formed with about 10,000 members. The London offi-
cials bAse given grave offence in the l\_fr . Ramet;
and Mr. Sellicks , come what may, are cl1scred1ted. The
re-election of the f01111er in March is more thM1 doubtful.
But all this onl y accentuates the necessity for information
as to the precise nature of the game whicl? the Amalga-
mated Engineers ha,e played, and why 1t was played.
\ Vhat was the mental attitude of Mr. Bames and his
colleagues ? Let us su!)pose for a _moment t hat _the
leaders were permitted to ha,e theu _own
out let or hindrance. That no senous oppos1t10n
could be offered to them. That the workshops of
the country must be run as the workmen pleased.
What would happen? would work at be clone.
and if so how much ? At what pr1ces would 1t be turned
out? This is a matter on which we confess that we arc
densely ignorant; we have little or nothing to guide \ HI
t o knowledge. l\Ir .. John Bums, and two or three
stump orators, have told us that they would a.
hours' day; but these men do not count. Bome pos1t1n
authoritative utterance on this subject, setting forth the
true Yiews of the Amalgamated Engineers as a body, is
desirable. \Ye know for what they haYe ostensibJ_,.
been fighting ; but this is , of course, much less than
they wanted. Too large a demand all at once would
haYe ruined eYcrything. It is most important that the
wishes of such mim as Mr. Barnes and 1\h. ::>ellicks should
be known. \Ye assume, of course, that they take ii1to
account the fact that foreign workmen will go on as the,,
haYe clone. How, then, would the AmAlgamated Engi-
nee1'S nm the shops of this country, if they had their own
way? I nformation on this point would enable us to form
a better estimate than is now possible of the fitness of
1\Ir. Barnes and Mr. Sellicks to lead a union. They have
already, it is true, mn.ni fested totnl 1gnorance of the
strength of the enemy whom ha Ye attacl<ed. But it.
would be satisfactory to know whether they h aYe eYer
considered what they would do had the engineering shops
t hroughout the kingdom been placed absolutely in then
possession, and they had found the masters powerless to
resist their demands.
.All lttt .. inlc11tl<l ;n, i,ue?liQil i4 TK& Jl:NOI!>'E&n, 01 ron1<1in_ill1
quutloM Rhmltl ho arroutprmi<l IJy the nauv aJVI wldrtl.il !if 11 tutc,
710
t fo pu/Jirution, btll a.! a p!'OO.f o/ f!OO<I faith. No Mtirt
"'t;/lt,l..;tt,- CUI\ bf! Ufl ll. fJ/ flllOit.!JnWUd C'OrunHfltUtft.lfOilA.
ITALY.-LOES('RRR AND Co., !W7, Co>&o, Rmnt.
BoCCA FF.RES, Tu,in.
JAPAN.-KELLY AND WALSR, LTD., l'oLollruna.. * Wf raMIOl tltltl<l'tuJ. to .-etU1'1I doa.rin(ll 01 .nan/13Cript8; tre mH31,
. , .
z. P. i\t AR\JY A A:O."ll c(l., J/,, Tori San!"l!Olllf, ToLyo.
RUSSIA.-C. Rt CKER, J/,, N. Aly P,-<Mpect, St. Pt lt .-ALmg.
R. AFRICA.-GORDON ANt> GOTCH, CapetO!rll.
R. A. Tno:.tPSON AND Co., 33, Loop-3ttet, Capeloton.
J . C. J UTA & Co., Cap lotrn, Po1t mizabtth, ,(: Jolum>ttiiJtrg.
AUSTRALI A.-OORDON A:O."ll Gol'l'R, Queen-al.-ut, Mcllxlume; Oeorgt
&t >ut, Sydl<!l: Quctn-3/rtl , Bri1lxme.
R. A. TIIO)lPSON AND Co., JS(), Pitl3tttl, S.ydney: 3G!,
Lilll f CoUinNivut, 7, K iny Jri//iam-
'' ,tet, .A Ed tca,d-3/leet, Bri1bane.
TURNER AND HEXDERSON, Hunl-&tretl, S]tdnty.
NEW Co., .AucL-/aJul.
CllAIO, J. W. , Napicl'.
NEws Co., 386 atulSSS, St. Jam(411rttl, Montrral.
TORONTO NEWS Co., Yollgt -lt I'UI, To!'Onto.
UXITED STATES OF A)lERICA.-lNTERNATIONAL NRws Co., 83 4 8:i,
DIIUIIt Al l'ttl, NtlfJ r orL.
SussCRII'TlON N&ws Co., Clticngo.
STRAITS SETTLEMENTS. - KELLY A!o'D WALSn, LTD. , Singapo!t.
C' EYLO:s'. - WIJAYAOTN.\ AND eo., Colombo.
SUBSCR_IPTIONS.
TnR ENOINEER cnn be hnd, by order, from nny newsngont In town or
conntry nt the vo.riou.s railway st ations; or it cnn, if preferred, be
Rltpplied direct from the office on the following terms (p11ld in
:1d,anco) :-
HI\lf-year\y (including double number) . . . . .0 Hs. Od.
Yearly (including two double numbers) . . . . 1 9s. Od.
If cr edit occur, nn extro charge of two shillings nnd sill: pence per nnn\lm
will be mndo. Tn& ENOil\"EER is registered for trnnsmission abroad.
A complete set of TA& ENOINEKR ann be hnd on npplicntion.
In consequence of the reduction of postage on newspnpcra to one uoliorm
rote for any dcstinnlion outside the United Kingdom, Foreign Sub-
scriptions will, until further notice, be received nt the rotes given
below. Foreign Subscribers pnying in ndvnuce nt t bese rotes will
receive TR& l>NOINER weekly nnd poRt free. ubseriptions sent by
Poqt.office Order must be nccorupnuie:i by letter of advice to t he
Publio>her.
TR! N PAPER COPI'8-
Hn\f-yeorly . . . . . . . . . . . . . . . . . . .0 18s. Od.
Yearly . . . . .. .. . . . . . . . . . . .. .1 His. Od.
TRICK PAPER COPIES-
Hnlf-yearly . . . . . . . . . . . . . . . . . . .1 Os. Sd.
" I . . . . . . C " ..... Gd eo.r y . . . . . . . . . . . . . 0 .
(The di!Terence to cover e:ttrn postnge.)
ADVERTISEMENTS.
1:? Tbe cbnrgo for ndvertisement.s of four lines nud 1mdcr i!< three
shillings, for every two lines nfterwnrds one shilling and sixpence; odd
lines ru-e chdl-ged one shilling. The line tl\'ernges seven words. Wben
an advertisement me.'\Surell an inch or more, tbe chnrge h1 10s. per inch.
All single ndvertisements from the couutry must be nccompenled by
a Post-office Order in pnyment. Alterunte ndver tisementA will be
inserted with nil prncticnl regularity, but rcguh1rity cnnnot be gunron-
t ced in nuy such cnse. AJJ except weekly ndvertlsements nre taken
Hubjcct to this condition.
Prices for Displayed .Advertisements i n "ordinnry" nnd '
positions will be sent on application.
Advertisements cannot be Inserted unless delivered before
Six o'clock on Thureday evening; and, In consequence of
the necessity for goi ng to press early with a portion of t he
edition, to standing advertisements s hould
arrive not later than Three o'clock on Wednesday afternoon
In each week .
Ltlltra relating to A dttrliMmmla on<l tht PuUi1hill!l Dotpartment of /lit
Papn- art to be cutdrtMt<L to Ou PuUilm, Jlh. Sydll<!l Wliilt: cut olltt!'
lett.r to hi ad<l1"tUt<l to tilt B<tittn- of 1'RE ENOIXI!ER.
Address, LONDON."
PUBLISHER' S NOTICE.
* * If any ab1oad 3limdd uuitt THE ENGTh'EER in an
or mttt1'fall condition, 1rifl o!Jliye b!f giving p1ompt
1nfornwlion of tlte fact to tlie ?t"l.lh lite 71([1111!. t>f lite
Apmt tcltom tlte J>aptl' is o!Jtainl. SuclL
1j &ltjfered, can be ?'tltltditd by oblaim'flg the papu direct f,-ollt
litis office.
CONTENTS.
THE ENGINEER, Janunry 21Rt, 1$98. PAOE
THE CoNdTRUM'ION Of' MODERN WIREW0[1ND ORDNANCE. No. ) f.
(lllustmted.) . . . . . . . . . . . . . . . . .. . . .. . . 49
l'LATELA'ITICE . . . . . . . . . . . . . . . . . . . . . . 4!l
1'RE fRONBUl LT SRI PS .. . . .. . . .. . . . . . . .. bO
I.OCOMOTWEJ! SUPPLIED RV FRITISU FIRMS '1"0 AMERICAN ENOINt:r-:RS.
No. J. (IUustrnted.) . . . . . . . . . . . . . . . . . . . . 51
STEAM Bon.r-:a JNCRUSTATION . . . . . . . . . . . . . . . . . . . . !>2
lJRJTI!IH 00NBOATS ON TU XIOER . . . . . , . . , . , . . . . . . . 62
TRADt:S UNIONS IN 1896 .. . . . . . . . . . . . . . . . . . . . . 54
'J't U: STRI.K& AND LOCROUT . . . . . . .. . . . . . . . . . . . . 54
L&T'n!R9 TO nu: EDITOR-.Americnn Pennaneut-wnv and J,ocomotives 54
'1'be Proportion or Girders-Fuel on Sugo.r Engines in
J.igbthousos-Sonri ng Birds- McCounell's " Blower" Enginos-
1-'ircless Cyclometers- Rnilwny ::lpeeds
- Wnsto Heat 11t Soo. . . . . . . . . . . . . . . . . . . . . r,r,
Tu1: NEwFOuNDLAND AND NovA ScOTIA PAIISENOER Sn:AM&R lJRU<:E litl
roo)J All D. R 1 DLEY . . . . . . . . .. . . . . . . . . . . . . .. 5o
1' RF. COOLOARDIE GOLD FIELDS WATER SUPPI.Y. No. 1. (Ill us.) , .
HAROOURS Al>O WATERWAYS .................... ""
RAI LWAY lfA'M'}:RS-NOTES MEMORANDA- MISOELLA!o"EA . . . . [,!)
Lt!ADI NO .ARTI('LE>!-The End . . . . . . .. . . . . . . . . . . .. t\1
Executi\'e Rlmk for Nnval Engineers-Ptltents nnd l nventious . . 1il
liteorners nud DnllMt Wood-Strike. in Gerllll\ny liS
] , ITERATOR , . . . , . , . 68
: HOnT NoTJ OE:ot . . os
HOOKS RECEIVED . . . . . . . . . . . . . . .. . . . . . . . . . . tlS
lhWEL 0AR. LO('OMOTIVE. ( lllustrnted.) . , . . . . . . . . . . . . 114
'I'RE TllANSScANDINI\\'IAN RAILWAY . . . . . . . . . . . . . . 114
HoT-AIR ) IOTOR. ( IIJustroted.) . . . . . . . . . . . . . . . . . . C5
AND M JITBODS IN TlUl ENOINEERINO A.'"ll I RON
TRADES . . . . . . GC
.A.ltERICAN ENOINEERI NO N W8 . . . . . . . . . . . . . . . . . . 66
.\ N STUDY OF THE l Nt'LIJKNC' OF Sl1Rt'ACE ON TU
PRFORlfANCE Of' 8cREWPROPF.LUJRS. ( llluAtmted.).. . . . . 6j
LET'n!IIS FROM TB PROVINCEs-The Iron, Cool, and Genornl Tmdes of
Dirmlngbtull, Wo\verhrunptou, nnd other DiBtrlctli-Lnncnshlre
-Notes from Scotland . . . . . . . . . . . . . . . . . . . . OS
Tbe Sheffield Diatrict-Nortb or England . . . . . . . . . . . . 09
tmcl Adjoining Counties-Gennnny . . . . . . . . . . . . 70
XWPORT HARBOUR CoMMl SliiON&RS' WF.F.KL\' 1'RAII REPORT . . . . 70
A.MRRlCAN NOTES . . . . . . . . . . . . . . . . . . . . . . . . . ;o
EXPLOSION . . . . . . . . . . . , . . . . , , . . . . il
p ATN'T .JOt' RSA l... . , . o o 71
A \ 1 RlCA!'J P ATF.NN I f' I. I I I I I. 7:.?
l't?11tM COI'o-.&po!l<h1tl3 tO A"tep (OjlttS.

W. 0. (Clnrcndon-plnce, Dover).-Wo do not illustrnto hwentious unless
they nctually nt work.
\'otCAN.-To find the noces."'lry strength for the different part.s, Ree nny
good book on nvpUod A simple grnphlcnJ method is given
in Molesworth. The dct.nils rue too long to give hero.
ADI,.BATtc.-lf you will turn ngnin to the nrticlo you will !'CO lhnt wo
hnvo suggested the nse of oil in t.he hooting coils nnd jnckots
of wnter. As the boiling points of oils nre ''ery much highu1 thnn the
boiling point of water, the highe1 tompemtures for which you nsk
C'oulcl be CIISilV obtnined if it wore to be dcRirnblc, which we
doubt, n thoy lu,-olve Romo of <'rocking the to s.1y
n!lthing of trouble with the piston ring"!'.

Wl111'E
S1R,-J abnll bo obliged to ony rcndor \Tho will give me tho nddrCl!. of
m11kon< of the nlloy.
,J nnunry I !lt h. F. r.. I
MEETJI'\OS NEXT WEEK.
TnE l NSTITilTION Ol' ,JIJNIOO .Jnnunry 2!ltb, nt
the Palncc Hotel, ' l'hirt eonth Anniverlltlly Dinner.
Tlllt &LFrRorF.LI.l:O 'rRAf'f'TC J.tV&RPOOL AND DTSTRIC'T
Cl:NTIIE.- ' I'ucsday, ,Jnnunrr 2!ith, at p.tn. l>npor, "Somo Points iu tho
Oosigu of Automobile \ 'ehicles intended for Jlcnvy Traffic," by Gco.
llcrbcrt Little, 'J'echuicnl Editor Alllonotor Jonfti.
'J'uR INSTITI' TION OF ELF.t1'RICAL ENotNF.F.RS.-Timn<dny, Jnnunry 2ith,
nt s p.m., nt the Institution of Civil Engineer!!, 25, Otcnt Oeorge-street,
West minster, S. W. Pnpor, " Notes on the Electro-Chem!cnl Trentrucnt
of Ores containing the l'recioul! i\1etalll," by Mnjor-Geneml Wcbbcr, C.R.,
Rct. R. E., Pnst-presideut.
Tu& I NSTITUTION OF CiVIL ENOINl;ERS.-Tuesdny, J:lll\1:\I'Y 26th, Ot
s p.m., Ordinnry Meeting. Pnpcr, " Reservoirs with High
Dams in Western I ndi:l," by W. J,. Stmnge, Assoc. i\f. l ust. C.E. Ut!!
cussion.- F1idny, JnDunry 2 tb, nt p.m., Students' Meeting. Pnper,
"Condensing Apparntus," by H. Stud. InRt. C. E.
ROYAL INSTITIJ'fiON OF GREAT BRITAIN. - Friday, January 28th, nt
!l p.m. Discourse on " Instinct nnd I utelligoncc in Animnls,' by Pror.
C. Lloyd .Morgau, F.G .. -Afternoon Lectures nt 3 p.m. : 1'u.esdny,
Janunry :!uth, " The Simplest Living by Prof. E. Rny J..:mkcster,
M. 1\. , LL.D., F.R .. ; Tbursdoy, Jnuuo.ry 2ith, ' The Hnlogen Gtoup or
Elements;' by l>rof. Dewo.r, J\I. A., J,L.D., R .. , M. R.l. ; nturdny,
Jnnunry "Cyprus," by Prof. Pntlick Gcddes, 1-'. R.S.E.
SoCIJITY OF A RTS.-}Iond.ny, January nt S p.r.n. Cantor Lect ures.
" Decornti"c llookbinding,'' by Cyril D11venport. Three Lectures. Lec-
ture 1. :-The beginnings of bookbiuding-Assyrinn clny tablets in tboir
cases-Egyptian p.'\pyrus rolls-Rorunn diptychs- ) l cdirevnl biudings in
carved ivory, nnd metal covers with gems and ennmcls-Uocomtl\o bind-
in Europo nnd the Enst up to nnd !n<'luding the fifteenth contury.-
Tucsday, Jnnuruy 25th, nt 8 p.m. Appli ed .Art ection. Popor, " He-
nnlssnnce Woodwork in Englnnd," by J. Hnngorford Pollcn.-Wcdnes-
dny, J11unnry :lllth, nt S p.m. Ordinary Pnper, Fircp1oof
Cou..qt ruction of Domestic Buildings," by ThomM r otter.
THE ENGI NEER.
JANUARY 21, 1898.
THE END.
AT last the end has come within sight, if not within
touch. Before these pages are in our r eaders' hands the
great strike will possibly ha Ye ceased to exist. The demand
for an eight hours day has been unconditionally withdrawn.
An attempt has been made to hold out on the question
of shop management, but i t really means nothing. Mr.
Sellicks and Mr. Barnes, giving up the eight hours clay,
speak as the leaders of the late Greek anny spol<e. They
h aYe retreated to take up a stronger position. After all,
they neYer really wanted t he eight hours day in the
country. It is a question not worth fighting about. But
shop management, that is quite another affair; they will
neYer gi' 'e in on that question, and so on. It is all sound
and f01y, signifying 11othing. The usual interference of
soft-hearted, timorous busybodies takes place, and we
are warned that unless some substantial concession is
made to the men there can be no permanent peace.
These well-meaning folk do not under stand that the
English working man does not bear malice. The fight
oYer, he will shake hands and be friends . It is earnestly
to be hoped that the mast er s will not be led away.
rothing can secure a lasting peace but the cert ajnty that
there is no possibility of renewing war. Englishmen are
very sensible. \Ye ha Ye no apprehension for the future.
The fight has been fought. Capital and labour will
make up and be better friends than they have been for
years.
'
The cost of the war has been enotmous. " 'e shall be
within the mark when we say that labour by enforced
idleness h as lost at least 80,000 per week in wages, or
for thirty weeks, the huge sum of 2,400,000. To this
must be added about 30,000 per week withdrawn from
the capital of the unions or contributed in the form of
levies. This represents about 900,000. On the most
fayourable possible estimate the dispute has cost the men
3,000,000. Fortunate shall we be as a nation if we ha,e
anything in the shape of a valuable retum for this
gigantic waste of money and energy. Yet we think it
will not all be dead loss. The relations between capital
and labour will be put on a satisfactory footing; and the
formation of the Employers' Federation will render ilnpossi.
ble the occurrence of the troublesome little district and local
which haYe in the past done so much mischief.
leaders of the men, nay, even the men themsel ves,
will see that it is useless t o ]mock theil heads against
stone walls, and that disputes must be settled in some
other way than by having resort to t he strike, or its
corollary, the lock-out. Some fear is expressed that the
engineers who are now out on strike will not get employ-
ment, their places being filled by non-society men. \ Ve
belie,e it will l'>e found that there is plenty of work for
Leaving such speculations, let us retum to facts. Tbela!>t
hope of the Amalgamated Society of Engineers lay in the
federated t rade unions . The attempt to get a leYy of eYen
threepence per man per week failed. I t was lmown, indeed,
before the conference in Farringdon-street hall broke up
that it would fail. The Amalgamated Engineers are an ex-
ceedingly unpopular body with other unions. \Ye haYe
heard it stated that the engineers must win in the end, be-
cause the trade unions of Great Britain. as a whole, would
readily suppl y all the money that was needed; such state-
ments, howe,:er, are ')nly made by those who ignore human
nature. The AmAlgamated Engineers, like the members of
eYery other union, fi ght each for his own hand. The quarrels
between the boilermakers and the engineers are so recent
and so scYere, that no substantial aid was t o be expected
from l\Ir. Knight. Why should the bootmakers gi' e
assistance to men who would notcontributea penny to them,
and refused to pay a sixpence more for their boots than they
could help? The unions in theu corporate capacity
denounce sweating. The indiYidual members of th"e
Amalgamated buy their " slops " in the
cheapest possible market. It is said that they a1e a
mainstay of the poor ,Jews. We do not blame them for
this. I t simply a dry, hard fact in political economy;
but we ha Ye to take account of it. With more generosity
on the part of the Amalgamated Engineers in the past,
they would haYe stood a better chaMe of help ill theil
hour of need. As it happe11s , many haYe rejoiced in the
downfall of an insolent and aggresshe union. The
dogged perseYerance with which the men ha.Ye remained
loyal to their leaders extorts our admiration. Wellington
once said of the British Army, "That such men could go
anywhere and do anything." When we bear in mi11d
what the strikers h ave recently gone through, we
oursehes, why is it, how is it, that such determination,
patience, ana' obedience are not exerted on the right
instead of the "\\'1'ong side -i11 promoting their own
welfare insteacl o pursuing an ignis fatuus! I R it
not for the emplo,yers to get the ears of these men ? Arc
there among their ranks none sufficiently able to lead not
only their own workmen, but the worl<ing men of Great,
Britain generally into the road that leads t o pence and
prosperity? Are there among the shipyards of the
North, the mills of Manchester, the machine shops
of Sheffield or Leeds, none who can speak in public;
none who can speal< ; none who can get at the
great mass of labour, and lead it as Mr. Barnes, or Mr.
Sellicks, or Mr. Bums leads? \Ye feel certain that the
answer must be yes. And we dare t o hope that one
result o the war will be that the employers will in the
futme do more than has eYer been done before to get
into touch with their men, and teach them that the union
delegate is o.t hi>: hrslnn indiviclnnl , and nli
I
62
his worst a. pe. tilent rogue who should be kicked out of the
gates.
The total Ios of its funds ha left the Amalgamated
Society of .Engineers in uch a position that it is no longer
worth while to remain a member. It is true that we are
told that some .60,000 i intact. I this i. really the
case, it may be good polic.' fot the older men to
remain members on the chance that they will sa Ye some.
thing out of the fire. Hut it must not be forgotten that
large . ums hMe been borrowed, and year must elapse
before any substantin.l addition can be made to the benefit
fundc: of the union, while it is certain that Yery heavy
levies must be the nlle for years to come. The facts con
cerning the fi nancial position of the union will only leak
out by degrees. flut we ha\'e little doubt that the whole
structure of the Society will have to he remodelled, with,
in all probability, a great reduction in the number of
members, due cithct to Rimple desertion m the process of
fi ssute, which we see now beginning on the Clyde, new
and small unions springing up. I n nl l this lies the
opportunity for the employers, who should take im.
mediate steps to supply to their workmen all the
" benefit" t hat a union can giYe, and something more.
It is particularly desiaable, we may add, that foremen
should be wholly withdaawn from union influence, and we
are happy to see that a detennined effort in that direction
i being made.
RAl\K FOR N.W .\L F.NGI ::-1EF.R
FoR many thoughtful men have felt that the
exi ting system, undet which a naval engineer has no
executi\e rank or power!l, was anomalous, incongruous,
and likely to be Yer.Y mischie,ous under citcum tances
which not only might ari!le, but would be certain to a.rif;e
in time of war. An influential committee reported in
favour of a clange a. quarter of a. century ago, and the
subject is constantly being brought up again for considera.
tion. Once more it begins to atttact the attention it
really desenes. The Service journals are taking it up,
and we are glad to see tbat they advocate, not adherence
t) the existing ann.ngement, but the introduction of a
syst em which would give the engineet officers of a ship
aic q 1ate authority over the artisans and stokers, for
whose conduct they are really tesponsible. A very good
letter upon this subject appeared in the Anny and Navy
Gazelle for the 8th instant, which has aroused consider-
able comment it1 t he Service papets, coming, as it does,
at a time when the necessity for modifying the existing
position of na.vn.l engineers, in regard to command and
executive rank, appears urgent. Obviously " Engineer"
writes from his own point of Yiew. Nevertheless, it is
impossible to read his letter without feeling that his argu-
ment is most convincing; and we fully endorse his
opinion that the naval engineer on board ship occupies
"an anomalous position." In point of fact, we are inclined
to belie,e that these words very inadequately express the
existing condition of the naval engineer as regards his
1ela.tions with the men under his orders-we cannot say
command. The writer goes on to say that this position
'has been clearly recognised for many years, both b_y
engineers and b,v executi,c officers." By the former,
cert.linly, for each class recognises its own grievance!!;
by the latter we fear not, a.t least to any appreciable
extent, or the ma.ttet would have been t aken in band long
ago. Here, we believe, is the main point of the difficulty.
A considerable proportion of the advisers upon naval
questions are still officers who belong to the past as well
as to the present; and, in respect to questions of disci
pline and command, they are obstinately wedded to views
which held good in themiddle of the centlll'y, when steam
was an auxiliary power m1d sails were the means of pro
pulsion. 1\foteover, the obsolete and exploded ideas of
discipline which obtained amongst older captains and
admirals have been transmitted. unchanged, to the
executive branch of the present day, n.lthough modern
teaching on nil other heads, such as tactics, gunnery, &c.,
has been entirely remodelled. Here and there a few
enlightened officers, such as the late Admiral ('. Fellowes
and Admiral Cooper Ke,r, have endeavoured to introduce
reforms in the constitution of the naval engineer's bmnch
a regards mnk and dic:cipline, but some of the executi,,c
officers of the highest rank at the present day, including
e,en a proportion of those at headquat-ter!l, are opposed
to any change.
Before we ptocecd to point out the reasons which exist
for making such a change, let us dwell for a moment
npon the system which now pte,ails upon a commis-
sioned "esse!, whethet ship of war or trooper. We
purposely introduce the ''trooper " element into the
question, because we belie,e it is possible, by showing
the anomalies which ate permitted to obtain on boanr a
trooper, in respect to nMn.l llnd military con101and, to
!ILI'engthen out contention as to the position of the naval
engineer. I ndeed. the conAict which sometimes occlll's
on board commissioned troopers a very strong point in
om nrgument, so we will not fai l to la.v staess upon it.
The captain himseU deals with e,ery matter of command,
discipline, punishment, oa leaYe, howe,er tri,ial, upon a
man-ofwat or commisgioned trooper. In his absence,
authority devol \ 'CH upon the commander or first lieutenant,
or second lieutenant, down to the executi,e oilicer of
lowest grade, pto, idecl he is the seniot executive officer
on board. E,etr other officer on board. whether of the

1naaines, naval engineers, payma ters, surgeon. , or
(haplai n 's branch, must obtain leswe from this authority
before leaving the Hhip. and must rep01-t himself to him
on coming on board. It is cleaa that arrangement is
n wholesome one, so fnr as regards all the branches
othet than that of the naval engineers. ,en the marines
are so-comparatively- few in number that all cases of
can readily be denlt with by the one command
ing officet on board; just al-4, in a single barracl, the
commanding oflicet denlH with nll detachments of ti'Oops
under his ordeas, it-respecti' e of corps. But to place an
officer stafl'.engineer, n.t the head of ovet three
hundred petty officers and men, as in the cases of the
Pc. w2rful and Terrible, and to so limit his authotity that
T HE ENGINEER
JAN. 21, 1898
he cannot gi,e an hour's leave to one of his subordinates, than a single year lest we should lo e owseh.es. The
or that" he should be powerless to inflict the smallest least sum that can have been spent the applicant s on
punishment upon the humblest of them," without the these patents was 1 each; the ma>nmum no man
authority of a- possibly-junior officer. who has not . een can fix. We suppose we shall not gre9:tly en 1f we
as many month!.' service as the staff.engineer has _yeats, I that 300,000 was spent l_ast year by IJ?''e?tors. It dtd
is, and 'muHt ob,iously be, embal'l'a'l. ing to the duties. of all go to the Patent,?ffice; probably tt did not
the branch, and prepo. terous to the Yiews of 1\nyone \Ytth tts way to the Pa.tent.office and the patent togeth.er,
common :-;eme. but it wa'! none the less . pent. There IS . omethmg
\\'e remarked that the condition of affairs on board O\'envhelming in these
a commissioned taooper might throw additional light hundred thousand pounds is a Yer:r large sum ; and tt
upon most important question. Here the may be taken to represent the annual of, aftet
ridiculous character of the situation h; fm-ther em- all a comparatively moderate number of mdindun.ls. It
phasi. ed. The captain, ot his locum f rnrns, is disci is to be supposed that there were 30.000 inventors
plinaty commanding offi cer over eYery person on board, going to the Patent.office last year, or an.v year. \ Ve are
including the military officers, however high their rank, glad to say that the numbet of those who, to put facts
as well as men. EndleHs trouble and friction have mildly, lack prudence, is not to be measured by the
arisen in consequence of this unsatisfactor.v arrangement, figmcs in the " Patent .Joumal. '' \\' bat, the philosopher
although it is due to the forbeA-rance and good t aste of may well ask, does it all mean ? The answers he will
the naval officers of troopers to . tate that, as a rule, the teceive may vary, but the tauth lies in a nutshell. The
captain delegatoR Ruch duties to the officer immedja.tely 300,000 represents subscriptions to a national lottery.
concemcd, Yi ?. ., the senior combatant officer of the Por the great mass of iJwentors, taking out patents is neither
troops on board. We say as a rule- but not always- more nor less than n. gambling transaction in its essence.
and it may be imagined what the effect would be of the They do not think so; the general public does not think
naval officer insisting upon his right!l. 1'hat such con- so, because the truth is ' ' ery far from being obYious. \Ye
tingencics have occurred is too well known, and their un. propose to try, at least, to prove our propo ition.
fot-tnnate results. l\fuch of the feeling against c:>mmi!l I n the fir t place, we must reject a certain mall per.
sioned troopers, which has within the past few -'e:1.rs led centage of patent!!, which are secured either with the
to their practical extinction a. a class, and the adoption certainty of direct or indirect profit. \Ve may also
of hired transports in lieu of them, was due to the dislike exclude fresh patents, which simpl,v protect de,elop
of commanding oflicets of regitn ents, and of anny ments of ilwentions already lucrative. But these are m
officers generally, to submit themselves to the roughand no way numerous; peahaps they represent !i or 6 per cent.
ready discipline of naval officers. We may, indeed, go of the whole 30.000. The remainder are taken out on
much fmther. The most glorious instances denoting the pure speculation; out of some of them the inYentots
success of military discipline in terrible emergencies at hope to make fortunes; out of all of them thev trust a
sea-such, for example, as the cases of the Sarah Sands, profit will be made- if not hundreds of pounds, then a
under the command of the fine old sail or Captain Castles, few pounds. a sovereign a man may obtain a chance
and the Rirkenhead, which was commanded by Mr. of drawing a. prize in some of the foreign lotteries. I n
Salmond, a master in the Navy- appear to have lil<e manner for a sovereign be can obtain pro,isional
occurred when the mn.ster of the ship had no executive protection for an invention. Prizes there are in this
command whatever over t he troops on board. \Ve fail lottery, no doubt; the smaller the imention, we are told,
to find similar instances on record amongst the annals of the greater the prize. The inventor of the now old.
commissioned troopers or of war vessels conveying troops. fashioned perambulator made, we have heard, 20,000
The reason fot this is evident. The captain of a vessel out of his patent. Dozens of instances of this l<ind can
has quite sufficient work cut out for him in an emer- be cited by nny inteWgent and competent pat ent agent.
gency, in ordering his crew, without assuming the The invention always seems so good to the inventor, and
command of men who hMe a discipline of theit own, the cost of a provisionn.l is so small. The majority of men
and who are best led by their own officers. refuse to have anything to do with State lotteries. Who
To sum up, then, it seems sufficiently clem that the can succeed in persuading the inYentor to keep a."ay from
placing of soldiers in a commissioned troopship under The principle imohed is the
the command of a sailor officer, has been a blunder same. It is possible in both cases to d1aw a. prize. The
throughout, and that, in circumstances of graye price of the chance is very small. That is the rea on
emergenc:,, disasttous consequences have thereby ensued, why 80,000 patents or protections were applied for last
which might have been mitigated, if not obviated, by the year.
action of such military men as Colonel Seton, in the Far be it from us to say aught that might tifle imen-
Birkenhead, and the officer commar ding the 54th Regi- tion or eem to retaad progress, yet we cannot resi t the
ment in the Sands, whose deeds are engraven upon temptation to utter at the beginning of the year a word
the pages of history. In connection with this subject we of counsel and caution. we can. indeed, add nothit1g
may ask again, who was it on board the warren Hastings new to what has been said before on the subject. But
that remained at his post in the stokehold of the , essel, repetition sometimes does a. little good. I n the words of
whilst the plates beneath his feet were being rent runmder a weiJ.known politician dead not long since. '' You can do
by the jagged rocks upon which the ship had struck, nothing with the Baitish public without hammering it
cheering on his faithful complement of at-tificers and into them.' ' \ \' hen the same thing is said O\'er and oYer
stokers to keep up st erun, so that the electtic light might again it begins to carry conviction with it. Therefore we
be maintained in all its brilliancy and the various steam repeat now that a patent in itself is worth nothing.
appliances of the ship rendered operatiYe? Not the Multitudes of people still believe that if only they can
captain, clearly, for all his duties were on deck. No, it secure a patent they are at once put in possession of
wa!! the chief engineer who was the master of the situa something valuable. Now, no patent standing alone is
tion then, and, without his self-devotion and the coopern wot-th the paper it is printed on. A patent is nothing
tion of the officets and men undea him, doubtless a very more than a legal instrument giving to the possessor the
large proportion of the souls on board would have sole right to produce in the United Kingdom some par.
perished. ticular article ot to carry out some particular proces . .
Here we arrive, by n. natural sequence of thoughts, at But the great mass of inventors are not in a position to
the reasons which exjst for demanding that a radical make a.nything ot to carry on any processes. Their
change should be made in the status of the naval engi- object is to find some one who will " take up " the imen
neer, in regard to rank and command. The existing tion, and they make the inYention and secure their patent
system may tumble along it1 a sot-t of happy-golucky without eYen ta.l<i.ng the trouble to find out, first , whether
way in times of peace, but, as Engineer " puts it, " in the thing is wanted at all; and secondl.v, whether one
time of action a lapse of discipline in the engine-room is ready to supply it if it is. Thus, for example, a man
department would entail far more setious consequences to patent!:', say, a machiJ1e for drawing corks. He con tructs
the ship than would a. similar lap e in any other depart a. model and tries it. It works admirably. He goes to bed
ment. The conditions undet which the engine-room at night quite happy. He has made a Yery clent
stall' has to ca.ny out its duties would, in time of action, and successful ilwention. But, unfortunately for
te t the disciplinary powers of the engineers to their him, the imention is of \' Ct'.Y limited value in
utmost extent; anything apptoaching a scare or panic on his own hands, . o he tries t o put it on the market,
the part of e,en a. few of those shut in below in engine- and finds that no one wants it. He may rage
rooms and stokeholds, might easily cause the loss of the and fume and denounce the world for its folly; but
ship. " It is, howe,er, for occasions such as these, that the corkdrawing machine is, in a. pecuniary sense, i\
our naval engineeas must be prepared. How, then, is it failure. But this is not all nor nearly all. A considerable
possible for a strong and healthy chain of discipline sum must be invest ed before any invention can be en
amongst the BOO officers and men forming the comple- dowed with commercial value. This is the potent reason
ment of a war.vessel's engineering st aff, to be formed in why so many really useful ideas fail to proYe of service
time of peace, tmless the officer in charge has command to those with whom they originated. The sums spent on
over his own men n.nd executive power in dealing with some great inventions before they began to return n.
them? It Reems tons impossible, hence we unhesitatingly profit have been enormous. On one continuous brake for
adYocate a radicn.l change in the position of the corps of example, 20,000 was spent in one country alone befoae
naval engineers, giYing them the same command over a farthing, we shall not say o profit, but of return cat11e
their own men n.s is exercised by n.rm.r departmental in. ,en on compnrathely small inventions it is in no
officers over the 10,000 odd officers and men of their own way unusual to spend some hundreds of pounds before t\
corps, and disciplinary powers to the same limited profit can be made. Tt is to just such truths as this that
extent. Bnt naval engineers must qualiiy themselves for the ilwentor insi t s on shuttillg his eyes. He chances hiH
such command, and this is a ,er.v ilnp01-tant item in the sovereign ; it is not much- he ha a little excitement for
proposed programme. Enormous difficulties were found his money. Perhaps, after all. it might ha,e been wor. c
as to this matter of qualification " when re-casting the spent .
army departments. But they ha,e been OYercome. While it is possible to explain in this way the reason
Would it be possible for nMal executive officers and why such enormous sum are spent year by ;year
0 11
naval engineers to undergo a period of mutual training at patent fees, the doing of certain othel'things bv inventor-,
n neutral college, whete they would be thro"' n together remains an inscrutable mvst erv. One of the e is t he
and learn to respect One another's aims, objects, and per.sistence with which men go on patenting inYentiOil'l
acquirements-as, for example, military engineers, whtch are of no Yalue. It is said there are now in exist -
Ca\'alry, artillery, and iJ1fantr.v are trained under one roof, encc in the United States about six thousand patents for
at some of the huge militn.ry schools abtoacl? We merely car couplers, and car couplers are still being steadily
put forward the idea fot whn.t it is wot-th. patented at the rate of three or four a week. This has
PATF.NTS AND I NVENTION
I N round numbers thirty thousand i11 ventions were
patented or protected last year. That is not an un
usual number. We shall not attempt to deal with more
gone on for _yeo.rs, and there is not the least sign of abate
ment in the supply. Now, it so happens that long ago
the American railway compn.nies settled among them
selves on a standard coupling, which is in use all over
the country t o the exclusion of all others; and there is no

J AN. 21, 1898
mor e chance that any new couplers will be adopted in a
way to be of ser vice to an inventor than there is that
railways themselves will be super seded. One would
imagine that a man who knew enough about the work
ing of railwaJ to scheme a. rea.lly useful coupler, would
also be familiar with the fact that there is not now
nor will be any demand for a. coupler. Yet not a
few of the inventions o this kind patented ar e very
good, and have even been the work of railway officials.
Another curious phase is the with which men
will shut their eyes to the difficulties whi ch they ought to
attack, and go on inventing the same things over and
?ver again. W care not now speal;.ing of that great body of
mventors who are not engineers, and, indeed, lack practical
knowledgea.ll round; but of men who ought to know better
and do better. Take, for example, the rotary engine. It is
beyond all question that if a man could invent a satisfac-
t ory engine of the l<ind, and bad money enough to put it
properly before the world, be would make his fortune.
No such engine has ever been invented, perhaps it never
will be invented; yet patents are secured by scores, and
t hese one and all not only mi s the difficulties to be
overcome, but bear ample evidence that the inventor does
not recognise that they have any existence. It is not at
o,ll improbable that some of our readers who read this
will at once set about in\enting a rotary engine; is it too
much to ask them before they do so, to ascertain why it
is that no one has yet produced one, and to m:1ster
thoroughly the nature of the problem which they under-
t ake to sohe? On the other band, sorue inventors wa. te all
their energies in the attempt t o overcome difficulties
which have no existence whatever. We can call to mind
a case in which a. man applied for a patent for preventing
the chimneys of locomQtives from coming into contact
with the underside of ovedtead bridges. 'fhe American
" Patent .J ourna.l" o.tl'ords many examples of this kind of
imention. It is an interesting fact that occasionaJ.ly a
real demand arise for some particular invention, and no
one is able to supply it. We may name, for instance, the
want of sotue means by which railway companies can
ca.ny cycles with ease and comfort. There is, beyond
question, money in such an invention, but it is not forth-
coming. One man in America. has patented fitting the
baggage cars with hooks all round outside, on which the
cycles are to be hu11g, but we do not think this quite
meets the difficulty. Another invention just now in
much request in the United States is a "non-re-
tillable" bottle. Scores of bottles of the kind have
been patented, but, a.pparentls, a satisfactory solution
of . the difficulty has not been reached. Another
curious phase of invention for which we have never seen
any satisfactory explanation, is the run on some par-
ticular thing. An envelope-folding machine is patented
by some one, say, in CornwaJ.l; the following week two or
three others are patented at Liverpool, Newcastle, and
Dundee. They are a.l1 different. The inventors hMe
never heard of each other. There is no special demand
fot envelope-folding machines. These waves of inven-
tion are quite common in the United States, and quite
inexplicable. They are usually short-lived, running their
course in a. week or so, and do not bear any apparent
r elation to demand.
FinaJ.ly, it may be said that the enormous number of
patents applied for each year must not be accepted as
pr oof that there is no limit to imention; on the contrary,
there is good reason to believe that in a special sense
inYentiou is very strictly lin1ited indeed, but the con-
sideration of this point we must resmye for another
time.
,
STEAlfERS AND BALLAST TA.I.'<KS.
AT the meeting or the North-East Coast Institution or
Engineers and Shipbuilders at West Hartlepool a paper was
read, a few days ago, by Mr. Archibald 1\[cGlashan on the
!';Ubjcct or the "Wat er Ba.lla.sting of Steamships." It elicited
an interesting di scussion on a matter that is attracting some
attention. The argument of the paper is that there is need
for a. more efficient system of water ballasting, which is
becoming imperative with the cargo steamer. The weight of
the vessel itseU has been affected by the substitution of steel
for iron, whilst the weight of the machi nery does not advance
concurrently with the size of the vessel ; its greater efficiency
alc;o renders the coal consumption less for tho work, and conse-
quently the stock of coals does not increase with the n1>tio of
the increased size. It is found, too, that some of the cargo
ha,e to do more steaming light, and all these factors
influence the need for water ballast. Mr. 1\fcGlashan pro-
poses to introduce side tanks for that water baUasting, in
addition to those in the bottom of the vessel. Already
one steamer is being built at West Hartlepool with these
side tanks for water ballast, whilst others arc expected to
follow. This system of fi tting water-ballast tanks on the
sides of steamers, it is claimed, fulfils the requirements of the
large modern cargo steamers; it has several incidental advan-
I n the discussion that took place, there wa a criticism
more of the theory of the need than of the side tank thcm-
sehe'l. It wa contended that it was unwi!;e to provide so
much for the running of a steamer light when the duty to bo
aimed at was rather that of running loaded, and when that
prO\' ision for steaming light would of necesRity limit the space
that could be devoted for cargo purposes. Apart from this
consideration, the expression of opinion of shipbuilders and
of shipowners seemed to be in favour of the proposal to carry
water ballast when needed in the side tanks, though details
ns to the possibilities of corrosion and the effect of the intro-
duction on the methods of ventilation were dwelt upon.
The idea, however, is being submitted to a practical to t of
experience; and thus another novelty in ship construction
\\ill be initiated in the North-East.
FI REPROOF WOOD.
A SERIES of exp01iments which have been conducted on
fireproof wood in the United States by the Assistant Secre-
tary of the Navy seems to point very 'clearly to the unsuit-
ability of the material as it is at pre!lent for use in the
con-.truction of ships of war, except under limited conditions.
'l'bo objections to its use are as follows :- It corrodes metal
unquestionably, although but slightly; it is difficult to
work; it is heavier and weaker than untreated wood, and
THE ENGINEER
does not wear well ; and last, but most important
defect, it absorbs water to its ow11 detriment and the
injury of its surroundings. Its retention of water and
the effect of alternate wetting and drying is very
remarkable, and was made the subject of a series of
special tests, which proved to the !;ati!,fartion of the chemist
conducting them that the fireproofing chemical was either
washed out or by the treatment, that the wood
became as combustible as ordinary timber, and in cettain
ways even more so. Of course, a very large portion of the
woodwork of a and particularly the decks, would be
subject to frequent wetLings, and except in the caso of the
upper decks, which are exposed to the sun, the wood would
retain its moisture; whilst on the upper deck the frequent
wetting and drying would, as has bec..n shown, destroy its
characteristics. On the whole, therefore, the Assistant Secre-
tary has recommended that it be not used for the decking of
any of the new battlo ships, where its objectionable qualities
would be most in evidence, and where, as appears from the
test made, it might speedily lose the only good quality which
it For lighter joinery work, and particularly in
places where it can bo painted- it apparently takes paint
with difficulty- be con, iders it advisable to use it, and it is
therefore to be employed in t he new United States battle-
ships "as provided for in the existing contracts."
!'ITRI KF.S IN OERMANY,
I N a report presented to the meeting of the German I ron
and Steel Trades, held at Berlin on the 9th of December
we find it stated that in 1896 there were 483 in ({er-
many, causing an expenditure of 164,500, the largest part
of thi'l amount being attributable to the strike of the dock
labourers in Hamburg, which cost .80,650, including .3450
contributed by foreign sympathisers. In the iron trade
there were very few !';toppages of work, t he most considertible
ono being that of the moulders in Borlin, which ended by Lhe
masters consenting to take back the workmen. As a curio-
sity in strikes, the report notices that of the juvenile workers
in Elberfeld, who resented a compulsory stoppage of 5 per cent.
of their weekly wages for deposit in the savings bank, made by
order of the local magistrates. The increase of interruptions in
regular work has gone hand in band with the improvement
in the general economic position, for while in the period
1890 to 1895 the total number of strikes was 729, involving
72,000,Persons, at a. cost of .156,500, the number in 1896 was,
o.o; stated above, 488, in which 128,000 persons were concerned.
LITERATURE.
F orfschriltr drr Ingmieur Wissrnscltajleu. Zweite Gruppe.
Heft 5. Br!(JI'(Jliclle B11lcken. Von. V\' . DmTz. 132 pages
Heft 7. C:e11Ulbfe Brllcken. Von J<. .. nL voN
99 pages, with three plates. Leipzig: W. Engelmann.
1897.
THESE publications form parts of a series supplementing
the large handbook of civil engineering noticed in our
issue of December 31st, 1897, which is intended to keep
the information up to date by the issue of special mono-
graphs, each dealing with the later developments in its
particular subject. Up to the present time nine of these
parts have appear ed, the subjects treated including
pneumatic ancl other methods of putting in foundations,
maritime canals, sea and r i,er harboms, iron dock gates,
roads. and- in the parts under con- ideration- bridges.
The fir t of these, by Professor Dietz, of the Technical
High School of Munich, contains a. series of notices of
the more important movable or opening bridges of
recent erection in Europe and America., including those
on the North German and Manchester Ship Canals, the
Hawarden and Tower bridges, the Harlem River bridges,
York, and many others in the \\'estern States, and
by a liberal construction of the term moYable, steam
fe rries and pier landings are brought in. I n a final
section the newer theoretical investigations are noticed,
and the author developes a series of practical solutions
for many of the intricate problems arising in the calcula-
tion of the details of this class of work, based upon
Francke' deYelopment of the equation of the elastic
line. E ach of the sections is proYided with a good
anal.vticalli t of the original literature consulted. These
are exceedingly well arranged for reference. Some diffi-
culty has been experienced in prodding the necessary
illustrations, owing to the complicated character of
m'\ny of the mechanical arrangements, but this has
bean sohed by selecting the more important details
of the ttuning and locking gears n,nd reducing them by
photography to the mallest visible size, and in this way
a. very large amount of illustration has been secured,
although the figures are somewhat disagreeably crowded.
The seventh part, by Carl ,on Leibbrand, President of
the Roads and Waterways Department of the Ministry of
Public.' Vol'l<s in Wurtemberg, is a re\'iew of the principal
masonry and concrete bridges that hase been built in
Europe during the past years; Germany, France,
and Au tria having been mo t active in this particular
field of engineering work. The mo t important of these
is the J aremczka. railway viaduct over the Prutb, having
a single arch o,er the river of 213tft. span, with a ri e of
58ft. This is built of sandstone, with a thickness of
l Oft. at the opening and 7ft. at the crown, and ir- only
exceeded in dimensions by the Cabin .John Aqueduct in
Virginia, o 220ft. span, the next largest being the
Lavaur Bridge on the Limoge and Brives Railway of
2172.ft. span and 964ft. rise. All these, however, are
well behind the gteat stone arch O\' er the Adda at 'l'rezzo
of 237ft. span, which was destroyed in the year 1416.
Of more general interest than these monumental works,
however, are the newex: developments in concrete n,rches
with metRl joints at the opening and the crown- a class
of constwction in which the author has been particularly
successf ul, the most considerable example being the
road bridge O\'er the Danube a.t l\linderkingen in Wtir-
temberg, of 164ft. span and 16!3ft. rise, which has been
followed by many others, one of the impot Lant
being the Port de la. Coulouneniere on the Hhone at
Geneva, which was erected i11 1895 to replace an old et iron
bridge of insufficient stability. This has t'\\o principal arches
of 131ft. span, and is builtto carry the beaYiestclass of road
()3
traffic. I n the final tests a tramcar train of 60 t ons and
the two heaviest locomotives of the St. Gothard and
J ura-Simplon lines, weighing 150 tons, were drawn over
it on their way to the GeneYa Exhibition, without
producing any deflection sensible to the registering instru-
ments. Not the least remarkable feature about these
bridges is the . peed with which they are constructed, f1om
four to seven months being suffi cient for arches of 140ft.
to 160ft. As in the former part, the literar:'l'
references aro well gi Yen, and there are three plates of
illustrations of most of the principal works refened to.
These are con, iderabl.r better than the illustrations in
the companion part; but that no doubt is due to the
greater simplicity and mor e pleasing appearance of the
works illustrated. If the other parts of this series are
canied out with anything lil(e the care evidenced in those
before us, t hey cannot fail to be widely useful to nJl who
may desire to keep up with the progress in engineering
works, especially those on the Continent. Considering
the amount of detail. the per part-is exceed-
ingly moderate.
Prrlimi11my 8111'1'1'!/ nnd Hy .J. T. GmBBU:.
, econd edition. 8vo., pp. 457, with 130 illustraticns.
London: Longma.ns, Green, nnd Co. 1897.
I N this handy little Yolumc, the author has btought
together the results of a wide and ,aried expetienee in
surYeys for engineering works, both at home and in
foreign countries, in order to supply the young engineer
going abroad with a useful vade mrrum which, with the
necessary tables, will enable him to carry out a. smyey in
a new country rapidly, correctly, n,nd according to the
ideas and r equirements of the people. 'Vith this aim in
view, pat'ticular attention has been given to the methods
r equired for the preliminary investigation of route line;;
in uninhabited countries, as well as in the subsequent
planning of the works in a rapid and sufficiently accurate
manner; a \'ery typical piece of ground, the Ni pissing
did ion o{ the Canadian Pacific Railway, where the writer
gained his first experience, being giYen as an example.
This strikes us as being a fortunate selection, as any one
who has mastered the problems ari sing in surveying in
such a country, is certain to be perfectly at home in any
moderately difficult ground elsewhere. The methods
most prominently dealt with are the use of the plane table
in reconnaissance work, and the tachymeter or tacheo-
meter in more exact operations. A particular form of
the latter instrument of the author's own deRign h;
described in detail ; and, judging f1om the description, we
should thin!( that he has made several notable impro,c-
ments upon former instruments of the same class, one
feature, namely that of increasing the optical power of t.he
telescope, being specially commendable. There is an
excellent chapter on geodetic n tronomy, and the experi
ence of the nautical sun-e,vor, so far as his methods are
applicable to harbour and riYer work, is also brought into
r equisition, and the more purely American methods find
their exposition in the chapter on curve ranging. Chapter
VIII., on Graphic Calculations for Prellininary Esti-
mates," is specially interesting ns containing methods of
rapidly arri ' 'ing at sufficiently accurate results by the use
of quantity diagrams combined with the slide rule, example.
of their use being gi,en in estimating quantities in earth
works, brick, stone, and iron bridges, and timber trestles.
I n the new eclition, chapters on parliamentary wotk and
the re-smvey of railways ba.Yc been added, which the
author hopes will be useful, not only to those who may
haYe to prepare plans in accordance with parliamentary
re!rula.tions in England, but al. o to those who. in the
c&onies, aim at an equal degree of pr ecision. Altogether
this is an excellent book, and well suited to maintain the
high character of ) lessr s. Longmans' series of technical
text-books, of which it forms part.
SHORT NOTICES.
Sell's /)i('li()ll(()' lf flj ll<ll ll'tdd'x p,.,,(, Uilc/ 11 nnual ()( r,,ful
C'flm""i!tl l("'" ; lulgt, 189 . By Henry Sell. London : i67,
Fleet-street. Price 7s. 6d. - Mr. Sell's hig yearly ' 'olume, which hn'l
now reached ik! eighteenth issue, has this year in addition to it-<
\LSual collection of press information n ' 'aluahle list of commercial
treaties between Great and her Coloniel' and the leading
Powers. In this are given the dates of duration of the trentie,,
and a genernl very brief summl\l'y of their We
notice also thnt the list of principal foreign pnpcr:; been
restored.
Jlf u11 '"!l!lio d ,\/ ar rlu'n, : . l bonln tl ;/I' .\'a,.; fld f :l iv1
dall'f ,,,'lff&f' (u irln,i ::f!fa) dfl "Ill' di al'firf)/i dtl
[!tl'tfKiiro 'l'II E ESGISEER. 'apoli: 11 1\lncchioista Nnvnle, 20,
Rampe Brnncnccio. - As a rule we prefer to make no rem:uk on
the reproduction of which ha\'O nppear.ed in our coll._lmn,>.
We cannot, however, refrarn from comphmentmg the pubhshers
of " I1 a vale" on the admirable production before
us, nod from thanking them for the care they ha ,.e devoted to
the production of this handsome of our on th<.l
fitting of mn<' hinery in screw vol. lxxx.
BOOKS RECEIVED.
Gt (lud J,.tfllt llrf' lltlfll 1/(111/,, Treatise hy IJ. Alfred
Roecbhng, C. it London : Biggtt nnd o. Price f!!'.
PmrtirCII ICftl'll'icft.'! (We/ Afaf!ntli<lll. Vol. ii. By John
Henderson, B.Sc. (lt;dm. ), A.l.KK London: Longmnn11, Green.
and Co., J,imited. 1898. Price 6. 6d.
X int/, Repol'l f.!( tJ,, CJ, ief f.<rlnm C'mlt.?Jnndr "' of IJ"'''rf "/
T.acJ, 1111 r ,.,u(; l 'uiOIIX, 1896. With SL'\trstical t..'\blc. l.ondon' :
Eyre and Spottiswoode. 1 9;. Price 1 " old.
)Ji, flofd,t",ldr .I unlt r m:t,ril'lu"l /{,j,iqfidrrll
JJr''fl'"'..,y.,,... Dr. Karl YogciN\Ilg zu . t. Jobann ,\, 1).'
Herau.c:gegeben von Karl ScbmeiR.Qer. Berlin. 1 97. \' or lug ,on
Dietrich lleimer ( \' ohscn).
C'omplfiP J>u.tj.lfrfi,( Cuu, ... , rQIIIJll' i.t;,,!l t/lt RI'"""''"'!/ altll
Ad,tn'd ltl!l'' itf f'tl'.tj}f!l'l;,.,, t!.t l 'mi;rlitm o( ,'{fwd"'r" m,d
Rt,tf'f/ifJII, g Jtri.u ;, Tf,,m'l twtl J;rnrtir.>, 1;!.1 flu
. I;Jpf itm of I'''"J""I i <'t. By .J'. 11 nmphrev ."pan ton. lAnd on :
Mncmillnn and Vo. , Limited. 1 9 . Price s. net.
1,11/illf n 'illf/ aud . l ,r/,it,rlu,,tl . I p,.,,.,,ltrlilnl ,,f
tJ,, LA, 1r ('on .cltttr( i01l .fin 11 ,,.,,. ..tl ,c/, ;lrt f .t, ( 'tnt I
lJtu'(dPnt, l 'f,lif O,flit:a.< .. <r,,tf . <I By .)obn ('n!<san
Wo1t, M. C. E. , LL.l:l. Ful!tedrtron. Frrst thou!lllnd. New York:
J ohn Wiley ond Sons. London: Cbapman and Hall, Limited,
1 !18. Price 6 aols.
64
THE ENGINEER
JAN. 21, 1898
- - -
BEYEL
G E A R L 0 C 0 l\I 0 T I V E
11111111111
HE\'EL GE.\ n T.OC'O:\roTI\' E.
Lho l:nited geared o1
driven uy gearing, aro in ;;omowhat extensive use, mainly on
built for Limucr or mineral traftl c in or mining
diqtricts, and ha,i ng very light rails with sharp curves and
...tccp 'l'hey are adopted under such conditions in
order to luwe locomotives of con.,.i derahl o weight and power
carried on such a number or wheel-., and distributed over such
a length of wheel ha-1e, uq to a,oid heavy wheel loads, which
would be to the permanent way, while at the same
time the wheel bn-.e i<; made extreme!\ flexible to allow the
engine to work ea 'lily on sharp and uneven direct-
acting engine will meet the requirements of this combination
of condition.,, and the geared do very satisfactor)
work, though, of eour-.e, they have a lower range of speed,
nnd lose <;ome power in the flexible coupli ng<> of the longi-
tudinal shaft whi ch carrie the bevel pinions. There i ...
naturally -.omo prejudice against the of gearing on loco-
motives ; but it mu-.t be remembered that gearing is adopted
with enti re "ucce.,., on the of electric motor car-.
now in dail y 'lcrvico on city and country and ele-
vated railwav.;.
The maj ority of the geared locomoti,es are carried by two
hogie truck'l, and have each axle dri ven by gearing, but for
C\:Ceptionally large o. third truck is used, this being
usually weighted by carryi ng the tender, all the engines
having a tank and coal bunker at the rear end of the main
frame, behind the cab. In some make" of engines the gear
wheels arc mounted on the and driven by pinions on a
longitudinal shaft under the boiler, while in others the gear
wheel" are attached to the out!l ide faces of tbo wheels, and
have the pinions on an outside shaft, driven by vertical
inverted at the side or the fire-box.
One of the most r ecent and most improved design<; of
bevel gear locomothes is that of l\[r. C. L. Heister, ?ILE., and
c,everal of these engines arc now in servi ce. Two important
features of thi q design which, are marked improvements over
other design'!, arc, first, tbo use of only one set of gears to
each bogie, the second axle being driven by coupling rods;
second, the enclosing o( the gears in a case partly filled with
oil, so that the teeth do not get clogged and worn by dirt and
sand, a'! in engine'! which ha\'O the gearing expo!led. A
engine of the Hei.,Jer design, with two bogies, is now
working in Cali fornia on a lino A! miles long, having 270
cunes of 70ft. and 75ft. radiu'l, and gradients as steep as 1 in
20 and 1 in 15. The heaviest engine yet made of this t ype
GO tons, and i'l carried on three bogies, but geared
locomotives of other designs have been built up to 70 and 80
ton'l.
The cylinders arc placed at each side of the engine, inclined
at an angle of 45 deg., and the motion works in a plane tram;.
'crse lo the engine, the connecti ng-rods dri,ing a longi-
tudinal crank f-baft under the boiler. ' bort shafts, with
universal joint'l at each end, connect the crank shaft with the
shafts on the bogies, and in the three-truck engines a bevel
gear on the crank shaft drhes a shafL leading to the third
truck. The larger engines have two cylinder. on each side.
'Phe boiler is of the ordinary locomotive type, and the fire-box,
smoke-box, and smokestack may bo made suitable for either
coal or wood fuel.
A heavy boss i!l prec;sed upon the dri ving axle of each bogie
truck, and to thi s aro bolted two semicircular bevel gear
of cast steel, forming a bevel spur-wheel which can
readily be replaced. Upon the same axle is a. split sleeve
with a. bromo;e bu.,.hing, which Rupports and forms patt of the
frame which carries Lho cast bteel pinion. In this way no
irregularities of curve-. or of the permanent way can affect the
proper meshing of l.he gears. 'l'he same frame form.-.; part of
the ca.-.ing which enclose ... the gear wheels, forming a chamber
in which the gearil run in oil. The engines arc ' 'ery bUbl> tan-
tiall y built, with heavy steel bogie frames and main frames,
the idea of the manufacturer'> being that, with protected gear,.,
and firl>t-clas;, construction, these engi nes will be suitable fot
railway.; in mountainous counl.ries, and for logging railway:.
of the better clnsq, They are not intended to compete, how-
ever , with the roughly and cheaply-bui lt geared engines used
on the rougbeqt types of logging railways in the
THE TRANS-SCANDINAVIAN RAILWAY
THE last having voted a sum of money for
the sunoy of a railway from the Gellivarn. iron depositfl in
Laplancl to the Norwegian fi'Ontiet in t he directi on
of the Ofoten J<'jotd, on the North Atlantic shore, to j oin
rwantunll n Jinl' f1om the Norwegian J: ido, in order to exploit
the iron deposits at Luossll\aara and j the cost of and work the.re-
tho Hailway Board of })wedcn has now presented tts w1th. Onl.Y one stat1on IS on whole lme,
estimate for a rai lwn\. '!' hi e, amounts to -'935,000 for at Ltt Of;SilJOuro, whence connectmg hnes would be la1d
the track, or 3000 per kilom., which with rolling stock to the Luossavaara and Kirunavaara deposit'!, but t here an\
comes up to 1,809,000, or f:fiOOO per kilom. 'l'o this r.hould I to bo t.wenty-two plntfonns for passenger!\ and
be ndded for (cnt1nl sLt\ti on to be crcctecl] nt the goods. 1t wns nlso clcc1ded thnt a >'llrY<'Y f;hm1ld be made
Ce11r C<Jse
end Fr 11me
Sleeve C <Jrrnntt l
Gear llnd rr . .:.m
on Axle
0 0
..
..



Co
P/nlon
Shaf'r ror Unt'-
. o;er s 11l J oi nt
}'.r st eel
. - .......... ... . ... .. ...... ...

. ''{) .
4 P I C/. -t -------------------->f
... . s
BEVEL GEAR LOCOMOTIVE-DETAILS OF BOGIE
frontier, with 45,000 for branch lines, &c., for the tran6port
of the ore from the Luossavnara mine;; to the station of tho.t
name, should the , tate undertake thi. work. The cost of
supervi sion and direction of the work would be no leRs than
18 per cent. of the total co;;t of construction and rolling
,.,tock, on account of the "ildness and remoteness of tbo
parts tlnough which the lino runs. ' l'he estimate does uot
la t summer of the two dcpo1.its, and t he geological cc. mmi>-
sion appointed thereto has just delivered its report, of \\hich
the foll owing i'l a rt'sm111'. The'le iron deposits at e tht
ln.rgc!lt in the whole of Scandinavin, and ba e but <ne o1
two in Europe nnd Alnerica. The or e is mosth
"black " ore, and the rest black ore interspctscd with
" bl0orl " s' one, At 1\il'\mtwonrA orn form<'cl R

JAN. 21, 189S
THE EN G INEER
deposit 3 kiloms. in length, nud rising to a ridge cut up in 18,000,000 tons of oro, making 233,000,000 toul", practically on per cent. AL Luo:.sa\'uara. mo:,t of the ore appeared l)
tmls varymg from 17 metre:. to 249 metres iu heinht. The the surface ready to bo broken out, which, of course, would contain f1om Oa:> to 01 per cent. of phosphorus, but ut
mass inclines 50 dcg. to 00 dcg. east from the horizontal grcntly reduce tho co:.t of output. There arc Kirunanmra the contents were uniformly far greater,
plane. Diamond boriugs indicated that the ore decreased also enormous deposits below. A great and profitable advan- from 1 to 5 per cent. It must, indeed, be said that the ore


EEVEL GEAR LOCOMOTIVE- DETAILS OF GEARING
downw!lrds, but thh, may oul} be temporary. Howe,cr, the l tugc, too, is that both of the great deposits named arc free
quantities of ore exposed in the open, above the level of the from rock. l<;verywbere tho ore is close and bard, though :;o
lake, are estimated at no less than 215,000,000 tons, irre!>pec- I brittle that it falls into tlllU.ll pieces when blasted, but into
tiYc of auy ore undergound, which must also be very consider- du ... t ; ou the whole, it is Yariable in nature. As regards the
0
' .,
'
; '
. "
"
"
"
..
..



'

.
'
-
BEVEL GE:AR LOCOMOTIV- END VIEWS
nblc. There are o.lso hero several independent deposits below cont ents of phosphorus-a point so important in its Yo.luc-
the surface, and by magnetic researches and digging the they range from 003 per cent. to 01 per cent., from 01
biggest of t hese was found to bo 15 kiloms. in length, and per cont. to OS per cont., and hom OS per cent. to 15 per
from 30 to 60 metros in t hickness. It is est imated to yield cent . I n some places t he contents rise enm to 2, 3, 5, aucl 6

here i:. richer in phosphorus t.hau nuy known ore iu great
depo!'its. Where tho pho!>phol'Us is absent the ferrous rich-
ness is very great; iu 60 per cent. o the spots where analyse,
were matle it. vuricd bet,\cen G7 per ceut. to 7l per cent., and in
twenty-ouc 60 per cent. and 67 per cent. At Luos
savaara t.ho contents o magnetic iron is in general between
67 por cent. and 7055 per cont. The general contents o{
sulphur nmgo from 005 per cent. t.o 0 08 per cent., being
rarely ovor; an cl the contents of titanium, between 0 32 pc
cent. and 095 per ceut.; at Kirunavaara, 0!)4. per cont.;
1 0 per cont. at Luoss1waara.
As the Governments of Sweden and Norway have jut.l.
decided in principle upon the construction of a broad-gauge
rail vay from the!te great deposits to the sea-a distance or
ouly about 150 miles, though the country is rugged and
difficult-it may safely be predictoo that the heavy export
from the same \vill have an enormous effect on the Briti!>h
iron industry of the next century.
HOT-.\.IR 1\IOTOR.
.\ !OI \LL :.izc hot-nir motor, well adapted for purpo>cs
\Vherc not more than !-horse power is required, can bo
in )fr. Max Jc.,sing's office at Gl, 62, Chancery-lane. 'l'ho
differential nct.ion of this little engine is fairly well kuown,
but for the benefit of those who are not acquainted with it we
,
give the annexed diagram, which is practica.lly self-explana-
tory; tho long-displaccr piston i1> moYed up and down by
system of lovers on a rocking actuated from a piu on
the fly-wheel. The workmont.bip of this motor is excellent,
and oven when running at a high speed is practically noi c-
lc:.s. It is of German manufacture.
c:n reply l<l a IJUCry of a (.'Orrc-
spondcnt. "o luwo to My that the of the Paine-Bilis Gn1in
Drier l'ompany <.'bomber of <.:ommorcc, l\Iilwaukee, Wk
Bl.!n'.\LO Au I NJt:CTOn.-Me-r:>. Green and Boulding,
:n, Fcatherstone-street, City-road, bavo introduced an
mont of t.umo importance into their By certain
rearrongomonts t he double tube or injector ho.s been w
greatly t-implified that an pel"l>On without special tool.s
can ca;.ily remove the two wearing parts, ,'iz., the combining tube
and the ovorftow valvo, and dcuu or grind without interfering with
other parts.
66
ENGLI SH AND AMERICAN METHODS I N THE
ENGI NEERING AND IRON TRADES.
Ht;NIIV the ne" ly.elect.ed ptesident or lbe MaLl
che tcr Assouiation or Et\ginecr.i!, deliver.Jd a vety interesting in-
augural :Hldre hefore the members at their meeting on &twday,
in which he cuntrasted Engli.sh engineering and it-on works
w.ith practi.cc in the and sugg.ested various
d1rcct10ns m wb1ch mtght be mtroduced w1th
in thi:;o country. They might, be said, take it for granted that m
the near futuro they were not likely to htwe nny great change
affecting their industrie.il, such as that cau'led by the introduction
of and Siemens steel : or later, of the bn.sic pro<:ess of
makinq steel, which had enabled the poor ores of this and other
C(luntnes to compete with st eeltuade from tichcr and purer ores; or
the changes mnde by the inttoduction of hydraulic power, gas, com-
prca:;ed nit, t\nd electricity, or by the many Jaboursaving
that had been so much in evidence t be ltl.:!t few year'!.
Cbangos, however , could and would bo made in the futnre, in
hotter organisation, quicker handling of the materials used,
and in ma ny improvements which might not. be mnch in themselves,
hut which in the sum mnde succc.."5ful mnnagement. His
was, therefore, "Sundry Economies. ' '!' here was an im-
prl}&!ion in the minds of n. few employers of ltlbour that the only
hope of successful competition with foreign countries, where labow
w;\:! comparatively cbenp, nud hours long, was to be found in the
,eduction of the wage scale, or increase of hollr:l to !\pproximate
lo the low standnrd prevailing in those connhies. Might not the
true secret of success be in ot her directions? '!'be majori ty of
employers preferred to pay high wages, if they cottld have free-
dom of act 10u, so that they could use a combination of improved
labour-saving machines, operated by intelligent mechanics, whose
services would be worth a high price. Improvements could be
mnde by adopting certain funda mental principles in the
methods of manufncture, such as intercha ngenbihty of parts,
and the designing of special machines to perform specific
operationl! only, wl\ereby the output WM increased, divisiOn of
lahour systematised, the costl y work of and adjusting
minimised, and the highest development of skill, accuracy, and
dispatch Mquired. This bad been done in making watches nod
cycles, and in a minor degree could be adopted ill other manufac-
tllros. He would with their name a few things, t rivial
in but which would materially improve their work-
,;hops ; and in trying to say something about them, be should
compare English a nd American methods. Many of them were
aw:\J'e that he bad recently made a short trip to the United States,
a nd it would be interesting if he named some of the things be had
:-:con. 1 n handl ing quantities of traffic, bad they reached the
least po;ssible expense I ln the construction and management of
their bln.st furnaces and rolling miJis there was great room for
impro,emeut; whilst in the arrangement, and sanitary
a.ppliancol! of their workshops they bad much to learn from t he
Americans. 'l' urning to the drawin'g-office, Mr. Webb a:.iked why
the draughtsmen work at a hori7,ontal board ? 'l'his
compressed the lungs and stomach, and it WQ..'l no wonder many
of them were dyspeptic. The Germans the vertical
drawfng board, whi ch obviated a ny stooping, and all unnatural
positions of the draughtsman, who could either sit or stand
to his work. 'rhe board was balanced by a cast iron weight, so
tha t it conld easily be raised and lowered by means of a handle
tixed hclow, nod thus any part of the drawing could he placed in
nny desired for working. In a similar manner it was
f'O'l.:lihle to shtft the toe S<i u.are, the parallel movement of which
by means of weighted cord!! Wl\S so simple and easy that after
many yean1' use no defect or irregula.rity in the worki ng had
occurred. There was ample provision for supporting the drawing
instruments, so that they were always at hand. Turning to engi-
neering and other workshops, he said the tools must be of the best,
nud this entailed constant outlay for r enewals. Had this been
clone I Did not this MCOunt for the want of success in ma ny shops 1
No better tools could be made anywhere than in England, and no
hetter could be produced than in Manchester and district.
.l<'urther, many of tbe soc.\lled improvements i.1 some of the
Amt>rican tools were but r ever ting to English practice. Still, we
had something to learn from American tool makers. A note-
worthy feature was the pains taken to provide means, so
tha t man who operated the tool a lways !ltood as close as
po,;siblc to the cutting tool, and at the :.ame time bad a t haucl the
necessary levers, band wheels, &c. , which controlled all the many
motions of which the machine wn.s capable without moving from
his place. In English pra{!tice, genemlly speaking, not nearly so
much l!ains were to sec:ure qwtlity of
convemence of operatiOn, espeCially m heavy tools. M mor deta1ls
were better thought out and attended to in America, even to
utilising the framework of a tool for cupboards for storing the
change wheclll, spanners, even oil can a nd chalk, so tha t every-
thing bad a pb1ce und wns readily whereas in Englund
1 hey provide nothing hotter than putting the wheel>< on a
.. pindlc, and then ufwn, when the bottom ono wnntcd ti rst,
l !\ore was a cvlli<Ctptent loss of time. 1 n particular ndnpta
the o:-.celled tl>! in the of automatic screwing
machines and turret lt1tbes, souch as were used in cycle nmuufac-
ture . . C.:onSCJUeotly the bu.lk of the tooLs in the cycle works at
Coventry came from America. '!'hen again, tools were worked
to their utmost capacity in America, the speed being in
many cases greater than ours. '!'he finish of t he1r tools was good,
and in the heavier ones be had noticed a marked improvement.
' l' hey were being made more wn.ssive- mor e in accordance with
Jt;nglii.i b notion.s. \Vi tb regard to the ha ndling of materials, there
were a few shops :still in existence in this country tbat had no
better of handling heavy materials used in engineering
constructiOn than rope blockll and hnnd labour. A few others had
the old-fn.sbioned, cumbersome, slow-moving jib cranes, which
formerly were necessary adjuncts in every machine shop. Others
had travelling cranes driven by a S<!uare shaft, costly in
repa irs ; others had t.be comparatively modern rope crane;
otbel'il were adopting electric In America t he electric
crane Wl\:! used m a lf the works, including tbe erecting shop,
tool s hop, and Again,, there was lo<:omotivc engi.ne
{)(Jual to the Br1ttsb make, etther for des1gn, workmansh1p,
or ma teriaLs ; yet we might learn something from America.
'l'bey did not put a ny finish on any but working parts, and
there were many locomotives used bore, in and about collieries,
ironworks, shipyards, &c., tha t would do quite as well a "black
j ob. " In Americ.'l. the use of electricity was far more genera l than
with u.s, and for it was universal. For tramcars the trolley
J>ystem was used. Many works bad adopted electric
clriving. Some had a motor for each room, others one for each line
whil st some drove the large tools only with a motor, and
others bad a motor for alm<>olt every machine. At the Duquesnes
furnaces ther e were severa l electric appliances, and at Duquesnes
and Homestead Steel Works enormous sums bad been spent on tbe
application of electricity. For instance, at the open hearth
furnaces they would not see any materia ls about ; a loco
hrought up a train load of boxes ready filled w1th materials to
be charged ; an electric charger took hold of these boxes
a nd put them in the furnace, turned them half round,
t hem hack and deJ>O$ited them on the truck empty.
operation was electric, and there was only one man
to a ttend to it ; besides bim there was a man who superintended
and a labower to give a band if nccessar,Y, and a boy on the plat-
form who lifted the furnace door by movmg the lever which regu-
lated the hydraulic lift. A 50ton furnace was charged iu an
almost incredibly short time. There were electric appliances for
charging and drawing ingots a nd blooms, electric live rollers,
cranes, and bogies, which dispensed with human labour to a
remar'ka.ble degree. Some people, howevet, wore under the mystic
influences of the word clectric1ty, and wero a pplying it in many
directions without sufficient thought being given to other means of
THE EN GIN EER
power. A favourite illustration was the use of electricity in r un
ning, say, a special tool at night for a breakdown job, a nd t hus
avoiding running the line of a shop. This was un-
doubtedly good ; but by it a. boiler, stoam engine, dynan1o,
motor , and an attendant for the boiler and engine, were
needed, besides the man at the mo.cbine. 1 n 6rst cost , and in
cost of working, would not o. gas engine be better 1 No extra
attendant was required, and the gas would not be more than
the steam. I n conclusion, touching upon the labour q nestion, Mr.
Webb ofl"ered some very pertinent remarkll, wbicb have special
interest in connection 'vith the present of the English engi -
neeing industy. Jn American pract1ce, be said, there were no
such restriction!! on piecework as in England. 'l'hey did not say
one shop in a t-own must have P.iecework and a nother shop in the
snme town, or in a town a few mtles away, might not. Each work-
nllm, as a rule, acted on bis own initiati ''c, and made his own
individunl anangementll. So far from any a t tempt being made to
limi t the number of machines a mechnnic could tend, ns in
England, the American took M ma ny n.s be c:>uld, knowing that
the more be did the better would be bis remuneration. It
was consequently not an unusual thing to find an American
mechanic tending two, three, fow, or even ha li a dCYbCn tools,
whilst the Englishman was forced by his own orga nisation
to a ttend only one. A unifo1m rate of was-es, which was a desi-
deratum with a nttmber of British trade umons, would be scoffed
at by the American, who insisted on earning as much a.." he could.
Their maxim was to apply in every-day life tbo sound and heal thy
principle of " the race to the swift and the battle to the strontr."
Surely, if this taught nnytbing, it taught the less:>n of mnintainmg
individual li berty, which the Bri t ish workmen had voluntarily
sacrificed fm a " mess of pottage. " Fr'Om the point of view of
international competition, at any rate, thoro coulcl l:>e no possible
doubts of the demerits and disadvantages of the British system,
which was practically a premium on tbo freer ideM and habits of
the Ameican citizen. American engineers could purchase the
materials of construction at a considerably lower range of prices
than was possible in this country. '!' his fact would alone place t hem
in a u impregnable position, even assuming that a ll other things
were equal. So far, however , from all ot.her things being equal, it
wM one of t he most notorious fact.s, bearing upon the compar ative
industrial situation of t he two countries, that American mechanics,
pa.rtly because of their mechanical equjpment, partly of
their genter industry, and partly because of the greater
inducements offered to superior capacity, and tbo absence of
restraints upon such industry common in this country, were
able to produce, man for man, a cheaper product than
we did m Great Bri tain. The qualihtJve superiority of
the American might be doubted, but his quantitati ve superiority
admi tted of no doubt, and when this advantage was united to
cheaper materials of construction, they might feel a pprehensive n.s
to the future of the English engineering industries from the point
of view of interna tional competition. The Americans were
executing orders wbicb ought to have come to this country, in iron,
steel, tools, electric and other machinery, and orders once lost
seldom retwned. It was becawse of her resources and her enter -
prise, because of the capital they were emba rking in the tmde,
but mainly because of freedom in employing the best machinery,
and the best and most economical way of using i t . Still, be
believed in the British working man, and the majority were right
good fellows, and could not be excelled. He believed, too, we
had a great advantage in t be climate, but we were t\t present ltn
hinged, a nd the so-called working man wn.s trying to act against
fixed principles. He was trying to dra w an illogiCAl a nd impossible
line between capital and labour. 'l'be tendency to depreciate
improved machinery a nd to limi t the output, a nd thus nullify itll
cheapening influence, was also iJJogical and irrational. Was it not
true that the better a nd quicker the machinery, and the cheaper
the output, the gr eater was tbe demand and volume of trade '{
Many rode bicycles now-a..day:;, and even boys wore watches ;
almost every cottage had its piano, nncl we possessed all kinds of
things of which our grandfathers never dreamed, and the human
appetite was whetted for such comfor ts and lu..xuries, a nd would
not easil y be appeased. There need be no fear of glutting the
market if they each did their best to widen and improve it. They
could no mor e stop machinery than they could stop a man eating with
a fork in.stead of with his fingers. They had best take to it as thei r
American cousins bad done. He considered the engineer the lead-
ing craftsman of the world, and if they would only be true to them-
selves and their work, a nd throw off with its impossible
ideas, they might yet do well . Let ei\Ch man think and net for
himself, and this great wind-swollen mass of ignomnce which at
present paralysed their posit ion, would shrivel up and disappear
like a burst bubble.
AMERICAN ENGI NEERI NG NEWS.
(Ffom 011 Uul'l'e.<jJUtt<lenl.)
F ilit'<'' ;,,,t t!f' '''ttlrt II"JJpi:J.- Siow sand tiltra.tioo hu.; lcen ;uloplcd
hy the city of Hock J:<h\ud, with :<ettling ha.sin:< ancl n new distrihut-
r e,:er voi for the improvement of its 8Upply from t,bc
Mtssilj:!ippi Hiver. Tbo re:!ervoir :<ite covers twenlytivc acre , and
is 1-10ft. above t he par t of the city. The city now has a
pwnping plant, consisting of a 3,000,000-gallou Holly engine and a
5,000,000-gallon Gaskell engi ne, pumping directly into the distribu-
tion pipe I t has also had in use for about five years four
J ewell gravity mechanical filtel'il of a rated capacity of 1,000,000
gallons and necessary filter pumps, &c. The proposed plan con-
templates the abandonment of the J ewell filters and auxili ary
pumps :md the deli very of the Mi ssia:;ippi River water, which is now
used as the supply, to settling bMinJ! lo<:nted upon this tmct of
land. 'l' he water will pass by gravity through t he basim;
to natural sand filten; and thence to the di:;tributing r eser voir.
'l'he will hold 6,000,000 gl\llons, and the capacity of tbe
filtering plant will be 3,000,000 of 61tcred watet a dn.y, or
t here will be two settling bnsins of a cttpacity of about 2,500,000
gallons each, and a distributing r eservoir of 6,000, 000 g11Uons
capacity. The fil ters will con.'list of three beds of 04 a.cr es each.
On account of the lateness of the season, and the desire to have the
work pro<:eed, the council hM ordered the committee to commence
work on clearing the site and excavating for the basins at once
wbicb will be done by day h\bour. Jt is the purpose to
deta il ed pl ans and specifications and let tbe contract in the el\rly
spring. At Cincinoati, the Water Comtuissioners have authorised
the construction of an experimental plnnt of settling tanks and slow
sand 6ltel'il, the plant to haven. capacity of 100,000 gallons per day
and l<? be for eie-ht or nine months . . 'rhe obj ect of the
expertment IS to determme under what and at what
expense the water of the Ohio River can be purified in a sntisfactory
manner under nil the varying conditions a rising dnring the winter
s pring. 'fhis is consideted to distinguish
mtelhgently between t he methods of the " Enghsh " and " mechani -
cal " methods of purification. At Ash land the water from L'\ke
Superior is filtered by three fil ter beds about 70ft. by 104ft.
having an aggregate Mea of half an acre, with sand 4ft. deep.
beds .a re c?ver ed by gr oined .elliptical arch vaulting of t wo courses
of brtck la1d fl at. The vaultmg or arch work has a span ofl 5ft. 9in.
and a 3f t . 6in. , supported brick piers about 2Sin. by 34in.
sand I S 10 three layers of varymg degr ees of fineness, and is
la1d on three layers of clean gravel stone. 'l'be rate of filtration is
from 2
1
000,000 to 3,000,000 gallons per clay.
fire-proof .gmin elevator, hnilt entirely of
br1ck, stone, and steel, and havmg a total capacity of 2,500,000
bushels, has recently been completed at Buffalo, on Lake Erie for
the Northern Steamship Company, operated in connection
Great Nor thern Railway. '!'he grain is contained in forty-
ej;l'ht steel ta nks, arranged m three rows of ten tanks each,
Wlth e1ghteeu smaller tanks between the rows of the larger ones.
Tbe largo steel tanks or bins ar e each 38ft. in diameter and 70ft.
high, with an individual capacity of about 75,300 bushels; the
JAN. 21, 1898
smaller ones are 15ft. 6in. in dinmeter , and 70ft. high, each con-
taining a bout 12.160 bwsbels. The total capacity of the forty-eight
bins is, therefore, About 2,47 , 000 bushels ; but eighteen other
smnller shipping and storing hin.s, each 9ft. 9in. in diameter and
60ft. high. bring the total capacity up to more t han 2,500,000
bushelll. 'l'he fl oor !!pace of t he elo\'ator it> 120ft. wide by 400ft.
long. '!'he building btu< a pile founda tion, the pilell being driven
down to solicl tock. pier.; weto h\id on top of this foundo-
tion ' ft. high, with steel foundations Oil top of the.so vi ers. The
steel in the hillS is from to in thicknea:;, nod wM
brought from tbe mills punched for tiveting. 'l'be plates were
put together in sectiollil and :>wuog to place hy derricks, then
ri veted up by riveting machine:;. The weight o_f metal in. bins is
about 6000 tons. Ther e are ten elevator legs 10 the butldmg, and
one leg in each of the three movable towel'il, constructed of :lteel
throughout, each equipped with a marine leg capable of elevating
fmm vessels :W,OOO bushels of grnin per hour. Each of these
towers can be moved to connect with the batches of a vessel hy
means of a wire cable run hy a n electtic motor. 'l'he grip for
moving the towers is constucted !?ractically on the snme principles
as that a pplied on cahle lines. The machiner y in each tower is
driven by a 100-borse power motor . 1'here are four storeys above
the tops of the bins. On the foltrth arc t he elo\'a.tor heads and
gearing. On the third a re twenty-seven steel storage bios of 1500
bushels capacity each, and on the second are ten steel hopper
scales of 1400 bu.shels capacity each. On the first fl oor are ten
double spouts to convey gmin from tbe to the various bins,
a nd two spout:! from the cleaners to the bins . The gra in is con
veycd by two belt:! on this fl oor, tbe belts being 5ft. wide, each
capable per hour. steel bulk-
heads dtvtdo each btu m to three compa rtment:!. The dehvery spouts
at the bottom can load nine cars on each of two tmcks on one side
of the building, or eighteen cru'll at once. It can unload 600, 000
bushels from vea:;els in ten hours, and can deliver 400 car loads
per day, and 300,000 bushels per day into can.a.l boats. Tbe
eleYntors a nd machinery are all operated by electric power.
. I J)l'ic!UJ jo1 ronslt'trcl iott .rud.- The followmg prices of
the lowest tenders for certain enginee.-ing works may be of interest
to English engineel'il and contractors:-
Al!phnlt Paving nt :-
Sh<!et asphalt, :.!2118 yurd!i, 6'o ycnt'>l' gunmnt oo
Gmding, per sqtuuo yard . . . .
Concrete, per cubic ym-d . . . . . .
Gmvol, pcr cubic yard . . . .
Broken per cul.Jic yurd ..
nud, per cubic yard . . . . . . . .
Waterworks at Albany :-
.. ..
..
4 in. steel pipe, laid, i\100 llical feel . . . .
Exel\vatiou, per cubic yard . . . . . . . .
Hock CXCl\\'tltiou, per cubic ya1-d ..
Concrete, per cubic yru-d . . . .
Grtwol, per cubic yard
..
..
Puddle, per cubic ym-d . . . .
fi <Xld at WOI'CCI!tcr :-
Exel\VIItiou, per cubic yt\l'd . . . . . .
Hubblo masonry, dry, per cubic yard ..
Hubblo masoury iu cement, per cubic yurd
Tolford paving, per t<quuro ya1-d
Broken 11tonc, per ton. . . . . .
\'i tri6cd clay pipe, per foot
13rick paving nt Loui.willc :-
Brick paving, per 100 fcot ..
Curbing, per liucal foot ..
Locks in Ule Ohio ri ver :-
Cofferdam, per lineal foot ..
l)iling, per liuenl foot.. . . . .
..
ExetWtLtion, per cubic yard . . . . . .
Hock oxc.'\Vatiou, per cubic y11rd ..
Concrete mn.soury, per cubic yard . .


..
..
mMomy, per cubic ym-d . . . .
Hubblo wn.soury, per cuiJic ynrd . . . . . .
Coping masonry, por cubic ynrd
Brick mnsoury, per cubic yard ..
..
..
, s. d.
-- 0 5 0
. . 0 0 10
. . . . 1 :! 0
. . . . 0 10 0
.. 0 7 0
..
..
. .
..
0 li :J
.. 0 18 !I
. . 0 :l 11
. . 0 1:! li
.. 1 0 0
0 4 :!
.. 0 ti 3
. . 0 1 I;
0 10 0
. . I 4
.. 11 1 2
0 !j
. . 1 0 10
:3 7 11
-. 0 1 10
.. :! 0 0
.. 0 1 3
.. 0 1 3
.. 012 (j
. . 0 13 li
., J
. . - -
.. 0 14
. . :l ]4
1
7
7
.. 1 7 \i
. . :; 10 r,
. . 7 10 r,
. . 4 0 0
Oak til.ubcr, per 1000ft. D. M. . . . .
l
1
ine timber, per 1000ft. U.M... . .
Hemlock timber, per 1000ft .. JU l. ..
l<'illing, per cubic ym-d . . . . . .
Frrulling til:ober, }Jet' Jiucol f vvt. ..
Stone 6lliug, por cubic yl\rd . . . .
Cast iron, per pouud . . . . . .
Wrought iron, })()r potwd . . . .
Stnwtut-nl steel, J)()r 1.101111d ..
llolt holes, J)()l'liuel\1 foot ..
.. . . . . . . 0 l 8
. .
..
. . . .
..
in New York :-
.. . . 0 0 ll
.. 0 7 ]
.. 0 0 11' ".
. . 0 0 1 r".
.. 0 0 ll'o
.. 0 1 3
Brick !lewcr, 21liu. x 3uin., pur liucal foot.. . . 1 4 2
Pipe sewer, 1Siu. diameter . . . . . . . . . . . . 0 1:! H
Manholes, each .. .. .. .. .. .. .. 10 0 0
.bnen'can Cltina.- Among recent locomotives built
for China are eight engines built hy the Rogers Locomoti ve Works
for the Lu- Hnn Railw11y- lmperial Chinese Railways. They are
of the Mogul type, having six coupled wheels a nd a two-
wheel leading truck or hogic. '!'bey have out.:lde cylinders, coppe r
fitc-hoxcs, i<und-hoxcs in or the leading pnir ., (
dr1vmg and CHh." vf :<tecl pl11te. '1 he tenders nrc carried vu
six wbccl>' . The leading di mension-< a rc as follvws :-
.. .. .. .. .. 4ft. I:!Uu.
('ylindot.,. .. .. . . . .. ...... Win. x :! li u.
l)ri ,iug whcel>J . . . . . . . . . ;>ft.
rn1ck wheels .. .. .. .. .. :Jft.
l)ri viug wheel baso .. .. .. .. .. 13ft. lliu.
Totnl wheel base . . . . . . :!:!ft. !in.
Weight 0 11 driving whceu . . . . . . . . . . 106,000 lh.
Weight, tot:1l . . .. .. .. .. .. .. 125,[)00 lb.
Steam port<1 .. .. .. .. .. . ..... x Jiin.
]>Orl<1. . . . . . . . . . . . . . . :!Diu. x 17iu.
Connecting 1'0<1 (Ji !leeliou), luugth.. . . 8ft. Vil.1.
Vnlve travel . . . . . . . . fl!l in.
lloilor, dinmct<w . . . . . . . . r.ft.
Uomo, d inmctcr . . . . .. . . .. :!ft. Hi 11.
Boiler prC.'!;jUJ'c . . . . . . 180 lb.
l"irebo:ot, . . . . . . . . ift.
Phebox, wi th . . . . . . . . 3ft. Oiu.
uumbor (it'Ou) .. .. .. .. .. :!ll
, dituuctor out.:lidc . . . . . . :!iu.
, lcugtb .. .. .. .. .. .. 13ft. liiu.
Hollting dlllftlce, tube:s . . 1&04 sq. ft.
, , fircbox . . . . 121i ijq. ft.
, ' , total .. .. .. . . 1030 q. ft .
Gmte surface . . . . . . . . . . 241 ft.
Fuel .. .. .. .. .. .. .. Soft coal
Hail to centre of boiler . . . . ' ft. Sin.
l lail to top of I!UlOk<l:ltuck . . . . . . 14ft. lOin.
Tender '"heels . . . . . . . . . . . . . 3ft. uil.1.
CO>\I in tender .. .. .. .. .. i tons
Water in t ender k\llk . . . . . . . . 4000 gn.Uou:>
Wheel base of cugiue aud tender 46ft. 1liu.
ROYAL UNiTED SEuncE lNST1TUTION. - A.rrangements have bei!U
made for the following lectures to be deliveted before Easter on
the following afternoons, at 3 p. m. :-J anuarv 13th " The Federal
Defence of Australia. : What has been done; What remains to be
done," Colonel J. i\1. Oordon, Comma ndant of South Australian
Forces,; Sir J. Bevan Edwards, K.C. l\l.G., C.B. ,
1\f.P. , m the chmr. February 8th (Tuesday) " The Training of
the Mercantile Marine," Mr. W. February 9th
(Wednesday), " Army Organisation, with Special Reference to the
i nfantry of the Line nud Militia," Colonel J. D. Legard. February
23rd " The Ethics of Warfare," Mr. W. V. Horbert
(late Captam Turkish Army). March 3rd (Thursday) " The Battle
'!'raining of Infantry," Major A. W. A. Pollock :lnd Battalion
Somer;-etshire Infantry; H.' l\1. Bengougb,
C.B., m the cha1r. March lOth ('Ihul'ilday) " The Nation and the
Army," Captain W. H. J a mes, late R.E. '"The Inla nd Water
ways of Canada from a Milita.ry and Imperial Standpoint," by Mr.
McLeod Stewart, late Lord Mayor of Ottawa ; the date of this
lecture has not yot been fixed. March 30th (Wednesday) " Wire
lea:; 1'elegropby," by <:ttptain J. N. C. Kennedy, R.K '

JAN. il, 1898
EXPERil\lENTAL STUDY OF THE IKFL'L-
01<' SURFACE 0 THE PERFORMANCE
OF SCREW PROPELLERS.*
By Prof&:lOr W. F. Dl.:lL\ND, Member of C<>uncil.
(1) l ulrQI.ItcliiJtt.-The performance of a screw propeller
the following features:-The work absorbed, the
and the U'!Cflll work returned, together 1.-ith
the 1'1\lro of. the last to the first ns expre-ill\g the efficiency of t.ho
t of which the propeller ill the immcdinte ngent.
perfornll\nce, in tur n, depends on the following chief items:
(1) The of lbo propeller. (i) 'l'he condition!! of its
The former include- diameter, pitch, and area or -,urftLCC.
The lt!lter anrl :-peed of ud,ancc. nnd -..Jiv n ..
from them. l'itch he uniform or Vluinhlc, and if
the latter, the variation llltl) be or mdiul, or lx.ltb in any
---
-- -
---
.----
'
I
--
w ' I. I I I
()M( roOT
,
,
I
I
,
I
,
4
4



,
,
,
,.:fil
...
4
4
""
,




or with uny tli,triuutiou, nv umllot huw Area
include., ho :<pccilicationtl :- (1) uwount, und (:l) dilltrihution, or
:<bape and number of blade.-.. Tbe pcrfonnuncc on u
,nnety of minor 'ucb thicknc of hlndc tmd it.'l
or tbe form of the <:ro:,..,.sectionl! of t.he hlt\do; the
u1uterial of the hlnde; tbo general 11hupe of t.ho bla.cles '"" result-
ing r row variu tiolll! in the mode of generation, 11uch M blad es bent
or curved back from the plane of rotation, hh\des bent or curved
in tbe plnno <>f rotation, &c. The effectll of tbe .. e w1riahles we
shall at prCllont
'J'bo pcrfoml!liiCO Of ll propeller is nlt<o fuudarneolally dependent
on the ::4hip in connection with which it or, tu the
relation more c:-.acUy, tbe chanwtcri,lies of the ship "ill, tu a
greater or extent, a ffect the <.'Onditiolll! under the pro-
peller workll, nnd thlli! alfcct tho performance through them.
'I'be of propeller performnuce tbuij naturally divide"
itt>elf into two fundamental part.'!: (1) 'fho porfonnnnco of the
proJ)Cilcr in l'till or undisturbed water; (2) the modifications duo
to the iuternctiollll between t bo ship and t.he propeller in the
actual case. In the prCllont paper we nre concerned wholly with
the fil'llt the porformnnce of in Htill or un-
water.
'fbo essential fenture of the preqent. iuve tigutiou is thu rclntion
uf the amount or nrea to the performance n.s a whole. There
seemii to be rea.-on for believing that the influence duo to
of include thnt due l<> change iu number of or , to
utber word!<, t hat with given area nod usual t he per
fonnnnce is but tolightly dependent on the number of blade.
ID11Y F'()(tUire further examination at. a later point, but in the mean-
time no serious error will be mndo by accepting the above pro-
}lO."ition as correct.
Wo l!ball not here enter into any detailed of the
utility or of model experiment:.. H will bo suffi cient to
note that m tho case of propellers of COlllltlint ar ea rotio,
and number of blades, slip, and pitch rotio, the assumption is
mndu that the work involved in the performance may be considered
as vnr)ing diroctly with the square of the diruen ions nnu with the
' lluad at thu 6.(111 gcncml of the u( Afihltccts
-iUlJ ,\Jw-luo Eulflnc.otn<, bdd In :-.' uw Yvrk, :"vvcmlK:r IIth oud l:!th, lt>\li.
THE ENGINEER
cube of the relation may be O). pre:>8ed in a ,ariet\ of
ono of the mOl>t u eful of which foiJows: -
u = (pit)3 {ttild),
where P lb(){ul work ;
d - diameter ;
Jl - pitch ;
" = revolution ' ;
(11iM) = conjointly a coefficient or in \1 hich -
1 - area factor,
i - shape factor,
f, pitch rntio factut,
slip fuctor comhiucu with the faclor tu
l't"'(l\'iclo for the uf tncnsurerucn l 'u::.ecl.
The-<! faclur< arc, of t..vur-.c, interdependent, ami the chief
Plll1'10o'e of 11 riting the cttUili<lll in \lil\' is to the
lending features upon 11 hi ch the performtincc u., "hole must
,
,
i:f

--
--

Fig 3
f-
I


I
1'1""1
'-
1-"" -
Q.

-r- f--...


.,..:.-

\

-
.
I > >
depend. of Mt. Fromlo dnta from
which Ytlluc.s of tbe factors /, and k may ho derived fol' one given
value of the urea. and oue gi\'en :ihope tlll employed. The present
C;\perimcni:J are intended to dnla from which vuluCll of tbe
fcLctors 11, /1, and ml\y be derived fur the cotlllt.mt ellipticttl sh11pe
of hlade employed.
Tbe prohlom imme<lintcly before Ull i,., therefore, the expuri-
mental determination of lhu data nece ...-ary to end. As
already seen, there are three mode::. of "ariation- pitcb ratio, nrcn
1\nd .slip. or these t.he lil'!lt two helong to the propeller, and
tho th'r.l tu the cunditivlll! of Ut!C. 'l'o covor the g rouud Sl\lid
t.o.le.!,, I 1,1
--
fncturil y, there will presumuhly lte retJuiretl from four tu or
more d eterminatiotlll for each mudo of variation. Thllll or
pitch ratios, each with live or six area ratios, bOmo
forty propellers, each tried nt fivo or trix values of the slip. o r
this work, only t h111t relating to one pitch ratio bus M yet boon
accompli hod, and t.hc prOI!ent paper Ill written for the purposo of
placing before the members of the Society a brief of
the experiments o... .. pn1jected and thu11 fnr carried out , witb a
prelimina ry of the obtained.
67
(<!) . I pp<ll'al 111 - The . e"ve.rimen.Ll here rop<>rtcd
were mnde on propellerd of tbe followrng dnncrll:!rond :
R.:fcronco
Ui.uuclcr. .-\ru.1 rutio.
Nu.
1\lox. width , .
r 1 1
.... . "" 0
Cl I hue ..,.. I
1
t'
r&tdiu.... ' u c.-..
1ft. 1 :m. . I"
-
.. ..
.. ,
I
a .. .. .. .. :?7
I ..
.. .. 3ti
:.

.. .. r.
. :J
..
" I ..
" .. .
.. .. ..
..
.. .. .. ..
- ,;a I .. ..
s

"
.. 7:!
.. ..
.-
I ..
.

..
The number uf the propeller and it.. pitch m1io c.ervo w irlontify
it. the uumhor corrc .. punrling tu llltu.imum wit h ratio and to urc;L
n1tio, tl" :<een hy comparing the ti,.,t, fourth, tmrl fifth columtr,,
Tbo clement. .. chrectly tJ he measured i11 any gi\'Cil e:-. pcrimcnt 11n
one of the propellers urc nll fulluw::4: - The IIVII Cr rlb"Vrbcd; tbo
..
F' t 2
0
0
(\
;-
'
":>
0
tbrlllll dunJ!upcd : the rcwlulivn::. ; the vf in un-
dh;turbcd water. The f1lCiliticl! of t\11 oxverimeutnl t.1nk not being
available, it Wtlll decided to mount the neces..ary nppu.rolllll on tbo
how of a small steamboat , tbo propeller tu be tc:,ted projecting
forward into undbturbed water, unci the boat :>er 1ing tlli a
carriuge whereby any de>!ired speed of ndvauce mny be uhtuined.
. l <ln!Jtllttul 11,/ Jll'uptllu 11 .. d - 'l'bo urrnngement. tf
the propeller and !<haft il! 11bown in .lt'igs. 1 kt 1. A B is t\ pipe
:mrrouuding the t!haft vroper, nod provided nt for wiU'c\ end
with t\ hall beMiug i!bown in tletnil in Fig. 4. Tbi pipe, ut tho
rear end, through tho 11tem uf the nw. iliury box or fnbo
F'ig4 .
-----,- ..... - --- -1----" ...
0
I
bow, tU! ;..howu, uud ill councclcd with u water-light j oiul to the
forward cud of the thrllllt dynamomoter C. The water has free
entrance to the pipe through the forward ball bearing, and Ill> far
aft ns the forward cud of tbo dynamomoter C. The shnft proper
is coupled to the brabS plunger-rod of the dyno.mometer as shown
in Fig. 4, and tbe fit botwcon this rod and the dynamomoter end
is so porfect that no water can leak through. Under tbo
of uso, in fact, the greater in the cl) nnmometcr than
w ilhout, nnd the only leokugo would ncct;--ll.nl) bo from within




(j
tlll\\,trl. The pipe ""llll(ll'tef\ :1llbe f11nmnl end hy ir->n
tlot)()nding from the fmmowork ntt.'lcbocllo lho how uf the ll(>nt.
' l'hc<o rorl uro very t hin in tmosvc1so rlimon;;ion, aurl arc dn1wn
clown sharp edge:; foro and nft, so to givc risc to the minimum
disturbance in pn-<Sing through the Wt\lcr.
d!IWut()lletlrr. Thh dynamomcter of a plunger
and oil cylinder, as in Fig. 4. 'fbcy nro accumtcly titled
hy grinding and h\pping, with a diffcrcnco of <omcwhat le:sd than
0()1 in. in diameter. This difference i. sufficient to ensur-e perfect
frecdom of movement , unci the pto..ence of t\ definite layer of oil
hotwcen tbo plunger and the walls or tho C) lincler. The plunger
;IIHI rod arc in one piece, and the forwurd enrl of the latter is
nmplcrl to the btLfl, tlS notecl above. Tbo a fter end project. to
the I"C:Ir ancl carries the driving sheave, ond nlso fitted with t\
,.new for attaching n counting dc,ice. Thi-. rod pa ' "cs through 11
'(llicl hearing at onch cnrl of the cylinder, nnd i fitted by grinding
rmrl lapping, n.s with the plunger. In the fon,nrd end of the
,ylindcr is a lipc lcucling to the gaugo for mCt-...,uring tho
Ju the after one\ au (..riving free escape fur
"uch oil ru; may leak the plunger. inc!icated above, a :;mull
lcaknge wn desired in orrlcP to eusuro comploto lubriCt\tioo of nll
moving part.s, nncl in use the cylinder thu8 bocomcl! filled with oil
on both :sides of tbo plunger, the iilight amount lost being made up
hy a pump conncctorl with the prcsstuo gauge. The propellers arc
run nt a number of revolutions l>Omcwh:tt gJcutcr than would
l"Orrcspond to the speed of tbo hoat , ghing a sternward
nccclcrntion to the water actccl on, ancl a forward reaction. This
to a pull on the shaft, and the oil on the forward ,idc of
the plunger then furnishes 11 ready nwm\S for the transmission of
to the mercury column, wboro it is measured. 'l'he
fun amcntnlly import.nnt point of the dynnmomoter is, tbtlt when
the plunger is revolving, all longitudinal friction is eliminated, and
the delicacy for lho measure of the forces involved becomes very
groat. The c,Jindcr is hcdrled iu a cru.t ii"On !!cat attached to tbo
l>oltom of the box, l\1111 the latter is :;tnycd longitudinally
tu the boat, thus l>Ccuring the necessary longitudinal rigidity. Tbo
of the prc;.surc is hy mcan:1 of an open mercury
as t-hown in Fig. 1. Tile hnnd pump D for making np
the lo..-.:s due to lcakogo has been already referred to. No trouble
'' hntcvcr WM experienced in running tbe course of 1000ft., or
longer if desired, without revlc1tisbing the oil. 'l'be stop valve g
for tbo p\U-po:;c of clnmping any tendenC)' in the column townrcls
vibration due to periodic fluctuations in tho pro: uro mcosurccl.
If tbo ,nlvo i!'l wirlc open the cohmm with great clclicnly
the fluctuating vnlues of tbo ; hut, fnr pttrposc:; of
t ration, :1 more nccumtc mean value he determined hy
hoking down tbo fluctuations to a ;.mall range. Actuall)' thi"
m:\y be \\;tb great nicety, unci in no ca.!'e unc!cr
, c>nrli tion" wa.< the momcntnrv flnctuatiun more than 1-lllnll
fr':lclitm of the tou>l 'luantity ljlO:\.'<urcd. The the
thrui!l. dynamcmlCicr nnd Jli"C. urc nutnmuct or was exccechngly
nnd, I holicvc, leaves liltlo to he desired as to
clelicacy, <tccmacy, readine of calibration, and gomcral
rdiahility. The manometer a. used in thcitc experiments was not
hut was read hy an observer at intervals of a few
,.cconds throughout the run. Thi gn,c 1.\ ''cry !.'atisfactory value
fur the mean, but rct!llircd, of course, the of l\n cxtn\

d!flltuiOIII(/tt". - For the tronmis.;ion dynamometer
the orrangemont l'bown in J.'igs. 1 and 2 WM used, constituting a
,.pocit\1 form of rope dyonmometcr. 'l'bo ropes F and G lend from
the driving on the nfter cud of the propeller sbuft, tho
forrro being the tight and the latter the loose side. Thcso
c vor s"lcaves H nnd J, nnd then c.round the sheave oo the motor
'l'be."o sheaves nre all of the diameter. in the present
C;\SC 15in. Tbe ;.heaves H nnd I arc mour1tcd with hall hearings
on a :<ht\ft K, which is onrried hy a hlock L )!, the latter being
connected to the base hy a pair of thin .. tool plates or
This is tbe well -known Emery or substitute for a kmfc
edge, and for slight. movorncnt.o; is almost perfectly at
the same timo alfording rigidity in the dtrcctionl! desired. 'l'ho
!lhca,cs H and 1 and their shaft form a halanccd rocking
ll}"dtem or le\er pi\"otcd in the midcllc, nnd therefore without do-
tlection so long tho on the two side!' of the ropo the
same. Wbcn mnning, however, tho difference between the
tclll!ions on tho tight nod loose sides will clotem1jne a moment
which ";n tend to throw. tbi.s arm down. This motio_n is
hy a strut connected wttb the arm N hy a JOIDt, nod
resting on the bottom of nn inverted steam engine indicator piston.
The compressiQo of the indicator spring then used to measure
the moment, and tboncc, knowing the revolutions, the power tnms-
mittcd is immediately known. The inlliontor drum wa.s givon con-
tinuous nod uniform motion in one direction only, by connecting
it through a cord with the main drum of the Weaver recorder.
The chief points of this dynamometer arc the ball bonrings and
.J<;mcry support, and their influence in reducing friction to a
minimum ts of great vnlue in reducing tho pcrtnrhing intlucncc'l
which may affect the operation of the im.lrumont. In order to
provide the same relative delicacy of rending for both thrust nnd
work absor bed, a new form of oil cylinder, mercury columu measur-
ing d c,icc for the transmission dynammnoter been designed
nnd built, and will presumably bo used in tho remainder of tho

JfuliJI".-For driving the propellers a smnll rotary engine was
as indicated in the figures. n nearly uniform turn-
moment, and proved itscU very sattsfnctory for the in
new.
H ttYJI"d' <Jj ,eml11fiu,., ,;"" and di,<ftlltrf. All rccord.s rclnting to
rovolutious, time, and speed were recorded on a \Vea,er time nnd
recorder, which, 1t \Vill he remembered, consists essentially
of a modified Morso regis ter with a oumbor of pens under electrical
control.
Tla: COI'I" . .,.-Jlor the course n distance of lOOOft. was
<ff on a rnilrood tangent nmning close to the o:\St shore of Cayugtt
Lake, where the bench is bluff nod deep water extends close to the
Tbis distance was di,ided into ten J>arts of 100ft. cnch,
nnd by a surveyor 's transit lines at right nngles to the cour.::e wcro
clotcr mined and marked by range$, the front row near the woter's
edge, and the back row some dist.'lnce in tho rear. Tbo confor -
mation of the sboro such tba.t, hy going t\ little to the north
of the course, it became JlO.'\:lihle to lay off hy range nUI.J"ks on the
rlii'tant bills a parnllel course through deep water about 200ft. frotn
tbo sboro. Tbo cour8c to be followed hecame thus definitely
determined io direction, location, and extent. A similar cour;;c
,,.as also laid off on a strnight reach of the " Inlet." n channel
about 100ft. wide leading from the lake to tbo city. .Most of tbo
work was done on tho outer course, tho Inlet course being
Clnly when the water on the lake was too rough for regular work
outsirle. The oh:::crvations relnting to the ranges were mado hy
1111 obscn cr holding n circuit-breaker in his hnncl, which was closed
opposite each range, thus furnishing ten series of distances of
100ft. each. subdivision of the entire course wn.s found
advantageous for many If, due to di:1turbiog influences,
the conditions of speed or rc,olutions wore notqu.ite regular during
any part of the run : or if, due to other onuses, the data from a
part of the run might be questioned. such part could be eliminated,
and there would s till remain n clbtanco of !!cveral hundred feet
over which the were con taut within the reqllircmcnl.'!
of tbo work. I n gcncrnl, however, the were suhsb\ll
tinlly constant throughout, nnd the data taken related, with few
exceptions, to the on tiro dist.ance of l OOOfl.
T/,e clQCi..-J\ clock with seconds break arranged for
this work furnished a bignal each l>Ccond , thus giving, in conjunc-
tion \\;lb the range t-oignab, tbe pced pe1 minute ur per second.
The ruolutio/18.-By a reducing gear e'ery tenth revolution of
the propeller was rcoorded on the tape, tbo marks being at such
distances that, by interpolation, the revolutions to a single unit
coulrl readily be d e termined. furni.-hcd the data for the
determination of the per !Jiinuto or per 100ft. or per
THE ENGINEER
1000fl., and tbonco. t.bc pitch, tbo of
tho :<lip. The rovolulionJ! of tbe motor dtr.oct. mdteoted hy
1.1. tachomete1 which waJ! merely used 11'! on uuhcat10n, nndnot llS
a measure. By tho aid of the person in charge Wt\S
ahlo to control the Npeed of the motor constant at any
poiot.
Spttfl '!liJ()(tl. - 'l'ho of tbe boat. the
controlled by the revolutions of the mmn. cngmc, also h) n
weighted rod or pcndtlum bung over t!tc ;.tdo and pt,ot.cd w _that
the motion of tho bunt would cause tt to tenet nft. A pomtor
extending from tho n'is upwards swcvt ovor nn nrc, und thu:! fnr-
ni:ohed !\ sewiti,,o indication of variatiOn in tho "f'Ccd through tho
wnter. 'fhi$ WtlN. of cour"lle, an indicntion nnrl not tl measure, hut.
\\"1\8 tuitc :mfficicnl to cnnhle tbo engineer to note tbo
condition of the hoot rcl11tive to tho "pecd. The actual
11pocd itself wa.'l tuken tbc mean of four runs north ond wuth
O\"Cr the ooul""c, :\S described above.
(To rout iuwd.)
NOTES FROM SCOTLAND.
( F t"om ottl" occn Uol"l"ti<)JOIId cJtl.)
'l'H.: witbdl'awal of the demand hy the oxccuthc 11f the gngi -
nccrs' Society for an oigbt hours day certainly been rccc!ved
in man,tfacturing circles in the We t of Scotland with not n httlc
being rcgorded a.s tbe beginning of the end of wbnt
bus been a prolonged nnd altogether unfortunate struggle. . Wbon
the news got. i nto circull\tion at the C'nd of lnst week tt was
perhaps too rettdily nssumed tbl.\t the l.llCII would rW'h back to
their work at tho fi..,.t opportunity, and thl\t the masters would
receive them without any conditions. The men have heen exhorted
by their leaders to hold out. until they ohtain t he other
besides the eight holl..,. day for which tboy were contendmg.
Ou the other hnncl, tho employers appenr quito propnred
to adhere to the ttgrccmoot dmwn up at the London conference.
They bold to their position tbat they must. he allowed to manago
their own busiue:sdes. They arc also prepared to concede to the men
the pri vilege or right of collccthc but. they ut the >!llmo
time claim an equal right of collcct1vo bargaining on the part of
the employers. The collective bargaining no longer to bo the
one-sided a ffair it Wt\S hcfore the establishment of the l':mployers'
If tho society i,; to have it.:! ;:ny in tbe adjtLStmont t>f
difference , lho argue 'luite justly that the t'cdcrntion
must exerci:so a :;imilar function on bchulf of the employer8.
The market."' have been a little unJ;teudy in consequence of the
uncert.'\inl\ that .. till pren1ils with reference to the engineering
trouble. At the hcginoiog of tbc week tbo (:tusgow iron market
exhibited nn improving tendency, hut it wasl'ubscttuently irregular,
with comparati,cly little inclination on tbo part of dealer" to do
hu.:.<inc"<'. Xcotoh warrunl.:! .sold at J:)s. to .J5s. 9d. and up to
-t:is. lld. cash, and at 1t6s. to .Jti:s. %rl. up again to
4t>s. Hd. ono month. In Cleveland warrants husmess bas hcon
clull at 40s. !'1:\d. and 40s. 9d. cnsb, 40:!. lOAd. six da\'s, and
.Jh. Jd. to 4l s. OAd. one month. The dom11nd for <:uniberland
bcmntite bn.s been iilow, notwith tanding r umours of trouble with
the hlast furnncemen. Transactions have occurred in this iron at
I ' s. !lAd. and 4 s. 10.\d. ca.sb, anrl 4Ss. 1 1d. to 49s. ld. one month.
For hematite there hos been no demand. Scoteb-
mndc bematite is steady, ,,;th a moderate inttuiry, at .i2s. tid.,
clolivercd :lt the steel works.
'fhcre are eighty-two furnaces in hlast in Scotland, compnred
with eighty-ono in tho preceding wcok. nod eighty in lbc
sponding week of li\St ycl\r. or the total forty are producmg
ordinnry, U1irty-!<ix hemntite, and six busic iron. The output of
ordinnry iron is at the moment comparotivcly large, but the stocks
nrc small, and the of the trade arc generally
regarded ns fully jttstifying the current production.
Prices of pigs are steady to firm, indeed there was some
improvement in tho vnluo of tbc common brands a few days ago :
- Go van and Monklnnd, Nos. 1, are quoted f. o.b. nt Gla..gow,
46s. 3d.; Nos. 3, 45s. Wisbaw and ('arnbroo, 1,
46s. 6d.;
1
os. 3, 4tis.; Clyde, No. 1, 50s. 3d.; No. 3, 47s. 3d.;
Cnldcr, Gartshcrric, nnd 'ummcrlee, 1, 51s.: Nos. 3, 4/s. 6d.;
Coltness, No. 1, 52. ... ; No. 3, 4 s.; Glengarnock, at Ardrossan,
No. 1, 5ls.; No. :J, Eglinton, at Ardro-<&'ln or Troon, No. 1,
4 . ; Ko. 3, 46s. tid.; Dalmellington, at Ayr, No. 1, 4S . ; No. 3,
46s. 6d.; at Leith, No. 1, 52:1. 6d.; No. 3, Carron,
at Grnngcmo..ttb, No. 1, 5ls. 6d.; No. 3, 4 !.'.
While the demanrl for pig iron for home use is fnirly good, the
foreign tn\de bus hoon disappointing. 'J'ho :<bipmeots at
ports only reach tho smo 11 total of 3:381 tons, compared. with 61
m the same week of lnst year. 'l'bete WM despatched to Alllltralia
250 tons, llollnnd 1 0, &>uth America 5, India 25, :Franco 175,
Germany 0, Belgium 70, Spain and Portugal 200, Cbinn nnd .Japan
50, other countries ltiO; the coastwise shipments being2106, against.
4216 in tbo samo week of last year.
In tbe finished iron and steel departments work is now general,
hut some hesi tation is felt in giving out fresh contrnct:s. At t bo:
Enmo time, there is a general opinion thnt business is in a
condition, and tbnt, with tho in tbo cngin?cring
branches at an end, an overflow of orders ought to be oxper10nccd
ero long. 'l'ho stool makers have advanced bl.\rs and plate 2s. 6d.
per too.
'l'be ir oo trade iq husy io the manuii\cturing and export brnncbcs.
' hipments in the past week were good, amonnting to l :J.l,059
ton;;, compared with 9.i,096 in the preceding week, nod 121,325
in the correllpooding week of last year. 'The best qualities of
ell <;"Oal ar e in brisk demand, at firm prices, and it is reported that
there are oncoumging inquiries for tbis class of coal for future
shipment. Much earlier shipments than usual are anticipated to
Baltic por ts in view of the continued mildness of the wentbor, !lnd
the usual course of bttsincss may probably be somewhat al tered ou
this account. .Mnin co11l is quoted f. o.b. at Gla...;;gow 6s. 6d. to
6s. 9d.; ell, 7s. to 3d.; splint, 7s. 6d.; steam, s. to s. 3d. per too.
i\1 .. E TEll TJO:\ OF Cnt L E:q: ll\P. F.Ill :\G Tl.D:-.'TS. -
'l'he eleventh annunl dinner of the l\lancheiltor As'iOCiation of Civil
Engineering Htudonts was held on Wednesday. lllr. W. B. Worth-
ington, President, occnpiocl the chair, and the invited $'ucsts
included I>r. A. B. W. Kennedy, Dr. Uopkinson, tbe new princ1pal of
Owen College, Dr. Ward, Prole or Boyd Dawkin.s, J . A. F.
Aspinall , T. A"'hbur y, togetber with the Lord Mayor of Manchester
nnd tbe mayors of surrounding districts. .Mr. C. Winder propo8od
the " Institution of (.'ivil Engineers," tn which Profo.."SSr Kcnncdy
responded, and dwelt upon the many adl'ant.ages of tbo Associn
tion. On one point he laid special s t.rcs'l, that the young men in
the profc ion should be in n.s student.:! rather than wait
until they could j oin n.s assocmtes. Mr. 'l'udsbcry, the sccret.'\ry
of the Association, also responded. l>rofessor Hopkinson
tho' "Association of .Manchester 'tudonts," and said he Wl\S glad
to know that oogincoriog had, at Owens College become ono of the
most important branches in its special branch of study. .Mr. W.
B. Worthington re poodcd, nod remarked that in connection with
the present engineering dispute, thoro was an impression thnt
engineers were u cln.ss of men 'vbo endeavoured to do the minimum
of work for tho maximum of pay, but that was an imputation
which (could not upply to the ci vi! engineers. Professor Boy cl
Dawkins proposed tho '' lll ancbester Association of Engineers nnd
Kindred Societies," which he said wore doing n very impottant
work in Manchester. lll r. Heruy Webh, the President of t.he
ll!anchester Association of Engineers, in responding. spoke of the
important part mechanical engineers bad played in t he of
the p resent generation, and remarked that nothing bad been more
suictdal than tbo actions of tbo t rades unions in attempting to
limit the means of production. ) I r . J . A. F. Aspinall proposed the
of the " Ybitol"ll," and urged tho arlva ntngcs to he obtained
in hecowing curly u member of tbc l nl>iilulion of Civil Engineers.
THE IRON, COAL,
OF BIRMINGHAM,
OTHER DISTRICTS.
21' 1898
AND GENERAL TRADES
WOLVERHAMPTON, AND
( FrO Ill our Ccn"'"tJftOtldtlll.)
week has seen little alteration in the l:tt.;Jte of a ffuiN
de,,elopcd at tho IJUartorly meeting!!. An additional of
orders hns been gwcn out as the rc:.ult largely of negottattono;
commenced week, lmt priccsnro unchanged; and .tbo
satisfactory tooo at the qnarter_ly to> mam
t.ained. In truth, 1t even moro eoosptcuous t bts week, the
result of tho happy dispatch which been .
the strike in the engineering trade. &>me d1sappomtmcnt 1!>
cxpre..'<Sed that nt. the I}Uarter ly meetings the unmarked bur
makers made no change in quotations, this being contrary t.u
the general nnticipation, for an advance Wll'i expected. lt l'i
understood that at tbc statutory meeting of the Bar
A&..;ociution u long di scw;sion took place upon _the. m the
co.-;tof production, conse<tucutupon the advance m ptg 1ron and other
mw material, and which, with tbo new chn.nges the
('ompcn>'ation Act, would ncces.ttate 1111 advame 1n the pnco <>f
iron 10 tho near future. But it eventually r esolve<! that ftw
the present tho price of unmarked hars :olvmld remain 11 t 6
delivered in the d1strict.
Some improvement is appearing in th.o black and galvani,.crl
sheet iron trade, but the Improvement IS. not at prc:.cn.t at all
mnrked. &>me fi rms a..."8Crt that except w1tb regard to pnccs the
po.;ition of this industry is more now than bus been
case for a twclvcmonth, but thoro IS cons1deroble doubt nbout tllll' .
The efforts to combine the sheet iron monufacttuers a re pm
gressing, aod prices certainl y a tendency towtuds r ecovery,
but i t is only a tendency. Black sheets of :M gauge were quoterl
t.o-day 6 to 6 1 Os., and latten" 20s. extra. Galvanised bheets
realised 9 J2q. 6d. average f. o.b. Li,crpool.
'taffordl!biro nU-mine pig realised to-day 57s. 6d. to 60s. for
forge. and 60s. to 65s. for foundry ; part-mine, 4.3s. to 528. 6d
according to CJW\lity. pig is now t M. n.s
and c."Onsun1ers complntn of the 111 dehvcnes. meltcN
have incurred heavy at low but they_ ar.l now
obtaining 28. 6d. per ton to 3s. advance on the rote ruhng three
months ago, and they a re trying to prices hy running
old con tt-nct.s with tbc new.
1
orthamptonshue forge il1 42s. 6rl.
to 4.3s. 6d.; and Derbyshire, 44s. to <15s. net at station. Denahy
and t.anton bn\ndi! of forge pig rose to H:;. 15d. at
stations, and could not he hougbt under ltis. 6d. net. .f or 'o,.. 1
and 2 Dcrbyt<hirc fow1cln" pig mnkcr< keel 528. 6d. to 55s .. anti
for No. 3 ahout 50.s. hrands of Cumbcrlnnd pig
were entirely off the market. Bllhmc's is nlso a.,i3terl hy the
reported improveme11t from ( 'le,clnnd.
A good don of steel continues to be imported from l'outh Wnlcs
into thi:; district , nnd the compctiti ou which has of lt1tc com-
menced in tho !!beet iron trade hy Welsh makers with Midland
p1-oduccrs does not by any means though pot<.-;ibly
the recovery which IS lletting in in the tin-plate trade muy help
matters by once again causing Welsh manufacturers to turn tbe1r
attention into tbo old channels. Sheet bars were quoted to-day
:ls. 6d. Ss. ; plates,. 17s. 6d.:. to 6 ; steel angles
5 10s. to 5 and gtrders, 6 to 6 ts. 6d.
Ao important step in connection with the C'annock Cbnse coal-
field is at present being carried out in the effort to continue the
sin kings in connection with the proposecl Cnnoock and Jluntingdon
coll iery, situate at Huntingdon, in a locality which not
hitherto been oponcd up. Some years ago several thousands of
pounds were spent in th1s undertaking, hut eventually there was t\
g reat inmsb of water, wh.icb stopped tbc hutber progress of the
work. Through the in.strument.al ty principally, it is understood,
of Lord Hatber ton, the task of freeing the water-logged shaft has
been undertaken, and the endeavour ht\S np to the been
Pt1mping operations hnvo been carried out on an exten-
sive scale, and further sinking will be proceeded ,,;tb nlmo t
immedintely.
l t is proposed to erect a largo electric-power in SouU1
Staffordshire, for tbo :mpply of motive-power t.o tbe various works.
'!'he scheme is regarded with a good deal of fa,our by tbo South
tafford hire iron and steel and general metallurgicnl
Indeed, tbo South ::;tnffordsbiro l ronmasters' Association bnvc
directly interested in the matter. I t is felt that some-
thing of this sort might he acbjevcd with satisfactory results to
local trade.
NOTES FROM LANCASHIRE.
(F1-om O!ll" 01rn.
is still no really appreciable returning
animation in the iron market hore so far as bu..iness is concerned
There was ahout the usual average ntteodnnceon Tuesday's 'Change
at Mnnchester, but it WM only in exceptionnl cMes where
any bnskncss of inquiry was rcJ"lOrted. The tone, however, was
decidedly s tronger ns regards prices, notwitbstnnding that
merchants con tinue bore and there to undersell and that i olated
very low-cut transactions are repor ted in the market. For im
mediate delivery pri ces do not show any real improvement, and
the chief hnrdenmg tendency is on forward contracts, which
buyers in !'Omo quarters arc o'idently anxjous to place. For
present delivery bot h makers and merchants arc willing to
orders nt considerably lower prices than they arc
quotmg for forward tho general impression being
tbat there will not be a recovery from the full effects of
the. engineers' strike, now drawing to a. close, for probably
some months to come, when possibly thoro may be a considerably
increased weight of buying. For local and district brands of pig
iron makers' quotation3 arc unchanged at 45s. 6d. for forge to
48s. 6d. for foundry, le...<S ; 43s. for forge to 45s. 6d. for foundry
Lincolnshire; and 47s. 6d. and 4 " Od. up to 50s. foundry Derby-
shire, net cnsb delivered Manchc ter . Here and there a fatr
of inquiry is reported, and a significant indication of tho ,P?Sitlon
is that some merchants are buyers at makers' prices, wh1ch t hey
have recently been underselling. Outside brands offering hero
show a contmucd steady upward tendency. "!'hero has hcon a.
further advnnce in Middlesbrough, makers quoting uot le&; than
49s. lOd. to 50s. 1d. net cash for named brands, with opon hrnnd,.:
offered by mcrch'\nts at about 6d. under the c figures, delivercrl
hy roil Manchester. Scotch iron is also steadily sti ffening, Glen-
garnock being now generally 47 . 6d., and Eglinton 47!1. 9d.
delivered Mersey ports, with 2s. 3d. above these figures delivered
;\Jancbester Docks. A fair business has hecn done in A morican vig
iron at low prices, 45s. 6d. to 46s. net being t.'lkcn for ordinary
foundry brands delivered Manchester Docks.
finished iron makers. repor t inquiries improving, they ar c
ch1efly for forward delivery. Pn ccs arc rather varmblo, Lan-
cnshi re makers quoti11g 5 12s. 6d. for bars as tbo minimum for
prompt specification, but 5 10s. is repor ted in the market, whilst
5 15 . is asked oo forward contracts. The same remark a pplies
to taffordsbirc bars, for which 5 15 . has been taken, although
mnkers generally arc not quoting under 5 lis. 6d. to 6, delivered
Manchester district. beets remain nt 6 15. to 7, and h oop..Q
although in re<tuest, are unchanged at association list rote of
6 10s. for random, to 6 15:. for special cut lengths, delivered
Manchester district, and 2:!. 6d. less f6r shipment.
In. tho steel tendo ordinary fouudrf hema.tite rcmt\in at about
56s. less 2.\, delivered bore, but manufactured material varie:;
considerably. steel bars have been bou!{h t as low 5 15s., with
6 to ti 1 . 6d. as the general quotation. Common plates are
about 5 15s., and the quotations for boiler plates are 6 3s. 9d.
to 6 5s. , delivered in the Mnnchester district.
There have been in.creasing indications during t he past week
of 'l.bo rapidly approaching end of tbo engineering trade d i!IJ>ute.
'vii4 the dccil:tion arrived at by the ...
JAN. 21, 1898
Society of Engineers, which I predicted on good 1\uthority quite a
month back, to withdraw the forty-eight hours' doml\nd, instructions
wore given to the Vl\rious brnnchos throughout the orgnnisation to
effect such sottloments as they could with tbo federated employers
in the various districts. In this district tho representatives of tho
workmenapprol\chod the federated employers with proposals which,
bnd they come from the executive, and r epresented the gonornl
basis upon which the nlliod tmdo unions wore propnrod to effect 1\
settlement , would hnve been nccopted without hesitation by the
f'odomtion, nnd nrrnngemonts might haYe boon forthwith come to
for withdrawing the lock-out. 1 may state that these proposnls,
which it is. indirectly .the authority of the Amnlgn-
mntod Soc1oty of Engmoers' oxocutiVe, wore prncticl\lly nn nccopt-
nnce of tbo conference terms, subj ect, however, to an offi cial
1\SSuronco by tbo Federation upon ono or two points sot
forth in the explanatory notes which nccompony these terms
in the notices posted nt the various fodorntcd works. Those
})roJ)()..a}s wore considered nt a meeting of the Mnnchester brnuch
of the Federation, nnd the employers were quite prepared to give
the required by the workmen's roprosentntivos, but in
nccordnnco with the Fcdon\tion instructions, no separate
ruont of tho dispute could bo come to, and on this ground alone
the workmen's proposnls hnd to be declined. The nnticipntion,
howeYer, is that the proposals which bn,e boon put forward by the
Manchester branch of tho Associated Society of Engineers will
receive genom\ endorsement not only by the executive of the nbovo
society, but t1lso br the nlliod trnde unions, a nd that they will form
tho wh1ch the dispute will very spoeclily be brought ton
tormmat10n.
Notwithstnnding all the indications that the Mtruggle, so fnr as
the trade unions are concerned, is collnpsiug, there has boon no
relaxation in the energetic extension of tbo lock-out by the
Employers' .\:<'edcrotion, nnd in Manchester nnd the surrounding
districts quite a score of nddilionnl firms hnvo posted notices
during the past week, and tho totnl number of engineering ostn-
blishments now ombroced in the employers' combination through
out the kingdom is very little of 00. The most notnblo
local accessions nre the locomotive and genom! engineering con-
cerns in the Hyde and wbiklt importnnt firms
liko Messrs. Galloway Limited, and Messrs. Gresham and Cnwen,
who have hitherto stood out from the combination, have now a t
the last moment j oined in the movement, together with a number
of other smnllor, but still tolerably importnnt. engineering firms
throughout Mnncbester nnd Salford.
At the meeting of tbo Manchester As.<;ocintion of Engineers on
'aturday, tho forty-second nnnual report of the Council was
brought forward for adoption. This report, "'hich was rend by
the Fronk Hn.zolton-st.'\ted thl\t to the mombor-
Mhip roll had boon added six honorary annunl and twelve ordinary
mombors; and after tnking into nccount tho loss by denth, resigna-
tion, and erasure, the totnl number of names of all cli\SSes on the
roll nmountod to 386, as ngainst 381 the previous yenr, viz., twenty-
six honorary life members, 129 honorary nnrrual, and 231 ordinnry
members. The financinl stntcment showed n balnnce to the credit
of the Association, nfter"paying aJ\ nccounts due up to December
31st, of 40'25, as against 3819 at the of tbo preceding year ,
representing a surplus of li6 on the year's working. During the
yenr the pnyment to the superannuated members bnd been at the
rate of 10s. per week, nccording to rule, as ngainst Ss. 6d. tbo
previous yonr. The number of recipients of the above fund was
the same as at the commencement of tbo ycnr, viz., five. Tbo
report nnd bnlnnce-sheet were unanimously tldopted, nnd the
})resident aftor wnrds deli vered his innuguml nddress, nn nbstroct
of which appears in another column.
Mr. D. H. F. 1\'Jatthews, ono of her Majest y's Inspectors of Mines,
brought before the members of tbo l\1nnchoster Geologicnl
Society, nt their Wigan meeting on Friday last, an impro,ed
a ppliance for drnwing timber in mines. This mncbine, which wont
under the nnmo of the cc ilvo ter Pulling Jack," was, be snid, the
best and S.'lfcst a pparatus be was n<X\uaintcd with for withdrawing
props in mines. Tbe mMhino cons1sted of n stool bnr 3ft. long,
Hin. deep, nnd ftin. thick, hnving speoinlly shaped notches nbout
11n. apnrt, nnd f.o.in. deep, nlong one edge. A short cbnin was
attached to the bnr, forfastoning it to o. firm prop. The notches of
tbo bar formed the fulcrum for n 3ft. lever, wb1ch was mndo with
a forked end, through wbicb pi\SSOd two ,\in. bolts, plnced rothor
more than lin. npart_ The bolt which t urned in the notches
nllowed the lever to describe nn nro sttfficient to bring the
sliding block to the next notch. The other bolt connected
tho lever by menns of n link to a block which slided a long
tbo notched bar. This block served two importnnt purposes.
}' irstly, it was fitted with a catch bolt which fell nt right angles into
the notches of the bar, holding the block while the lever reached
forward into the next notch ; and secondly, the rear part of the
block being formed into a jnw-shnped recesl!, it nllowed any link of
the obnin used for attaching it to the prol.' to be withdrawn, con-
nected, and securely held, lnrgely prevontmg the loss of distnnce
along the notched bar when tnking bold of a fresh portion of the
cha in. A lovorogo of thirty to one wns obtnined by the pnlling
j nck, although only a 3ft. lover was used, whereas the old gnblock
hnd only n levernge of about three to ono. The machine might
ap,pear nt the first glance to be slow in action, but when they con-
Sidered thnt probnbly one- third or more of the distance advanced
by the old gnblock was lost again through the springing
back of tbe prop iu consequence of ha ving to tnke hold of a fresh
length of chl\in after eneb movement, the improved mncbine would
bo seen to have really the ndvnntnge as rognrds speed as well as
power. Tbo appliance was attncbea too. firm prop which mij:tht be
8everal feet nwny from the prop in the waste thnt was reqmred to
be withdrawn. He had seen the machine fixed nine yards nwo.y
from tbo props to be withdrawn, and two men were able to get out
seven 7ft. props in the one fixing of tbo mncbine in thirty-five
minutes. The maebine rondily repnid its cost in tbe incronsod
amount of timber it enabled to bo re-used, besides securing grcntcr
s. '\fety for tho men employed on the work. 'l'be weight of the
maebino was only 28 lb. , and it could ensily be carried by ono
person.
In. conclusion, l\Iatthows the ol.'inion that if n
spectal rule wore adopted nt oollton es tha t no tllllber should be
witbdrnwn from the wastes or groves, or working fnces or road-
ways, except by nuthorisod prop drawers, and then only by monns
of a gnblock nnd chain, or br patent " pulling J acks," nccidonts
occurring from prop-drawing ID mines would bo considerably re-
duced. lie was glad to be able to say thnt ono local colliery bnd
recently ndoplcd rules to that effect , and bad sixteen ilvester
machines in use, nnd did not allow timber to be knocked out on
nny account by their prop-drawers.
In the coni trade thoro is s till no improvement to repor t, and
some of the collieries arc scarcely nble to kooe on full time. This
is, of course, lnrgoly due to tbo exceptionnl mildness of the season,
wbicb is restricti ng requirements for domestic consumption ; and
even where pi ts are able to keep on their average output, the pro
duction is ample to meet present requirements, 'vith tbo result
that stocks nro practically untouched, and this represents o. some-
what serious outlook for tho ensuing summer, as collieries mny htwe
to res trict their worl..-ing more than usunl, as they will not be nble
to put nny very largely incren.sed quantities down on the ground.
Prices, howo,'or, except for spocinl cloarnnco lot.q, remain nt recent
list rotes. tcnm and forgo cools nro in moderate request, with
ordinary descriptions averaging about 6s. 6d. per ton at the pit
mouth. Engine c\nsscs of fuel maintnin latoJ1rices, the better
sorts nvoroging 4s. 6d. to 6s., medium 3s. 9 . to 4s. 3d., and
common sorts 3s. to 3s. 6d. nt the pit mouth, but in some districts
Yorkshire nnd Derbyshire slack is coming into active competition
at under Lancashire pricC!'.
For shipment thoro is a fnir inquiry, but here nlso prices nre
difficult to maintnin on nccount of compet ition from other districts,
but steam cool s till averages nbout Ss. to Ss. 3d. per ton, delivered
o.t tbo port.'! on the M01soy.
THE EN GINEER
.&u1-otr.-Thoro is a much better demnnd for bematite pig iron
this week, nnd the mnrket seems to bavo gnined strength on the
prospoot of nn early return of the engineers to work. But al-
though the engineers hnvo boon idle for six months trodo has boon
very well maintnined thr-oughout, nnd the consumption of bema-
tites has shown expnnsion as well on homo as on foreign nod
coloninl accotmt. The httllinoss doing in Bossomor qunlitios is on
n lnl"\l"o scale, and all the iron produced by the .U furnncos in blast
is go1ng into consumption. ln the c.-orresponding week of lnst year
36 furnaces wore in blast. This week stocks of warrant iron hnve
been decrenscd by 2i77 tons, le.'\ving stocks still in hand at
1 7,390 tonst... or an iucrenso since tbo beginning of the year of
2940 tons. l'l"ices nro very firm. Makers nro quoting 48s. 6d. to
50s. 6d. not f. o.b., tbo old rote, but in most cases it would bo
difficttlt to negotiate much business at those rntes, as smelters nro
very full y sold forward, and oven warrnnt iron is at 4 s. net
cash sellers, 48s. buyers, nod prospects of better prices nre
afforded.
There is n very brisk tono in the iron ore trndo
1
and raisers nro not
only very busy, but. find it difficult tll moot delivery ongngomonts.
Old prices arc r uling nt 10s. 6d. tolls. por ton for good avorago
sort.s, nnd best descriptions find a ma rket nt 13s. to H s. n ton.
Spnnish ores are firmer nt H s. 6d. to 15s. net, at West Const
ports.
I n the stcollrnde n very brisk business is boing done industrially,
and the orders in band are likely to bo supplemented by others nt
nn enrly date. Thoro arc, indeed, prospects of grea t nctivity in
the heavy roil nnd tbe ship material trades, and tho minor
bronohos of the steel trade have also a very hopeful outlook.
Business in shipbuilding circles is quiet, but the settlement of
the engineers' dispute will soon impart now life and vigour to it.
Cool is qu.iot, nnd coke firm and steady.
The shipping trade is opening well nt West Coast ports this year.
Last wcok 10,643 tons of pig iron and 14,712 tons of steel wore ex-
por ted, ns oompnrcd with 6404 tons of pig iron nod 6653 tons of
steel in the corresponding period of lnst yonr, showing nn increase
of 5139 toM of pig iron and 8059 toM of stool. The totnl for the
yenr is 24,653 tons of pig iron nnd 34,909 tons of steel, ns com-
pared with 14,196 tons or pig iron ond 1 ,i20 tons of stool in the
corresponding period of last yenr , showing nn increnso of 10, 157 tons
of pig iron nnd 16, 189 tons of steel.
THE SHEFFIELD DISTRICT.
(F10011t ou1 otm CoiTupondent.)
Twms has been no pereoptible change in the South Yorkshire
cool trodo since lost week. Now nnd then a touch of frost
nccentuntes the dcmnud for house fuel, but ns the wontbor
continues very vario.blo, sovornl days being mild ns spring, the
stimulus afforded is not sustained. At present the demnnd for
house nnd other cool, which had accumulntod during t he bolidnys,
ho.s been fully met, and thoro is now rotbor a lull, pnrticulnrly
in fuel for domestic purposes. On the whole, however, the pits
are working very well, more especially the lnrger undortnkings,
which nro giving their miners five or six days n week, nnd the
weight brought to bnnk is pretty fairly tnken by the mnrkot.
Commoner qualities nro rather more diffi cult of dispo..'ll\1. A fnirl y
nverogo tonnnge hns been soot to the capitnl, both by the Midlnnd
Gront routes. business there has !lot boon
qwte so nchve, vnlues rornrun as last quoted, be t 1\kstones
mnking 9s. 6d. to 10s. per ton; ordinnry, from 7s. 6s. per ton ;
Bnrnsloy house, from Ss. 6d. to 9s. 3d. per ton ; seconds, from 7s.
per ton. wo bnvo now rencbod a time of the year when
the export trode m stonm conl is supposed to touch bottom, the
Humber ports nr e s till receiving more thnn an nverogo weight,
while the inlnnd trade continues steady. Tbo stoppage of works
caused by the protracted trouble in engineering circles not
bad such ndvorse influence ns people while tho condition
of tbe iron trade is such tbnt, \vitb an nct!Vo resumption of business
in engineering estnblisbmonts and other places dependent upon
t.be engineering crofts, tbo steam con\ trade would nt once bo in n
very healthy position, nod it is not improbable l.bnt values would
go higher. To-day Bnrnsloy bnrds arc making i s. 3d. to i s. 9d.
per ton, seconds from 6s. 6d. per ton. The days nre causing
gns coni to be in excellent request, while fuel of nU sorts
tind!l n ready mnrket. This remark npplies to smnll, fuol which is
supplied in excess of the domnnd, though not to such nn extent ns
to nffoct prices. Nuts arc fetching from 6s . to i s . per ton ; screened
slnck from 4s. 6d. to 5s. 6d. per ton ; pit slack from 2s. 6d. per
ton. Coko is ngnin more lively. For immediate delivery quotn-
tions nro rather lower, but for forwnrd delivery the rates nre
better . Ordinnr y coke mnkes from &. 6d. to \Is. 6d. per ton ;
washed coke, lls. to 12s. por t :>n.
In iron nnd steel the tirm tendency noted during the closing
months of last year is still maintninod. Works ore being well em-
ployed, nnd mnnufncturors nnticipate that very soon t horo will be
n heavy domnnd for both iron nnd steel, with n hnrdoning of
prices. This idea is oncouro.ged by tho fnot that not only nre
most of the houses well booked for wnrd, but the majority of the
orders nro neither for stocking nor for speculnlive purposes, but on
account of definite contracts in band. l t is pretty cor tnin thnt
with the close of the engineering strike both the iron nnd the
steel trndos \vill tnko a very nnimnted tone, with firmer quot.'\tions
nnd increased employment. A similar romnrk npplies to rolling
mills, tilts, and forges, which nro now running full time.
'l'ho romnr knb\e nctivity which has been shown now for mnny
months in nil kinds of honvy and light tools is still continued, nnd
promises to become even greater. The home trode has not been
so satisfnctory, owing, of course, to the slnck.noss in the ship-
building ynrds nnd other engineering centres, but the business
with foreign mnrkets bas boon nlmost beyond precedent. For the
East nnd tbo F'nr East, pnrticulnrly for Indin, China, nnd Jo.pnn,
several of our larger firms hnve sufficient work in hand to keep
them busy over the summer. The orders for Cbinn, p.'lrticulnrly
in hnmrnors, picks, shovels, and similnr tools, have boon exceed-
ingly sntisfnctory during the last six weeks. Trade with South
Africa, bowover, is not so gratifying, the orders for mnchinery,
tools, and steel, which woro suspended o.t the time of the strike,
have not boon followed by o.ny re-ordering ; in fnct, the pnrolysis
of business then caused still prevails to n large extent. As mnny
of the mines ha vo not boon re-opened, tools nnd mnterial htwo, of
course, not been needed. Bu mess men nt present arc looking
more to Rhodesia, whore the prospects of trode nre believed
to be good, nltbougb as yet tbo animntion which it was
expected would have followed on the opening of the railway
is not porcoptible. Unsatisfactory r epor ts reach this district
from the West Indies, nnd it is evident that business thoro is
anything but Gonornlly in the file trode, as well as in
saws nnd the wtde range of all sorts of edge tools, there is nothing
to complai n about, and with n good foroil{n busioeJ<S and increased
continental demand-the lntter so good, mdeed, tbnt several firms
hnve their resources strained to meet it-there needs only the
revival in the home trode to bring about n year of prosperity such
as the Sheffield district has rarely seen.
A meeting of the engineers on strike was held nt Sheffield on
Wedne dny, 19th inst., when o. resolution was pi\SSed deploring the
nbnndonment of the demand for hours a wook, nnd
deciding to remain firm for the objects mmed nt by tbo men in
boffi old nod throughout tho country.

NORTH OF ENGLAND.
(Front our OICil Conupondtnl.)
WtTR the changed nspoot of affairs in the engineering industry,
business gonerolly has this week shown more improvement, prices
have had a more decided tendency upwnrds, and demand hns been
more nctive tbnn at any time since October last. Good trnde for
(j !)
at any rate the first half of the year is believed to be assured, nod
those who will need iron and steel nro mnkilljf baste to buy it, for
they cannot hope to buy on more fnvourable terms by wa.itiQI{,
seeing thnt in addition to the resumption of work nt tbo ongJ
ueoring works nnd shipynrds the quiet lime of the yonr will nlso
soon be over for nod demand expected to ho vory
brisk for iron for spring delivery, indeed, the inquiry now from tho
Continent is much better thnn is usunl in J anunry. So encourag-
ing nro the '' iows regarding the futuro that consumer'! a re wanting
to buy for del ivery not only over the spri ng months, but nlso into
the second bal f of tbo year, nnd thoro arc consumers who would
pay a premium on the present prices fo1 delivery quite U(l to the
end of the yenr, but makers do not soo their wny to oomm1t them-
selves so fnr for ward in the fnce of o. rising mnrket. What is satis-
factory in connection with pig iron is that the improvement is
a perfectly legitimate ono ; it is caused by nctua\ COlll!umors buying,
nnd speculntors htwo hnd no bond in bringing it nbout, so that
there is all the more rouson for the opinion thnt it will bo main-
tained. Continentnl consumers and morchnnts bnvo nlrondy bought
considerable qunntitios of Clevelnud iron for spring delivery, but
hove had to pay more for it thnn tho figures which rulod during
the first hnlf of Janunry, or indeed more tbnn bns boon given since
November .
Prospects 1\re certainly fnYourable to producers Of pig iron, WhO,
though sbil.'ments are uot above n Jnnuory nvoroge, ar e not believed
to bo putt10g much iron into stock; nt lonst, nothing more than
they can conveniently hold, for very is going into the
wnrrant stores. Thus on Wednesdny mght Messrs. Connal nnd Co.
bold S0, 413 tons of Clovolnnd pig iron, 2711 tolll! increase this
month, while of homntite pig iron thov bold 49,i 59 tons, 12 tons
decrenso this month. It is believed thnt in the spring there will
be as much difficul ty in getting prompt iron as thoro wns in the
past autumn. The shipments of pig iron from the Cleveland
district thi s month to lnst night reached 39,753 tons, ns compnred
with 62, 162 tons last month, and 50,234 tons in Januo.ry, 1S97.
'l'bo prices of Cleveland pig iron have been ndvnnced 3d. per ton
this week, and those of bomatite pig iron 6d. For prompt f.o.b.
deliveries of No. 3 Clovolnnd G.M.B. pigs, 4ls. has boon the lowest
price, nnd the leading firms are quoting more thnn that. For
Februnry-Marcb, 4ls. 3d. has been rendily paid, nnd for the second
qunrtcr of tbe yenr, 418. 6d. No. 4 foundry, which is scnrce, is
raised to 40s. 6d. ; grey forge to 39s. 6d.; nnd mottled and wbito
to 39s. 3d., nU early delivery. The position of tbo boma tito iron
makers has at last improved, for their prices hnvo risen, while
those df ore have declined, nnd thoro is thus a better chnnce of
making ends meet. Tbo price of mixed numbers is 50>l. , while
Ruhio ore is 1\t 14s. 9d. , delivered 'foes or Tyne. The blnst fur-
nncomon employed by tbe Normnnby JronworksCompnny, Limited,
Middlesbrough, have j oined the Blast i''urnncemon s As.<;ociation,
and a scheme for tho ndoption of the three-shift system nt t.boso
works is now being propnrod.
Messrs. C. E. Muller and Co., of J\liddlcsbroussh, in thei r thirty-
fifth annunl report, givo some impor tnnt st. 'ltishcs rolntive to ore
imports. Tbe shipments of Gellivaro iron ore last year wero
S15,i97 tons, ngaiust 614.!262 tons in 1 96, and 385,i 2 tonll in 1895,
last year 's output being t:>04,966 tons. 'l'be expor ts of ore from tho
Bilbno district. lnst yonr were 4,959,S03 tons, ngninst 5,047,000
tons in 1S96, and 4,483,000 tons in 1S95. 'fhe imports of foreign
iron ar1d manganiferous ores into North-East Const por ts last y"enr
wore 2,330,525 tons, against 2,239,005 tons in 1896, and dotnils a rc
given as to the ports from w)lenco the ores ore sent nod wbcro
they ore dischnrged. Last yenr at the Tees ports 39, b tons of
mnnganose ore wore received, ngninst 33,350 tons in 1 96, and
tons in 1895 ; while purple. nnd bul:"nt ore tho q llnntity
rocowed was 92,031 tons, ngmnst 100,676 tons ID 1896,
'l'bo finished iron nnd steel mnnuJacturors on the whole continue
to do well, nnd report improved prospects. They cannot fail to
profit considerably by the termina tion of the struggle with the
engineers, nnd as they are nt present generally well supplied with
orders they are more tbnn able to maintnin their pnces. The
Newpor t Rolling Mills of Messrs. J ohn Hill and Co., at Middles-
brough, arc stnnding for a few days in order that cortnin altera-
tions may be made. The price of common iron bnrs i:1 5 5s. ;
best bnrs, 5 15s. ; steel ship plates, 5 7s. 6d. ; stool ship
5 5s. ; iron ship plntcs, 5 5s.; iron ship angles, 5 ; iron sheets
(singles), 6 7s. 6d. ; steel sheets (singles), 6 17s. 6d. ; heavy steel
roils, 4 10s., all less per cent. nt works, except roils, which
are net.
Shipbuilders are well supplied with orders ; but it will be some
t ime l\ftor the terminntion of the engineers' difficulty before work
at tho closed yards, or full employment nt those on shor t time, can
be resumed. Among late orders which have been given out in
this distri('t is ooe to Messrs. Priestmnn nnd Co., of 'undorlnnd,
forn pntentself-trimming steamer of nbout4000 tons dendwoigbt, for
Messrs. Reed, McNnir and Co., of Gln...gow. Two stenmers, encb
of 8600 tons, deadwoight capacity, for the New Zealand frozen
meat trode, are to be built by firms on the North-East Coast.
Messrs. Swnn nnd Hunter , at Wn\lsond, have commenced
the construct ion of the lnrgest pontoon in t be world. It is
for Stottin. 1t was intended that the order should bo executed
by n Gormnn firm, but they could not undertake to doli,cr it in
the stipulated time. The dock is to be 550ft. in longlb, 110ft.
brood, and 42ft. deep, nnd will tnke a vessel of 16, 000 tons dis-
plncoment. It is thus considerably lnrger than tho Havana
dock, constr ucted last year by t he snme firm. 'l'he Walls-
end hpwny and Engineering Company will supply the pumping
machinery.
The engineers in this district do not in n considerable number of
cases nppear to have bad enough of the stoppage, for o.t severol
plnces the men have met nnd pi\SSed resolutions that they will not
resume operations until some definite nrrangement is come to with
rel:! pect to the mnnngemont proposals which their Executive agreed
to, but which t he mon afterwards rejected. They nlso wnnt tbo
masters to guarnntoo that the men who bnve beou idle shall be
reinst.'\ted in their old positions, which is bnrdly likely, as the
employers cannot with j ustice remove tho non-union men who hl\ve
stood by them throughout the dispute.
The members of the Nortb-Enst Coast Inatitution of Engineers
nod "hipbuilders met nt West Hartlepool on nod visited
the lnrgo es tnblishment of Sir Thomns R1chnrdson nnd
Co., inspecting part1culnrly the electrical instnllation thoro. 'f bis
firm wore among the first to adopt electrical driving, nnd speak
highly of the ndvnntnge derived. It is on the cc multi phase "
system. Mr . Arcbibnfd l\IcGlasban read o. pnpor on " Water
Bnllnsting of tenmors." The author held that since the genernl
adoption of steel t he weight of the hulls bad decreased, the fuller
bottom nnd bilge now adopted reduced the drought of water in
light stenmers. Weight of machinery did not incronso proportion-
ately to dendweight co.pocity, nnd compnrntively loss bunker cool
wns required. It wns questionnble whether the new conditions
wore met by the provision for wnter bnUasting. llo therefore
proposed that in nddition to the water balla;,t in tbe double
bottom nod fore and nfter penks, &c., there should be side tanks.
This would allow of the fuller immersion of the propeller nnd in
crease the safety of the ship, while not reducing the deadweight
capncity. A of 6000 tons doadwoight capacity with such
side tnnks is now being built by Messrs. W. Groy nnd Co., of West
Hnrtlopool.
The coni trade continues to improve, and now it mny be said
that it is several years since it wns so o.olivo on tho whole; in fact,
in some branches it is with difficulty that the requirements of con-
sumers are satisfied. Not often at t his time of the ycnr is the
stonm cool trade so bri11k, nnd best Northumborlnnd is r ealising
Ss. 6d. per ton f.o.b. ; more is naturally expected when the
northern nnvigntion season opolll!. Best gas conJs nro firm nt s.
per ton f.o.b. The house conl trndo, on account of the mild
wonthor, is quiet, and this mny to somo extent be said of bunker
conls. The Consott I ron Co. is n.t Dunston-on-Tyne a
wbnrf nnd coal stnt ion. It proposes, instend of bnving its 1m
por tod iron ore dischnrgod nt Tyne Dook, to have it un1ondod nt
70
Dunst.on. It is expected that it will bo shipping tbe coal t hat it
in excess of its own requirements. The average price of
furnace coke delivered at t he furlll\ccs in the Middlesbrough
is 13s. 6d. per ton. Tbe North Ditcbhum Coal Company
h:l.:! removed its offices from Witton to Darlington.
WALES AND ADJOINI NG COUNTIES.
OUI' 00l1'UJ>Ondtnt.)
THE "boom" in tbo stoam coal trade continued throughout the
whole of last week, and thoro are no signs of abating. Tbo diffi
culty experienced by shippers last week was in getting a sufficient
qunntity of coal, but now co!Uers are working steadily, and an
improvement of the output is certain. Tbe exports of coal last
week from Cardiff barely came up to 300, 000 tons. Had there
boon better working at collieri03 this could have been largely
increased,. Newport, showed an active by
dospatch1ng 70,340 tons foro1gn, nnd 19,230 tons coastw1se. Swan-
son, too, surpassed t bo ordinary average by an export of 44,760
tons. Tbe chief shipments were to Franco, Sweden, Germany,
ltaly, nnd the United States. Some of tbe Cardiff shipments
deserve record : Shanghai, 4700 tons; Rio, 4600 tons, 3400 toM,
nnd 3000 tons ; Colombo, 3500 tons ; nnd others to Buenos Ayros,
3600 tons ; River l'lato, 3000 tons ; Por t Said, 4150 tons.
At ono t ime last week for prompt shipment bigb prices were
asked, nnd in some instances obtained for best steam at Cardiff.
ThU! was regarded as exceptional, and likely to be modified as the
supply increased. Mid-week on 'Cbango tbe market for prompt
sb1pmont was n sbado easier. Tbo following were the closing
pri<:og :-Best steam coal, lls. 9d. ;_ seconds
1
best, 10s. 9d. to lls.;
ordmary, 10s. to 10s. 6d.; best dnes, 10s. t>d.; seconds, 9s. 9d. to
10s.; best smalls, 6s. 3d. to 6s. 6d.; seconds, Ss. 9d. to 6s. 6d.;
inferior sorts, 5s. to 5s. 3d.; Best Monmoutbsbire semi-bituminous,
10s. 3d. to 10s. 6d.; seconds, 9s. 9d. to 10s.
It will be noticed tbnt for nU kinds!.rices nro distinctly higher .
}'or small coal there is a good demnn , and tbe Monmouthsbire
coals nro in strong request. In house cool tbo bookings are getting
heavy, and quotations for No. 2 Rhondda, and other coals tbnt nre
usually chosen for bunkers, have advanced in a marked manner.
Lowest quotations, mid-week, Cardiff, were as follows :- Best,
lls. to lls. 6d.; seconds, 10s. 3d. to 10s. 6d.; No. 3 Rhondda,
10s. 9d.; brush, 9s. 6d.; small, Ss. 3d. to Ss. 6d.; No. 2 Rhondda,
6d. to 10s.; through, 7s. 9d. to Ss.; small, 5s. 3d. to Ss. 6d.
Swansea prices :- Anthracite, lls. to 11!!. 6d.; seconds, 10s.; ordi-
nary, !ht. to 9s. 6d. ; rubbly colm, 4s. 9d. to Ss.; steam coal, 10s. to
1ls. 6d.; seconds, 9s. to 9s. 6d.; bunkers, according to qualityA
7s. 6d. to Ss.; small, 4s. 9d. to Ss. 6d. House coals: No. J
lthondda, 10s. 6d. to lls. 6d.; t hrough, Ss. 6d. to 9s. 6d.; small,
7s. 9d. to Ss.; No. 2 Rhondda, Ss. to Ss. 6d.; through, 9s. to
9s . 9d.; small, 6s. to 5s. 9d. Patent fuel, 9s. to 10s.
A very demand has set in for patent fuel, both at Swansea
nnd Cnrd1ff. Last week Swansea despatched 11,900 tons, and
during this week shipments have been large, one cargo of 2000
tons going to Marseilles. Cardiff prices 10s. to 10s. 9d.
On 'Change, Cardiff, this week it was considered that the ending
of tbo engineers' strike would have a good effect on tbo coke
trade, for which thoro bas been throughout n brisk demand.
l>riccs are fully expected to go up. Last Cardiff quotations ar e:
fltrnaco, 15s. to 17s.; foundry 17s. to 20s. S_pecinl foundry,
23s. 6d. to 24s. Pitwood has been arriving in Cardiff freely of
late, with the result that prices have not advanced, good wood being
at 15s. per ton ex ship. Iron

Cardiff, is ruling
oas1or: Rub10, 14s. 3d. to 14s. 9d.; Tafna, 13s. i.SG. to 13s. 6d.
Tbo longest trnin of Rbymney Rail war. trucks yet seen Cl\me in
last week to Cyfartbfa with ore from Btlbno. But Cyfnrtbfn was
not exceptional. Blaeno.von, Ebbw Vale, and Dowlais have been
of lato in receipt of numerous consignments: Blaennvon, 1S50
tons; Ebbw Vale, 3800 tons. Supplies nr e also being received from
Duddnr, Snntander, &c.
Last week I noted the arrival of a cargo of pig iron to Newport,
Mon., from Bilbao. This week a cargo was received at Briton
Ferry. Consignments of pig from Dnrlington and Middlesbrough
nro on the increase. The total import of pig iron at Swansea last
week from the North was 2'2'28 tons ; iron ore, 2350 tons ; scrap
steel, 1777 tons; business. Exports of rails to the
Colonies last week wore hm1tcd to 1030 tons from Newport, Mon. ,
to the Cape, in an appropriately named steamer, the Africander.
Newport also despatched n cargo of rails to Somersetsbiro,
Cyfarthfa a fi ne section to Maidenhead and Plymouth. The
Dowlais Mills have boon busy on light and hon.vy rails, nod the
output of fish-plates, merchant bars, and tin bars has been con-
siderable.
Nothing further has been stated the rumoured formn-
tion of a company to acquire New Dowlms and the colliery at
Abcrcynon. I t is not regarded as improbable, but as Mr. Edwnrd P.
Martin, the general manager, is still in America, his return must
be awaited. The Welsh iron works are generally in a sound brisk
condition, and increased demand in finished iron and steel may bo
anticipated now that ono of the most injudicious strikes on record
has been brought ton close. Welsh colliers, whose recollections of
long strikes and sufferi ng, followed by t he acceptance of old con-
ditions, is a Jengt.hy ono, smile grimly as they discuss the ending.
lt tallies with tlieir own experience so closely.
The hope is now earnestly expressed for no mlmlt rordialt; bye
goncs to be byegones, and every one work with a wiJI to undo the
mischief done.
The history of ti n-plato manufacture, from 1829 to the present,
has been marked hy a succession of inventions. I n 1829 oast iron
annealing pots were brought into use ; in 1S4.9 black pickling by
vitriol, instead of scaling; in 1866, patent rolling of tin-plates ; in
1874, pickling machines instead of hand labour ; in 1S75, tbo
introduction of Siemens' soft steel instead of charcoal iron ; in
1880, the adaptation of Bessomer steel- I may bore s tate that Sir
llenry Bessemer claims priority; in 1883, the introduction of basic
steel and now another crucial change is coming into opera-
tion. At the Old Castle Works, Llanelly, I boar, the conti nuance
of a section of tin-bo\1!0 men is threatened, by the introduction of
pntonts which nre intended to do away with the washmen, and
will displace n largo amount of labour. This, too, will affect
the "riSers," who work up to be wasbmen ; but with t he
disuse of t be latter, their future is a dark one. Unq.tes-
tionably labour troubles prompt the inventive faculties. Mecbanicnl
constructions are docile, and " don't strike. "
I found at Llanelly that generally the futuro of tin-house men is
a bad one. At the South Wales tin-house of Messrs. Morewood
operations are almost entirely confined to black plate and tbo new
gnlvnnising department. 'l'ho result bn.s been the discharge of a
number of men and the retention of others at half-time.
At the Llnnelly Chamber of Commerce t his week Mr. Gwilym
Evan11, tbo president, reported satisfactory results from the Birming-
ham meeting, at the interview with the Government Commissioner,
in the movement for oponing out fresh markets. The re-star t of
tbo Morla has given general satisfaction, and has a hopeful
1\Ugury.
Jn connection with tin-plate, I am glad to be enabled to place on
r ecord the extraordinary shi pment from wnnsca last week of
10i, 27 boxes, nod as only 48 717 boxes came from works, this has
brought stocks down to 101,874 boxes. The consignments were to
no than ports in Europe, Asia, and America. As rema.rkod
on 'Change, tb1s expor t to varied destinations should tend to give
tone to the mar ket.
On 'Change, Swansen, this week, it wns repor ted that a further
alight advance had taken place in pig iron, and that with every
prospect of t he engineering trouble ended, a higher value might be
looked for in iron, wbicb had been retarded solely owing to t he
strike.
Lnte.'t quotations arc n.' follows :- Giaqgow pig iron warrants,
4 5s. lOd.; No. 3, 40s. lld.; hematito, 48s.

THE
ENGINEER
Welsh bars, 5 7s. 6d. upwards; shoot iron and 6 7s. 6d.
to 6 10s.; steel rails, 4 10s. to 4 12s. 6d.; hgbt, 5 to
5 12s. 6d. Bessemor steel, tin-pinto bars, 4 1s. 6d.
same. Tin-pintos, Bossemer steel coke, 9s. 9d. to 10s.;
10s. to 10s. 6d.; tomes, per double box, 28 by 20 C, 1ts.
6d. to 21s.; best cbnrooal, 10s. 6d. to 12s. 6d. Block tm,
63 to 63 13s. 9d. . s
A good demand for tin exists, particularly m the wnnsea
Valley. At several of tbo m1lls last week stoppages
on account of a deficiency of bars to band. l nnb1hty to obtam
bars was t he cause of three of t he five mills of tbc Foxhole works
being at a standstill during the first two days of the week. A
great improvement has been b_rought about at those works by the
erection of a largo shears, _wh1cb them at ono fall of the
huge knife to cut sheets OOm. to 100in. ID
Tbe output of stool in the valley was not up to the
n couple of furnncos l?oing Prospects !'t Bnton Ferry
hopeful eighteen m1lls nro m full operation. Landore 'l'in-plato
Works, i r egret to state, arc still idle. F'oundrics of Lnndoro nnd
l\iorriston are brisk.
Energetic work being done on _the 91nmorgan traffic by
brake service at Por thkorry V1aduct, wb1ch Ill to be effectually
repaired nnd strengthened.
A large sewerage scheme is projected for tbo. and the
Aber Valley which with a great and almost coalfield, pro
mises to be 'a new ' Rhondda. At the Caerphilly Urban DistJ:ict
Council on Tuesday, Mr. Harpur submitted n scheme for sewonng
the valley and converting Gwaen-y-Barra into a farm.
The scheme having been adopted, the Clerk WfiS mstructcd to
apply to the Public Works Loan _the loan ?f
Tbn sewerage of Llanisbon, an outlyiDg d1stnct of Card1ff, has JUSt
been completed. The time occupied was twelve months. Messrs.
Batcbelor and Snowdon were the engineers nod contractors, and
Mr. Frnser, A. M.I .C.E., Llandaff, engineer.
NOTES FROM GERMANY.
(Pronl our QlC'n Oorrupondmt.)
I N Rbeinlnnd-WestJ;>halin, nnd in Silesia.n regular _is
done in pig iron, and m bars and structural 1ron ns well ns ID ra1ls
orders are repor ted to come in rather more freely than before the
holidays. Pintos, but more especially sheets, remain
and of wire much the same can be told. At tbo monthly mcetmg
of t be Blast l' ur nnce Syndicate a restriction _of 25 cent. in out-
put was agreed upon in order to prevent an mcrense ID stocks. It
was stated, at the same meeting, that an to
more freely bad been noticed lately. Current _list qnotat10ns ID
Rheinland-Westphalin are :- German foundry pJg No. 1, 66 to
67; No. 3, M. 59 to 60; white forge p1g, M. 58 to 59; bns1c, M. 59
to 61 German Bessemer ; M. 60 to 63 ; spiegeleiseo, M. 65 to
67 50'; bars, M. 132 to 135 ; bes t sorts, M. 153 ; girders, M. 121 to
128 sheets M. 145 to 165 ; the snmo in basic, M. 135 to 160 ;
M. 175 to 185; the snmo in basic, M. to 160;
Siemens Martin pinto!', M. 142 to 158 ; Bessemor ra1ls, M. 116 ;
light section rails, M. 110 to 115; all per ton free
Shipments of coal and coke from tbo Ruhr diStrict wore for
December of last yel\r 3,700,SOO t. , against 3,260, 430 t. for tbo
same month in 1S96 ; in the Saar district shipments amounted to
676,210 t., against 629
1
S60 t . ; in Silesia 1,414,74.0 t., agninst
1,319,970 t.; and for t he three districts together 5, 691,S40 t. ,
against 5,110,260 t. in tbe year befor e. Deliveries of coal the
Ruhr district in December , 1897, were the highest hitherto attamod,
tho 6guros for July, 3,635,800 t. , which bad boon tbo
highest t1U then by 64,630 t. 'fotal output of coal in 189i Wt\8 for
the Ruhr district 40,657,740 t. , against 37,906, 30 t.; for the S.."\iir
district6,367,580t. , agninst5,949,Sl0 t. ; nod for Silesia 14,600,510 t.,
against 14, 043,160 t.; in the three districts together last year's
output amounted to 61
1
634,830 t., against 5i,899,800 t., or 66
per cent. more than in 11S96.
Among the foreign orders which the German iron industry has
boon fortunate in obtaining, the following were tbe most im-
port..'\Ilt for the year now past. An order for fi eb-plates for the
Dutch Railways, that was granted to tbo steel works Hnosch-
Oortmund at 6653 ft. p.t. ; 800 wagons oast tubes for Roumania,
given to the Donnermarks Blitte in Silesia, at tbe basis price of
M. 9 p.t. I n September the supply of pintos for tbe Belgian t.'\te
Railways was granted to the Boerdcr Biittenverein, at 166. to
1S150f. p. t . I n October tbe Bochumor Cast Stool Company got a
lnrgeorder for locomotive tires for t he l talian Moditerranea nRailway,
and t he supply of all the iron bridges for the proposed railway line,
WoosnngSbangbai bn.s, likewise, boon granted to German con-
struction shops. Tbo Americans, on tbo other band, have tried
bard to find a market for their surplus pig iron in Germany ; tboy
offered to blow pig iron after the analysis dictated by their
customers, and asked the German- to fix tbo prices, promts
ing to make satisfactory arrangements as regarded freights.
Alabama foundry pig was offered at M. 64SO p.t., duty free, to
a foundry near Hanover ; Inter on M. 1 p.t. less was asked. Other
oft'ors were, Alabama basic, M. 51 p.t. , free Ruhrort; American
charcoal pig iron, M. 63i5 p.t., free Duisburg Ruhrort.
The scarcity of assistant workmen, which has not been so keenly
felt for more t bnn twenty years, and which is increasing, in spito
of tbo comparatively high wages that nro offered, may in some
measure be accounted for bv the fact that Krupp has within the
last three years increased bl.s working staff, by 2000 men, tbo Dort-
munder Union by 500 men, and tho Hoorder Union by 600 men.
At several other large ironworks, such as the Konigs and Laura-
Hiitte, Phrenix, Guto Hoffnungs Biitto the number of workmen
bn.s likewise i ncronsod.
An innovation of some imJ.?Ortance bn.s boon introduced during
the past year, viz.J the grantmg of an export bounty. 'fhrco such
have been granteu last year, each on an order for 30,000 t. billets,
a bounty of M. 10 p.t. having been allowed per ton.
Austro-Huogruinn iron masters have still very little work on
band, t he dulness in tbovnrious departments having increased rather
than otherwise. Towards the end of present month a rovivnl in
the building line is expected to take place. Hitherto n very poor
trade only has been done in merchant bars and in structural iron ;
plates are in a worse condition than before. '!'he South Railway
Company on t he purchase of 100 passenger and 350
freight cars. Official quotations have not changed lately. Import
in American pig iron to Aus tro-Hungary has remarkably increased
during tbe past year, about 250,000 q. having been imported.
Also in English and in German pig iron a rise in import cnn he
noticed.
On tbo Austro-Hungarinn coal market the demand for engine
classes of fuel is exceedingly active, and as offers are decreasing, a
scnrcity in supplies is very keenly felt. Especially Uprer Silosinn
coal is but with difficulty obtainable, and has been raised 0 60 to
1 00 Pf. for bouso coal and O 70 to 1 40 Pf. for engine coal.
Just recently t bo Belgian iron business hn.s been showing a ten-
dency to quiet down. A good number of the Belgian blast.furnnco
works have united in order to be able to offer steady resistance to
tho demands of tbo Coke Convention. Besides tho proposed blow-
ing out of blast furnaces, the of several coke ovens
been resolved upon, and the coal re<)mred is to be imported from
England. Considerable dis.'ll\tisfaction is by one condition
in the agreement botwoon the German and tbo Belgian Coko Con
vention, according to wbioh the Belgian Coke Convention is bound
to grant reductions in price to the pig iron producers of East
France.
Employment in t bo various branches of the French iron industry
has been pretty regular, a nd prices aro fairly well maintained for
the present; it is, however, somewhat doubtful whether t his will
contmue, for j ust recently the news has boon spread of a. proposed
reduction in t he prices for bars.
Since the establishment of t he high protective duty, tbe South
Russian iron production has, from JS94 to 1896, risen from 1 8 on
39 milJion pud.
JAN. 21, 1898
At n conference bold in Cbnrkow by ropresentat!':cs of tbo
mining and iron industry, it was roso!vod. to bn ng a pet1t1on.
tbo Government asking them to mamtniD the duty on forCigJI p1g
, .
iron imported into Russm. . ,
According to tbo Monitew du l nltrtl& the s
production in pig iron is estimated to amount, for to
10,000,000 t. for America, S,650,000 t. for 6,250,000 t.
Germany, 2 300,000 t. France, 1,2.10,000 t. t.
Hussin, 1,000,000 t. Belgium, 450,000 t. Sweden, t. Spam,
100,000 t. Canada, and 250,000 t. for other countnes; together,
31200,000 t. . tb t
v uring the year now past the hopes nnd oxpectat10ns t\
entertained in tbo bogiDning of the year ho.ve only been pnrt1ally
realised. 'fbo German iron and steel trade has on _tbo
whole, satisfactory. .Both and oxP:Ort show. a nso
previous years, tbo mcrcase m 1mport bemg 11trong 1.n
!<Crap iron, bars, pintos. Ruling prices in Rbein}.:IDdW<l.'>tpbnha
during the j><'\St year wore as under:-
1897. ) 8!16. ) ll5.
l\lnrk>!. Mnrk11. Mnrk11.
F d
1.. No 1 6ti to u7 .. 61.1 to ti7 .. 68 to Uti
oun y .. 182 to 185 .. 128 to 181 .. 10\i to llO
Bars .. .. .. .. 00 t 100
G
,.... 121 to 1:.!8 1 H to 116 .. ;o
' buucts rs " " " 18b to 100 :: HO to 16:.! .. 128 to J.l!)
::; cc .. .. .. .. os t 110
Steel rolls .. .. .. llti to 1:!0 .. 116 to 118 .. 1 o
1t may be added that prices are inland quotations.
The Austro-Hungo.nan 1ron has been but moderatel y em-
ployed during t he past yea;. JrOn was,_ on wbole, st rongly
mquired for and very fi rm ID pn ce, ,Production
than consumption. Jn structural 1ron, as well as 10 a fmr
business has also been transacted, and the prices ren.hsocl for
those articles were rather better t han those offered m other
countries . The business in merchant iron, on the other hand,
was, it must be owned, decidedly dull, a hnrvos.t and
political troubles being tbe chief Cl\lU!CS. Quotations for mlond
requirements have been in Austria- Hungary:-
1897. I SM.
45 to 47
42 to 44 ..
Florins,
46 to 47
42 to 44
Styrian pig lrou-
1-'rce at worlus . .
111c 8l\DJC Ostrnucr
Styriau bnnJ-
Jo"rce Vicnnll .. .. 112 to 122 .. 11 6 to 120
.. 105
1blla.
to <li
to <11
Dobcmil\ll bars-
Free \'lcuun .. .. 110 to 116 .. 110
Tlungnri110 bm"-
to 112'&0 .. 10'.!'&0 to lOi iJO
to 11:!' 50 .. 10'.?&0 to 1o;:;o
lo'rco \'icnua .. .. 110 to 116 .. 110
Girders-
Free \'lcunl\ .. .. 111 to 12.> .. l11 ':i0 to 1:!5 .. 10\i to 110
A large amount of business has been trnll8nCted on the Belgian
iron market last year, but the profit has been, on the whole,
paratively small, as extremely low rates hnd to be accepted m
many instances. Ruling quotations wore:-
Luxcmburg-
Foundry J)lg, No. 8 00 to 61'60 ..
Dnrs-
to 66 .. 4 I to 16
.. 134 to 186 .. ll:llo liS No. 2, for oxport .. 131'20 to 182
Girdcrs-
f'or ox port .. .. .. 121' 20 to 133 .. 182 to 184 .. 10i to 110
The French ir on ind\!Stry has remained in a. firm position through-
out tbe year 1897, and both iron and stool masters may, on tbo
whole, be fairly content with tbo prices t.boy have obtained.
Mcrchl\llt bnr8- Frnncs, frco Pflrill.
No. 1 .. .. .. .. 11}0 to 166 .. Jij,'j to liO .. .. l3f> to HO
Girders .. .. .. 170 to 1 i f> .. .. 1 iO to li6 .. .. H5 to HiO
In 1896 imports in iron and steel, as well as in coal and various
met.'\ls to Uussia, nro stated to bavo boon in 1000 pud, as
- Foundry J?ig, 7514 ; bars, S246; iron rails, 168 ; iron up
to No. 25, ti632; the same over No. 25, 1411; steel ban<,
steel rails, 540; steel plates up to No. 25, 4i3; the same oi'Cr
No. 25, 34; coppor, ahtminium, 904 ; load, 1 i; zinc, 416 ;
ings, iron, and steel boilers, &c., 491 ; iron and steel manufactured
goods, 758; tin wt\ro
1
138; iron and steel ware, 135; wire
108; guns, 6 ; nnd sickles, 306; tools 365; coal,
120,82.5; railway carriages, 12.5 ; iron vos.'!els, 70; and
nppar ntuses, 7191; amongst them, dynamo-electric 103;
steam engines and motors of different descriptions, 436; petroleum
and gas motors, 33; traction 5; machines for the wc:w-
ing industry, 764; ditto for the manufacture of wood and stone,
3i0; lithographic machines, 39; sewing and knitting machine:<,
188; apparntus for extinguishing fires, 4 ; other macbinol! not
dcsigntltod, 2009; locomotives, 759; ploughs, 1 6;
harrows, 7 ; corn mowing machines, 162 ; thrashing 133;
fanning machines, 19; other sorts of agricultural machines, 313;
traction engines with complete thrashing machines, 125.
THE NEWPORT HARBOUR COMMISSIONERS'
WEEKLY TRADE REPORT.
STEAM coal is still in good demand. All shippers arc full y
employed ; stems long and prices House coal
same as last woek. No change m tm-plates. Steel .and 1ron
works are well employed.
Coal : Best stoamJ 10s. 3d. t? 10s. 6s. i . second_s, 9s. 9d. ; house
conl, best, lls. ; dock screerungs, 6s. 00. ; colliery small, 6s. to
6s. 3d.; smiths' coal, 6s. 6d. Patent fuol10s. Pig iron: Scotch
warrants, 45s. lld.; Hematite warrants, 48s. 10d., f.o.b. Cumber-
land; 1\liddlesbroltgh No. 3, 40s. 10d. , prompt; hliddlesbrough
homatite, 49s. 9d. Iron ore: Rubio, 14s. 3d. to 14s. 6d. ; Tafnn,
13s. 3d. to 13s. 6d. Swel: Rails, heavy sections, 4 7s. 6d. to
4 10s. ; light ditto, 5 7s. 6d. to 5 10s. f.o.b.; Bessemor stool
tin-plate bars, 41s. 6d.; Siemens stool tin-plate bars, 4. 2s. 6d.,
nil del ivered in the district, cash. Ti n-pintos: Bessemor steel,
cokot 9s. 9d.; Siemens, coke fi nish, 10s. Pitwood, 15s. 6d. to l6N.
Lonuon Exchange telegram: Copper, 49 Ss.; Straits tin, !:63.
Freights: Firm,
AMERI CAN NOTES.
(FI'om ow otrn Oorl'upondtnl.)
NEW YonK, January 12th, 189!:1.
'l'HE sudden demand for bonds-municipal, railroad, nnd othot
bonds, has given the market a rise. lf t his should prove to he
a gemtine movement, thoro \vill be a mar ked improve-
ment in tbo industr1nl situation. All railroads show increased
earnings. General business continues to improve. Banking in-
terests nre bringing a strong pressure on the administration to take
stops to revise the currency system o.t once. Tbe politicians arc
afraid. Tbe mills and factories arc gathering in work for spring
nnd summer delivery. The iron trade is active, bnt prices nro
showing weakness just when strength was expected. Tbo biggellt
orders for months have been placed within a few days, ono being
an order for 100,000 tons of steel rail.s by one railway company, tho
Ponnsylvnnin. The bridge builders and builders of lnf$'e buildings
arc purchasing liberally, their orders last week footmg up Ol'er
2.'>,000 tons plates nnd sho.pes. Pig iron buyers outside of Bc, scmer
did very little last week beyond fencing over prices. Alnhnma
pig iron makers are trying this week to carry the war into Afric.'\
hy offering qunntities in Pennsylvnnia, and Ohioi and l llinoi11
markets. .lt'imshocl mnterial is doing remarkably we I outside of
bars. Rods, pipe skilp, mercho.nt steel, ha ,.e all been asked
for, and quotations have been made at a very low point in all cases.
ThorC? a re _Probabilities of a heavy demand now, because prices arc
corta1nly m favour of buyers. Coke production is gaining, and
coal mining is active everywhere. Nothing but a liberal
of capital into securities will give t he American iron trade lhc
momentum it needs. The attitude of the Government on the
currency is the only element of uncer tainty, and the t rimmers
would like to defer action until after the next Congre-'ISional
election. Tbo silver leaders had l\ war dance a t Washington
last weak, and arc fi lling up t heir paint pots for a lively campaign

JAN. 21, 1898
ACETYLENE EXPLOSION.
TaE works of the United States Liquefied Acoty-
lono Distributing Compnny, on Montgomory-
street, Jor*ly City, wore wrecked on Doe. 24th
by a series of nod d estroyed by the
firo which followed. Two men were killed nnd a
number of persons woro injured, and thoro wore
many narrow escapes.
Tho United States Liquefied Acetylene Distri-
buting Company is a comparatively new concern,
which has been formed to supply liquefied acety-
lene gas to a number of companies in various parts
of the country which are endeavouring to intro-
duce the gas for lighting purposes. These com-
pnnies are orgnoiscd to work under the Willson
calcium carbide pntents and other patents which
woro taken out by Dr. Julius J. Suckort for tho
liquefying of the gns. At least one accident has
happened before owing to the dangerous nature
of the liquefied gas.
Io the factory tho calcium carbide "'M taken
to the generator house, where io proper recop-
l.'\Cles it was by the introduction of
wo.tor. Through p1pes it was then transmitted
to the main buildmg, where compound com-
pressors, like those used for compressing nir,
reduced its volume until it was under a high
pressure. While this operation was on the
gas was cooled by refrigerated bnne p.'I.SSiog
about the pipes which held it. Wbatovcr water
it held in suspelll!ion was extracted by passing it
through suitable coils of pipe, nod then it was
led to the part of the room where it was to be
turned into liquid nnd senled up in the steel
tubes. I n this last process the steel tubes were
immersed in a refr1gerated bnth, kept so cold
that when the gns entered the tubes the low
temperature nod pressure upon the gas combined
turned it into a hquid form.
This was the work that was going on at the
timo-9.30 a.m.-<>f the accident. I t was the
custom before filling a tube which bad come b.'\Ck
1
presumably empty, to first let into it a small
charge of gns nod then to open a vnlve nod let
this gns escape into the room. This was to mnke
sure that oo air should be in the tube when it was
finnlly cba.rged. Thi:! operation wns called
"blowing off," and no no smoking, no
fire of any kind was about the build-
ing except in the bo1lcr-room, and that was as
sopnmto as if it were in 1\llOther building.
The ea use of the accident has not been accumtely
dotormined ; it is known that while one of the
workmen was blowing off a tube there was n puff
nod n sheet of flnme spread through tho room.
A moment later came the first explosion. It was
not nearly as heavy as a number which came
later, but it blew n 20ft. square h ole in the side
of the compressor-room next to the railroad
trestle. There was no sign of fire when outsiders
rc.'\Ched the works after the first explosion, and
it was ten or twelve minutes before the next one
cnme. Then there began a series of explosiolll!,
small compared with the first. Perhaps there
wore a dozen of these, and then thoro wns a
tremendous one, which tore the whole factory to
pieces and filled the air for blocks around with
missiles. Many of these mjssiles were the stool
tubes in which the gas was stored. There were
about seventy-five of those already filled in the
works. Each one is about the size of a 6in. shell,
and of much the same shape, being 3ft. or more
long and weighing about 60 lb. One of these was
shot across t he street, where it tore a hole through
the false front of the chain works, and landed far
in the rear of that building. The doors nod
windows of this building were blown in, gre.1.t
strips of clnpboordin.g were torn out of the front,
nod the office was wrecked, No one was at work
there.
Right next door to the west of the works Mr.
By roe recently erected a row of four-storey frame
tenement houses. These buildings hn.ve been
occupied for about two months. There were
twenty-four families in them. When the big
explosion came these houses rocked back nod
forth, plaster feU in great pieces from tho wnlls
n.nd ceilings, nnd a moment later, when the nir
rushed back, the whole side of the building was
tom loose from the floor beams and bulged out
for more than a foot. On Fremont-street, just
beyond the railroad trestle, were seven houses.
These held thirty families. Windows, wnlls, and
wainscoting were torn away in these houses as
well. In a moment nU was confusion in the
neighbourhood. Women ran from the houses
leaving: the oobos. nnd the aged behind, nli
scream1ng and cry10g out for help. They were
no sooner on the street than they encountered
!lew From the "'reckage fire wns s pring-
Ing h1gh, and everf few moments there were
explosions, wh1ch sent great pieces of burn-
Ing wood and tom metal work flying about.
Police and fi remen came and did what they could.
The police forced tho remaining people out of
their houses, while the firemen attacked the
flames. With the liNt water that the firemen
turned on they discovered that they were help-
loss against such a fire, The water found stores
of calcium carbide in the ruins, decompo;ted it,
IJCt tiro to the a.cetylcne gns, and added to the
fierceness of the fire. Acetylene bmns with a
flame many times hotter than that of ordinary
gas.
The rnilrood trestle was soon on fire, nod tho
firemen devoted to saving this and
the adjoini ng row of houses. Over nt tho
eloctric lighting plant a big door had boon blown
in, breaking a steam pii_>O, and the works were
shut down for a short time until this could be
re1>aired. ixty telephone wires ran past the
wrecked buildings on J!Oles. These wore de-
stroyed and the trolley Wires were carried nway.
It was two hours before the cars could be run
again, says the Now York Sun.
At o'clock thoro was a nother violent
explosion, doing considerable damage. The loss
to t.he acetylene works alone was 20,000 dots.
The explOE!iOill! of liquefied a.cetyleoe gns have
been 80 numerous and aerioWI that i ts manufac-
ture should be prohibited until it can be made,
stored, shipped, and consumed with greater
f.ety. than seemingly poeeible to-dny.-
Ammcan.
THE ENGINEER
THE PATENT JOURNAL.
Condmml Jrom " TM lllultratcd O,Oicial Journal of
Paunu."
AppUoatlon tor Lettel"'l Patent.
Wbon lnvonttoos bavo boon "communicated" jhe
oamo and address of tho communicating pru-ty are
prlnt.od In itnllcs.
6th Je&lll'e&r,'l, 1898.
405. JsniOATORS, A. A. Wntkins oud J. do L. Wotson,
London.
406. ARX Pa0'1'&CTOR for USE after VACCINATION, G. L.
Kemp, London.
40i. TicK&T for Usx ln Puou c YEUI CLJIS, J. Purdy,
London.
4()8, CARBOSACIOU8l\1ATBRIALS
1
C. 0 . Abcl.-{8. Tlltin,
Gti'IIVIIly.)
400. BUTTON J. A. nnd A. L. Thierry,
London.
410. liEATING API'ARATUS, J. A8hford
1
J.ondou.
411. KSTTLl.:S, W. H. WithiUD, London.
412. SvruoN
1
f APS for WATER BOTI'LEII, S. DroOOhurst,
London.
418. LAliP EXTI NGUISUERS, A. Welgle nnd S. l\loritz,
N ewcnstle-on-Tyne.
4H. CHAINLKSS GEAR for BIC\"CLY-8, F. Knoeferl,
London.
415. TR.U:8)1l8SION of PUOTOORAP111!
1
L. Cnncsi,
London.
416. STIRRUPS, E. Cbri.Jsty, Londou.
417. WRISOt!>'o M ACIIINES, Entwielo nnd Kenyon, Ltd.,
ond R. W. Kenyon, Mnnchcstor.
418. RoLLER R. W. Wolcb nnd 1. L.
London.
419. SECURINO PNEUMATIC TIRES to WII&ELS, G. F. Dew,
London.
4:?0. STKAK ESOINES, T. W. Scott, London.
421. GAUOES for STIU.X GEJoo'ERATOR8
1
P. Dufrny,
London.
422. DEVICE for SUPPORTING PLA!\'1'1!
1
A. N, Loe,
London.
428. CLOTIU'.S Pv.os, A. N. Loo, l .ondon.
424. RAI LWAV SIONALI,ING, J. Connor, London.
425. DRAKE M&CIIANIS!>I, A. Lindloy nnd H. Oll,er,
London.
426. l:HLATORS for PNWMATIC TI RES, Jl. Oliver,
London.
42i. EXCAVATORS, C. Junge.-{h'. Bod: aMl L. N. Jack
Si mu.)
428. LtouTuous& APPARATUS, J . A. Purves, Edin
burgh.
4211. PAINTv.as' BRU&n8, G. Lnmottc, London.
430. MusiCAl. W. Slight, London.
431. Cor Tuo:s, J. D., G., and J. B. Swnlles, Mnn

432. SADDLE l)OSTS for Vt LOOIP&D8
1
F. A. Relmor,
London.
4SS. CoNSTRUCTION of MACHIJ'IB SuoPS, P. W. Gotcs,
London.
REAPING MACili:SilS, R. C. Dlakcy, London.
485. BATTERIES, S. W. M:wtuay, London.
436. GRARINO, J . Krunphues, London.
4Si. PROCKSS for CuRr:so TOBACco, S. E. Haskin,
London.
4SS. PNl:UKATIC TIRES for Wul!Et.S, W. T. Wllson,
London.
43!1. SORTING JIAt.LS, C. R. Knpplcr nud F. Schunk,
London.
4-10. HANDLE BARS for C\'CLES, A. A. C. Swlnton,
London.
441. P110'1'00RAPU H. H. Moon,
London.
4-12. ANIMATED PIIOTOORAPD liACIJI:Silll, W. J, B. Jones,
London.
4-13. BRUSOIIS, M. Grccnwcll, London.
444. PnENYt.AMIOONAPnTOLSULPJJO ACIDS, 8. PiTT.-(L.
CMtlla anti C'o.,
445. PnLOnOOI..UCINE, S. Pitt.-{L. C<lllfla lltt C'o.,
Gtlmany.)
446. Rtci'!M'ACLES, H. G. Noakcs :md P. A. Crnmer,
London.
447. NITROCIILLULOSll l\LurorJ.CTUR, S. J . Nicbol.son,
London.
448. SPRINGS for Doons, W. Bargrovc, Cbicngo, U.S.A.
ith Janltary, 1598.
H!l. Tool.. liOI..DER for MACIIINES
1
11. Stnnbridgc,
London.
450. PIPE CI..EAN&n, J. Knufmonu, London.
451. ENGINES, J. D. Scammcll and E. A. Muskctt,
L?ndou.
452. P AIICEL HOLDERS for BIC\"CLE:S
1
A. Breeze,
London.
GENtlRATING ACJn'\'LE!<'E GAB, W. B. Hillier,
Son tb!IDl pton.
454. for PnOTOS, T. Goorgo nnd F. Rnupocb,
London.
455. MooouAnD, 0. H. StovoDI!on nnd A. Dell, Nortb-
ompton.
456. SnliiTS nnd Cun-s, A. A. Loo ond W. H. Smith,
Nottingbrun.
45i. AClCTVLEN GAs, E. Dornnrd, Cbrilltcburch,
Hants.
458. SADDLES, T., B. T. nud J . Arrowemitb, Stoke-on-
Trent.
45!1. GAS, J . F". McConnick, Dublin.
460. UwBRKLt..AS, J. Sim, N.D.
461. Fosg, P. J. Jnckson, Nortbumbcrlnnd.
462. BLl!;CTRIO MAINS, G H. Nlsbctt, Liverpool.
468. CoiNl' llllED MECllANISll, J. H. Dlrcb nnd J .
Hugb08, Dlrmlngbn.m.
46-l. 1\JOTORDRIVEN VELOCIPEDES, J . 0. A. Kitchen,
Mnnebcstor.
4tN. E:tnN810W TABLil
1
A. Cousen nnd J. W. CarT,
Sheffield.
466. INDI ARUBBI!R WuiP SociUIT, W. Hrun)l60n, Wnl-
sall.
461. DLACKINO Doxt.:s, G. R. M(U'Q
1
()akwortb, ncnr
Keigbley.
40$. M<m>ss, P. Hosting and H. W. Appleby,
Bradford.
469. MACIIINio:RV for DRAWINO WIRE, W, JI. Child,
W. W. Luty, ond E. Blnmlros, HnUfnx.
4i0. WuKLS for M<m>n CAIU!, &c., W. H. Dunkloy,
Bl.nningbn.m.
4TI. HooDS for MOTOR CAJU!, &c., w. n. Dunkley,
Binniogbnm.
472. of CALCIOW CARBIDE, F. H. Hol'i
lnnd and J . Fnrmor, Glasgow.
4iS. Wui!IILS nnd TIRES for CVf'LES, U. S. Stownrt,
London.
4i4. HEAT llEOULATOR, E. HutcblnJIOn, Ouiesley,
York!J.
475. MKASURINO lloos for SURVEVINO, ]1. Lelthoff,
Glasgow.
476. IONITING 0AB FLAI<IES, E. H. C. Oohlmann, :Mnn-
cbestcr.
4ii. FuBPLUCKINO MACHINE, R. Sollgmnn, Glnegow.
47 MA. "fUI'ACTUR& of Muo-<JUARD8
1
E. 1-'. Cl..vke,
London.
4i9. TOitCLIP!I for DICVCLES
1
H. Zlmmcnnnwt, Berlin.
480. STilL WIRE for PtANOJ"ORTES, A. Squire, Twlckon
bnm, MlddlciiCx.
4$1. GATVALV&S, J. Tolburst, Ontario, Cnnadn.
482. DISPI.AVINO ARTICLES ln Wl NOOW8
1
J. 111. Trnvers,
London.
483. COINt'aEEO 0&LI V&AY APPARATUS, W. T. James,
London.
484. TRKATMI!ST of OaES, A. PbUip, Bristol.
485. UTENSILS for DOl LINO PURPOSES, C. f', Englnnd,
London.
486. TABLII O.uu:, A. G. Roblnson, London.
4Si. CARDING J . Nasmlth.-{J. 11'. /l'tUiliWr,
Unitttl Statu. )
488. A.''TIFRICTION BKARINOS, J . R. Coryell , London.
459. LACINO of DOOTS and SuoES, E. ll. Woodman,
London.
400. LIGIIT for Drovous, E. Dnrnard Chrl.stchurcb,
Hants.

4lll. INKSTANDS, J . Dnvldi!Cn, London.
492. SECUIHNO CvCLEI!, JJ. 0. Cochmnc, D. E. Morvut,
and J. llarrington, London.
498. ANTI-VIBRATION WuuLS, W. G. Eddowos and
A. F". pcncer, London.
494. STARTINO ELECTRO)IIYI"'RS, A. Emricb, J.ondou.
495. RIMS, J. vnndcnl:lriJtk,Jun.,nndJ. K. van Arkel,
London.
496. PIM'ROUOK GLOw LIOIIT LAMP, l\1. Dcrostcin,
London.
497. PIP& CoNNBCTIOI>'s, J . Jonos tmd F. ll. Sprong,
London.
408. I't:-rnou uM INCAND&SKNT LAJIPS, A. Poollol,
London.
49il. CMIERAll, W. P. Thomson.-(U. wul 11. P.
Jl'al"( Unilld
500. PKCTACI.ES
1
W. P. Thompson.-(S. 0.
U1titrd Shrta.)
6()1. MACIIA.\'HSW for PPOPt:LLlNO Yt:UICLJIS, G. Tjomcld,
London.
502. AII'AaATOS for DRYING GRAIN, C. .Molllnson,
Liverpool.
(>()S TUBEEXPANDERS, C. T. Crowdcn, London.
504. JOINING RAILWAY RAILS, J. N. l\loakolyuo,
London.
(>()6. MAJ<INO J OINTS In METALLIC PIPES, H. Jo'olecbc,
London.
606. SA l'llTY LA1'8, J. D. Whitehead, London.
607. DR&ADMAKING MACUI NCnv, W. Wotson, London.
6()8, ROTARY EXPLOSION ENGINES, G. L. van Gink,
London.
(,()!), INDIGO PRL''TINO, A. J. Boult.-{lf'. Ou-
lliWt.l(,)
:HO. PNEUJII.ATIC nod li VDRAULJC ESOI!\'1.:8
1
L. Dove,
London.
11 11. WuEt:LS, JI. A. Lovous, Dromloy, Kent.
612. CIIIOKET DATS, W. lhtston, l:l . bllerro.s, and T. J.
llnilo, London.
613. 'l'Rii:ATINO SrlRIT, R. C. Scott, London.
514. CARRIAOE HoolhiOINTS, 'f. 1-'. immoDI!, London.
615. ScAYt'OLDtl, G. D. Hownrd.-{ 11'. S. Brodlty, l!nitttL

616. CABI!S for CLINICAL TIU:RloiOllETERS, J. Kent,
London.
517. GeAR for CYCLES, A. Wolgle and H. Moritz,
Edinburgh.
618. EL,.8TIC Wnt:ELS for llOAJ> VERICI ..1>
1
J. Lutinl,
London.
619. l'ISTON VALVES of STEAlol ENGINES, A. A. Rickoby,
London.
;;20. AUTOliATIC WATER RELIEF APP.UU.TUS
1
A. A.
Rlcknby, London.
621. ExPLOSION ENOINES, J. B. Furne:mx nnd E. But-
ler, J..ondon.
622. APPLIANCJIS for RocK BORING, L. W.
London.
623. APPLIANGES for 8CURINO GARMENTS, J ,

624. liiH' LECTJNO DEVICES for L.utPS, l\1. Snuvollo,
London.
62a. EL&CTatc StGNALLINO, . P. Tbom}lllon, London.
8th Jan11ar!l, 1898.
526. PRODUCI1SO u.xv GL068, F. Mommer, Germany.
G27. PLUO for TOBACCO PIP, J, J.a wrcnce, Leeds.
628. ACETYLENll GAS, A. WllllnmROn, Greenock.
5:.!9. CoLLARS, W. Jo". Corr- Hill, King's Lynn.
680. CoLLARS and Cun'!l, W. F. Cnrr-Hill, King's
Lyun.
631. DINING TABLEs, E. T. Eostwood,
near Monehester.
532. CoRKS for EI'Fl!RVESCINO DRINKS, H. Power,
London.
ass. ELECTRIC ARc LAMI'8, A. J. llllls, Guildford.
63-1. NIGIIT LATCILES, R. Ling, Wolvcrbampton.
5M. L.ut P CARRIER, J. W. 1'borogood, 1.'\lybridgo.
C.SG. TOE CLIPS, A. E. Lovl, Mnncbcster.
o8i. TIRilS, W. nnd A. Jnckson, Mnn
cb08tor.
638. Punnv1NO GoTTAPERCIIA, 1-". T. AddYJnao ond J.
A. Oordncr, London.
63!1. 0UPLEX PHOTO MOl' NT, M. PCIIJ'lmnnn, Glnsgow.
540. FCNCINO, F. Clarko, Liverpool.
641. SPA>''NER, J. R. G. d' A1melda, J ..ondon.
542. PNEUMATIC Wu111., A. Jl . London.
643. GAB DURNllR, it. Wood, Bolton.
64.t. DoBBJNS
1
H. Southwell nnd J. Grnndidgc, Roeh
dnle.
545. I'LITUP MO'l'IONS of LOOMI:I, W., H., R., nod J.
Holden, nnd J. T. &ger, llallfox.
646. ATTACllME!>'T of YELOCII'ED CRANKS, J. N. Ditch,
Coventry.
647. 'TKAlol GENERATORS, F. L. nud E.
Pbillipe, Coventry.
CARBIERS for DIC\'CLI!S, J, Wakcfiold,
Nottingham.
64!1. CYCLES, W. J . Butler, Dorby.
WO. DRESS GOABD8 for LADIES' CYcLEs, J. A . .Rocco,
jun., Drilltol.
651. HATBRUSITING ARTICLK, E. A. Kouyon, Lhcrpool.
662. GRAVITV WINDOW BLIND JlACK, W. H. lll'l\)'
1
Rodrutb.
668. ACETVLENE GAS LJUtPS, ll. lll orotou, Dinnlngbnm.
6M. CoNSTAilLE's INDIAROllllEII STAH
1
E. \Volkor,
South port.
566. SOLDERINO, &c., APPARATUS, A. Plntt, Hydo,
666. DRAINAOE TBAPS, A. A. Grist, London.
56i. FAN AcnoN, W. C. Lindsny, GIMgow.
668. \'E!>'TILATION of GAB LtUJP LA.,'TJ:Jt.-:s, w. n.
Herring, Glosgow.
tt&!l. NUTRITIOUS EXTRACT of YKAIIT
1
A. D. Watson,
London.
560. FoRKEND PLATE, C. Webb and Son,
Ltd., Dinnlngb!IDl.
601. C\'OL LAMPS, T. J . JoukbtR, I.oudon.
502. l'UALS for BICYCLES, J. W, lJrooks !llld . \'nJe,
Dinnlngbn.m.
668. DRIVING MECJJANrsw for \'ELOCIP&D8
1
J. and 11.
V. Wood, Dlnninghruu.
564. DnACES for WARISO APP,.RBL, J. F. Croddock,
Blnniugbn.m.
UtN. MANUI'ACTURB of Con1:ss, A. H. Hnnt, Soocombc.
600. COliBIN&D ICE CHEST nnd FILTER, W. McWUUnm,
GIMgow.
667. ENVEIA>PES, 0. Hydill, Oow11bury.
liGS. J.'ORK&XDS for F'R.UIES, T. Cadd, Dlr-
mlngltnm.
669. AUTOMATIC BaAK& for \'J:LOCIPEDES, V. L. lll.
Ronnrd, London.
670. SoLAR RADIATION FURNACES, A. Pbllip, Drlstol .
6il. MAKING ELECTRICAL CoNNl:CTIONS, W, Brlorley
and R. F06tor, Mnncbcstcr.
6i2. TRAPS nnd DRAIN J)IPES, W, J . bllw, i\fnncb08ler.
5i8. of l:!oLAR JlAOIATlON FURNAC&8
1
A.
PbUip, Drilltol.
574. CaANK nnd PEDAirEND D. McCullum,
Londonderry.
6i6. 1-'INISIIINO CALICOES filled with CHI NA, A.
MeEiroy, lllnncbcstor.
6i6. CYCLJl SuPPORT, D. ll. Irwbt, Col-
cbcstor.
6ii. A. J . DouH.-{S. 0]1(ttlttillt
cmtl eo., (/u>'ltfll!lf,)
6i . Trt& "CllRONOSCOPE," J.". W. Lovander, London.
:ii!l. DnAWINU the LIQUID from DAIIRBLS, G. SUm, !Jlr-
mlngbrun.
580. P ro for D,\RRELII, T. A. Griffitbs, London.
6 1. for WINOOWII
1
1'. Criswick, Brldgond.
5 2. STEAM 1'. W. Scott, London.
688. J,MIP8, W. P. 'J'bompeou.-( 11'. S. Dcwaon, hulia.)
584. UNOEROROUND CoNDUITS, E. S. Clnrk, l.ondon.
685. t;PIIO: for Boon, w. U., A., and 1'. Wbltebcr:td,
Moncbcster.
686. MOU!>'Tl NG of D\ NAI<IOni'.CI'IIIC MACilu-:t..'i, P. ll.
J nckson nud Co., Ltd., rmd J. 1:!. Lowls, Londou.
687. TI NS for PRESEIWLD l-'0001!
1
W. Kyrielcl8, Liver-
pool.
588. PRODUCTION of BTU\ Ll..'l(.t; 0Al!, B. J. Attorbury
and Tho Alcohol Syndicate, Ltd., London.
58!1. SABn F'ABn:mNOs, 0. P. DnYies, London.
600. DooTS, T. RiclmrdROn, l,ondon.
691. T.:LErnoNE TRANIIMITJ'&RA, A. Ornbrun
1
London.
592. M ..uoa-sox, &c., W. E. K. Shore, Looaon
11
6!13. DR\"11(0

IJlnckmon \'ontlilltlug Compauy,
Ltd., W. W. Wol"dd0
1
nnd W. Tottcr8{1U, J,oudou.
6111. COOLING nevxJIAOEII, P. Druncs, London.
u!l5. l\h!>'l:R8' J ..AMI', A. Woil, London.
6%. DR&ECu lA>ADINO l''tRE ARMS, C. Fnlncotto,
London.
59i, APPA8ATU8 for JI &ATL-:O, &c., li. llorgt'C8VC8,
London.
5!1 . DRAKE for Cvcu:s, II. S. Hexwortby
nnd E. Glrod, I .ondon.
69!\. STEAI<I G&NI!RATORS, !-". J. RioordcScMer ond E.
Ouittou, I.oudon.
600. WilT SriNNINO nnd 1hEINO Dm&C:T on SPJNNINO
JIIACUIN, S. M. Sllbcrstcin, A. llohmo, nnd J.
London.
601. ENHANCL'10 tho SOUND of PJ.AN0!1
1
W, 8. Imp. on,
London.
60'1. PRODUCTION of ACI!TVLL'IE GA1!
1
A. M, Chtrk.-
(/1. Htimtrolll (lltd (b., Gtm111,'1.)
603. for 'TOI'PERING DOTTL&II, ll. n. Lnko.
-{Bold/ awf I 'Ofld, Otl"llllllty.)
004. ORI\' ISO CBAR for C\' CL8, I ... E. Cowoy, London.
005. PRODUCTION of STAOK EPYECTS, lJ . Beau and M.
Dortrnnd-Talllot, I ..ondon.
00\1. PaOVIDINO TUBES with PROTECTIVE CoATIN08, 11.
li. Lnke.-{Tle Jlcu&tl on Compn11!/
Oto"lllany.)
007. HAIRPIN8, F. Dov1dsou, Moncbcstor.
608. NIOOTINI! OB1TLNO iuto tbo MoUTll,
H. Mnudsley ond T. H. mltb, Aecriugtou.
609. SPI RJT LB\' BLS, A. Cnll.'IS and W. H. Belcber,
London.
610. CllUUIEY, A. Cnllns :md W. R. Belcbcr, J,ondon.
611. 'f usES from SoLID IJILLBTS, J. G. J..orroin.-(/1. C.
United StuttA,)
612. EXPANSION of l\h,"''Al. l'UIIES, J, G. Lorroin.-{R. C
Stirfd, Utlitctl .Slt/u.)
10th Janttal'!/, 1898.
618. SoLAR R.:v&RB8ATORY FuRNACES, A. PhUJp,
Drli!tol.
614. APPABATOS for W A.SHING ClA>TU8, ,C. Drig{,'S,
Derby.
615. Morons, S. J. Wllllamson, Li.-erpool.
61tl. TIRE, 0. L. Komtor, Mllnchcstor.
617. ExTRACTION of 1RON from ORES, s. Cowpcr-Colcs,
London.
618. CLEA.'O:RS for FoaK and SPOONS, E. Crowl!llllw,
Bury.
619. NoN-coNDUCTINO S. Turner, l\lo.n-
cbcstor.
620. PIN, J . R. Tntc, Bolton.
621. CvcLE DBAKJ: Fl1'TIN08, C. T. D. Srulgslcr, Dir
miugbam.
622. ll&IRONC:SO STITUY for CLOOGBil8
1
J. Wood, Drod-
ford.
628. DRAKES, T. Crowtber, Bradford.
624. Tovs, A. Dol'l!t
1
London.
025. TRBATllENT of AURH'ERous On&a, E. J. Dnll,
Plymouth.
6211. GAS ENOINEI!, E. Floming nnd F. Smith, Kelgh
Icy.
627. MEASORL-:o DISTA.-:ca on l\1APS
1
J. 11. Grny,
London.
62 . PERAMBULATOR !loon F1TTIN08, ll. C. le Grice,
DinninghliDl.
62!1. DEVICES for liJARKINO CAJI8, A. C. Thomson,
Glasgow.
680. BoiLERs, J . Oilmour, Glasgow.
681. CvcLEB, 'f . Elrikson, Glnsgo,v.
682. ELY.CTRIC LAMPS uud SwtTcllES, W. l\1. Wnlters,
J..i VCI'))I)()l.
683. SPRINO MATTRB88ES
1
A. Lord ond G. Al!tin, Roeb
dole.
684. MAcRL-:ES for DRYING WooL, F. W. Polric, Rocb
dnlc.
685. TIRES, J. P. JIICkon, Liverpool.
686. MA.XINO F'IDRots 1'LASTEBu'10
1
H. P. Fl etcber,
London.
687. A.sTnAOALS for 0LA:tiNO, A. 1:!. Douglas, jun.,
G!n.gow.
688. PnoDUCLNG a HAND STITcu, T. J. Roomr ,
London.
03!1. LocXL-:o up l'RINTEBs' CUAI!ES, I. llnll, Dluck-
burn.
040. REELS for f"tsmNo PuRPOSt:S, J . Jcffcry, EP601ll
SUTJ'ey,
641. DOLirllEAllll
1
C. Sommcrolscn, Berlln.
642. for CuTTINO l NDIARUDOER
1
J . Dnll,
Leeds.
048. SSTTtNG Our CORVED TRBNCII8
1
W. Dunham
London.
644. F. llermont and H. JmbofT, DntSSCis.
645. MACillNES for CUTTINO LATUBR, E. vo.n Ostu,
Brussels.
646. YSLOCIPEO&S
1
J, \V, bilcock, London,
647. MANUFACTURu-:o CocOANU'r F1BR11
1
J, Arcltcr,
Leeds.
648. TRAWL Jo'ISillNO, C. Wlllson nnd T. C. Robinson,
Griml!by.
64!1. PROPULSION of YKSSI!LS
1
F. C. Powoll, Rodcru-,
Yorks.
650. LIOUTWEIGJIT EA180S81NO DIES, n. J . Copas,
London.
651. INcA.-:DI:IICENT GAB L1ouT MM>'TL.F.s, A. 1'rowin,
Watford.
652. KEv for \V ATCOI8, B. Dl'l\por ond N. Rotll!
1
Ll\'er-
pool.
653. CuPS, C. Lnni!down, London.
654. TIJU: for YEIIICWO: WHEIILS
1
T. nnd W. Caldwell,
London.
655. CANDLitS'I'tcxs, A. Wllson, London.
656. HACKLL!IO MACIIINKS, J. Cruroll, Cork.
tN7. l<to.'H'E CLJ>ANt:ll
1
} ' , L, Plcot.-(J, Picot, /l'w;
Ztalantl.)
658. MACIUNERY for CUTTINO Woot>
1
J.
London.
659. REPAlRINO TIRES, W. Dcisolbol'l!t, Old Chnrlton,
Kent.
000. 8TE.ut APPLlAJ!cxs, G. Fowler.
l\laldstonc.
001. PO MPS, T. A. llodloy ru1d The lion. J, A.
London.
002. SoAP TRA v, J. P. Dnrrolct, J.ondon.
663. PROTI!CTION of PNEUMATIC Ttat.:s, M. llorlulsou,
London.
004. WATERPROOf COATING for WALLS, E. Toussnint,
London.
065. ELECTRIC SwiTCIJIIS, J. L. Hind8ru.1d 11. D. Crome,
London.
006. APPARATU8 for CASTtNO MJ:TAL 1NGOT8
1
}",A. Ellis,
London.
007. PREvt:.,'TINO 'LIPPINO of WaEJILS, J .
London.
OOS. l\lACUJNB8 for CoMPOSING TYPE, M. W, Smith,
London.
600. TOllACOO l'u>E8
1
l\1, N. llidloy nnd T. Conloy,
Londou.
6i0. Nsw MATERIAL for PACKING, }o', W.l\(, Oo8torbcld,
London.
671. CROSSINo GAn::s for RAILWA\'
1
J . P. Annctt,
London.
6i2. LAliP for E. M. T\tn1cr, !Andon.
673. Dlli \'ISO M E<: IIANII!lol of C\' CLJ'.8, S. Durgo, London.
674. Ao\' RTl81NG, L. Floro, London.
lii6. PULLEVS, TllllgyCS Tool Culll}XUlS, J.td. ,
nud W. 11. Dnllcy, London,
GiG. CoLOURIN<l C. D. Abcl.-{TJ.t .Artin1
Otlllclw.ft ,(i11 A"'' i 11 Fa&dAation, {;( t'IIICIIl,lf.)
67i. DEC.U.'TERS, P. W. Dyrnes, London.
lli . CULORI!\"1:1 C. A. Jcnsen.-{.A. Lill<liIUL<roottt,
/'IOl"lray.)
lli!l. ALABAIITR, 11. t'. !Aunock, Londou.
COATu-:o Mt."''AL WORK, A. E. Dounctt, J.ondon.
ll81. CAliE&ASfor KIN'-'TOl!COPIC Ptcn:au, W, C. llugbC!',
London.
682. EPARATlON of CRINA'CLAY, E. ll. HUtoo and
J. B. Ooodmnu, London.
683. ATTACUJNG T!Rit8 to WassLS, A. Co108, jun.,
London.
684. MANOFACTURlNO AI\TU'ICI.ALSTONE, W, A. Onkley,
London.
72
llS!i. li YDROCARllON MOTORS, M. nnd E. WeruCl',
London.
1\Sii. OAS ENms::J, 11. A. Dcrthcau, l.uudon.
PNIUXATIC llOI..T CUTTKR8
1
R. llnddnn. -(J.
Whikl<w, l/n.l"l 'tutu.)
\iSS. OliAR for C\'CL.&S, F. l)illh1gcr nnd 0. Docl.:ltnrd,
London.
o;,!), ''IOKISO of lhLMON, C. Wnldcmnnd, London.
li!IO. IJRI CKs, G. Wnrburton,
ti!ll, GAS Jl(l UL.ATORl!, G. TnlX\J'd, London.
&Ill. 011.. INJECTOR, <:. }o', Dotley 11nd $. Cutler, jun.,
I-ondon.
' ti!\3. n .. , JCK8, R. AUen, London.
li!H. J,.uu>s for tb\l Ut<& of AC'ln'\'I.KNK (hs, C. J ousset,
I-ondon.
G!lb. E XPLOSION Esms&Q, J. N. Jlochgestmd, I.ondou.
lill6. STKAM, J. Gro1wello nnd ll. Arqucmbourg,
I-ondon.
li!\i. STOI'PKR for DOTTL8, \\' , ll. jtm. ,
London.
G!l ILt.U:IIINATIOS of TRAINS, D. do Szwnntowsl.:i.
London.
@!I. l'RDDliCTtON of TunF.ll, J. c. Dull, f,oudon.
700, VAI.\' K:t, J. Mont.\1(110, I-ondon.
iOl. CAR WuK&r.s, J. 1'. Wnlnwr lght . Chlcngo, U .. A.
iO:!. DOOKCOVK8
1
A. J, Dottlt.-(Jo'. 1'. //if ', l/olifu/
Slat .)
703. ll LKAornso of R nKA FIORK, J. J,ongmorc,
London.
iOI. ltO\'ISO of RllltA FIORK, J. J.ongmoro, London.
iOO. PINSISII Rnd D\' KINO Of \' ARSS
1
J. ),ongmorc,
I-ondon.
iOli. PKEI'ARINO RllltA FmRKforSI'lNNINO,J. Longmorc,
J,ondon.
illi. SPISNINO of RnKA FtORII:, .J. Longmoro, London.
iO'!. f. \ TCIIKS, 0. Wllk, IAndon.
iO!l. DL.\SKS, A. 11. nnd E. V. Peht><on J.oudon.
iiO. R&t'lNtsu \'ll(l.,TADLK FATS, . G. R001enblum nnd
The Commorcinl <>wno yndic:atc, l.td. , I-ondon.
il I. R&t'tSISI1 ANIMAL FATS, S. 0. ROI!Cnhlum :md
Tho Commerclnl Ozone l.td., I-ondon.
il:!. M. 11. CUquot, London.
llt/o JaAtory, 189 .
itS. T&dTISO H. kcllnrd nnd F. Crnvou,
Mnnch0<1ter.
iH. Roi..L.EB8
1
W. Cnvcn, ldlo, uoor Omdlord.
715. CotNOP&JUTKD MACIII N&S, C. C. Chrl.stopher,
I -ondon.
ilu. \V ATKR CL.Os .. 'Tl!, A. Lnlug,
ili. I.WI'. CAIII\IKK, 1'. J, Wblwloy, n.s.o.,
N ortbttrn\xlrlll.nd.
i l . 1' t RB8, N. W, Lohh,
il!l. llti'LK Swnr, U. 11. Woodwnrd, Rydo, Isle of
WIJrbt.
il!O. PADLO<' K8, J. B. M in Wolvcrhnmpton.
i:n. KINKMATOORAPII Pu .. "Tunv.ft, J, 'l'roltcr,
i22. DntVINO lJ. llnllfnx.
i2S. LooMs, ,J. nud J. Wnrd, 111\ll.fnx.
ioN. EsoiNJ;s, J. 11. Toulwlu, T. Coulthord, jtm., ond
W. J.ondon .
i2&. \'ALVB8, W. 1\el'ljhnw, l.oudon.
i:!u. OIU\' INO OJAR for IJJC\'01.1!8, W J . Thompeon,
) l nnchestor.
i:!i, I>ANCINO DOLl,, T. FR\'KR
1
f.oudon.
il! Ut\AKES, J. Llddlc.-(1/. J). CoIJy, llniltd
i:!il. RoTARY CUTT&R.S, F. G11rd1Jcr nnd D. J. Rmlth,
Glllsgow.
i30. NOSK DAO for UOR.S&S, D. Hlbbcr t,
London.
i31. ROLLER f'RAliM
1
J. Dousficld, York.
iS:?. 'ntAM Esot st:, '1'. . U.lwi!On, J.U.cnrd, Cheshire.
i3S. WHKILS for CARRIAMl<l, ) I, Drcen, Uublln.
MAI..KD l'ACK\(ll)l,!
1
J . Entwlslc.-(0. ;s,
:Sifllo.)
illrt. SwtTCn&S, H. Tnft's nnd J . 11111, Mnnchestcr.
iS\i. 'wi:M:MISU 't' IT, I. 1\njimrky nnd :). Sognnsou,
J.ondou.
i3i. TIK;s, J. Dnmfnthcr,
i3S. Ct: 1R, A. Wnrd, l.oyton8t.onc, ESIWlx.
iJ\l. UOTTLB8, ', \\'rngg, Ucrby.
i 40. llOTTLEo!, K. it. lloyst.on.-(8. Blt.''t ll, u.lil(d
.Siftln.)
i41. WuM&U!, J . l.npiloy,
i 42. MKTAL INFLATtso VAL.vx, W. Stc,onson, EMt
boun1e.
H3. LAliPS, H. E. Kowoy, lllrtnlughrun.
i+l. W&BCUTTI NO MACII INK8, 0. Tnbbcror, A. J.orrlmcr,
0. 0. Tabbcror, M. J.on1mer, nnd F. S. Shipp,
Loicoster.
7'-lS. ll uRNVR, J. St. C. Lcggo nnd .\. S. Cooper,
IJnblln.
746. t:1w1viiL WATCu Dow, J. Onvics, NcwcnstloOn
Tyuo.
i<l7. CoNNY.<..'TINO TnACX.i oud STRAPS, Jl . Howo,
Cru-dlfJ.
i4S. llK\' &RAOK, F. W, M. J ClSI!o, Woodholl Lincoln
shire.
74!1. Nosa DAo, L. W. Droodwoll , London.
i60. J,ATcu, T. D. Audorson, Uol!Mt .
i Sl. RK81LIKI--r TUIK
1
R. R !o'oloy, Stircbloy, near
Ulnulngham.
i:O:.!. CUTTINO SoLM, J . Mnudo, London.
i-13. FLOATS, c. n. Olbb, J.ondon.
;.;4, Ooo MuuLII8, T. Proctor nnd A. Jrolond,
Rochdnlo.
iM. llOBBIS8
1
U. Southwell nnd J . Omndldgo, !loch
druc.
iOO. HAlLWAY IONALI,ISO during Foos, R. W. Gny,
lllrtnlnghnm.
i ai. " OAI:.-rY" llAIRCURI..&AA, A. Souter, Soutblrea.
iSS. DliTTON lloLoFABT, S. Drutol.
i:J!I. CRUTCIJ &S, C. lt. ::iklunor, I-ondon.
iliO. LADIES' WORK Co:MI' ASION
1
F', Weiutmud,
London.
itll. Ocs&RATOR.S, W. A. Kouomnn nnd W. H. Ho.rtley,
I-ondon.
i62. PoRTAIII..E SuTS, W. Tlbbitl.o! and A. E. Uolyoak,
London.
it)S. Tovs, J. J obnson, 0. A. Goodwin, ond E. Akcstor,
J.ondon.
iH4. Nosx llAo, W. T. Dooch, I-ondon.
ili5. Toots, W. H. J.cwel'!<, London.
iW. J . r. ThomM, London.
707. lJRYtNo DniCKS, E. Glbt<on,
70S. llnooM8, J. Wcothcrup, I-ondon.
itl!l. 0PKNXK for TINNXD 8UBSTANOE8
1
'!'. Urownc,
J.oudon.
i70. WEJOIIINO Ur of SU08'1'ANCt:S, W. Lookctt,
London.
771. G. Wbeolor, J.ondon.
ii2. E. Stcn1, London.
iiS. \'Y.IJJCL.t: AovlllRTl8li:MEN'I'I4, H. J. Whltchouso,
London.
ii4. V&lo'T Pllos, W. EntwL!Uo, l .cudon.
iia. CYCLE!l, W. L. Duck, London.
ii\i. !\oN REYJ I..LABI..!o: llOTTJ..&
1
W. 1:1. llcchtold,
London.
i7i. I.OCKII, J . nnd H . Mentzcn,
J.ondou.
ii . Oui..LIM, ,J . 11. Sntton, J.oudon.
ii!l. OxsEnATORS, Jl. Dlrklx.'Ck .-(J. L. Roort , U11ilfl
;stnt..)
iSO . .' RKW 'TOPr1\S for llOTTL.:S
1
H, i\1, Edwi\.Tdl!,
London.
iSJ. AUTOMATIC DllAIN YAL\'11:, A. H. E. Dcrcbcm,
London.
7 2. CLIPS, n. T. J.ondou.
il;S. PORTAOI..K ELEC'TI\JC ALAilllol8
1
J. Dnvldson,
London.
i 4. 1-ADDJlRII, A. l nmnu, IJinninghlllu.
781i. HOISTS, W. H. I-ondon .
786. SIIUTTINO Ow OAS Suri'I..Y, W. 1'. Warno,
London.
787. Vlliii (' I,Y.S, 1-. llrcnnon, Loudon.
i&!. AI'PI.\' INO I:ITAMI'II, A. 1:1. oud H. J. Vcrrt1ll,
London.
7S!). l'UiliPI('ATION of SI'IEoJ>LEitlt: N, W. Thorp,
London.
illO. D&<'ORATI NO Wooo, E. :Milo nnd F. Weber,
J.ondon.
701. PoRTAIJI,F. STOn!.ll, V. M. ll. 11. Cochmne,
I.ondon.

THE ENGINEER
7!12. n. E. Ncwton.-(C. " Jl'o.t/oioi!JIO>I,
lltilctl Stab.)
79S. J,A)IJ'S, A. Kcyb8Cr , I.ondon.
704. RAILWAY l.ocoMOTI\rs, N. do Go ... London.
illS. \'&LOCIPEDE, F. WuAACnUtjl, Berlin.
i!ltl. COUPLISOS
1
C. A. Jl!Jlboo, l .ondon.
i9i. CANS, &c., n. w. )lorfoot 1'11111 A. J. Steplnn,
London.
i9 . ) IAl'llllo'l:S for FI I..I..ISI: ACK<'
1
A. T. Timcwoll,
London.
i!l!l. PRSV&.,'TISO tho $rREAn of I' I m', J . I I. mllh,
London.
SOO. A. ,J, lloult. (Tk ('IIIM
dfli(d Oll .VrA'ul LcMiwy .lltulouoe ('omJHIIIf1
--.)
SOl. Ssw1so A. J. Ueult.-(Jf. R. T'<U!I,
Frtwrt.)
80'2. IJITHOORAI'IIIC 'TONI)l,!, J. S. Cnrwcnnnd A. ll crbcrt,
London.
')03. liANDLE BA R.q, E. Andrews, l.ondon.
$04. WINDOW SASu LJt-r uud l"\t!TKsEn, W K. Sowul'd,
London.
06. TIR&, E. Mnl'tin, J,ondon.
SOd. E. Martin, l .ondon.
'Oi. PIANO PLA\' P.RII
1
W. 1'. (/. Jl'il
Jflti ,t. "')
SOS. T\'P&WRITRRS, W. 1'. 'I'hompo<On. (/1. T.uo,
/Jolild .Stcll ..... )
80!1. AUTOMATIC CALLISO IJ&VI CB8
1
W, P. Thomposon.-
(T/tt Slo'Otrgu AIOHWiir Ttltplto,ll 1>' .-c/Oilolfl,
.Sialt.o.)l
SlO. Htaa.1so J,ASTS, W. P. /. (Jcxlul(l,
l/otitcd .Siulo.)
SI I. TIRES. W. P. Thompsou.-(T. 11. c;,iau, ('''"' d
;statt.)
812. P. n. Jnckson nnd Co., 1-t-1., ond J. .
Lcwis, Loudou.
ts. APPAR\TVS Cor l.ocKtso J . C.
Manchester.
SH. ELECTRIC J. T. Cent, llir
mingbam.
815. APPARATUS for W. Price,
London.
lti. \'ooKTABL&CiiTTISO Mt:cu E. J. Miller,
Liverpool.
li. CoSDl' IT S\STl!Ms, R. F. nnd E. J.
Sullinut, Liverpool.
I EI..FSUPt'LYINO Unu:mss, W. R. Onmmdy, Liver
pool.
' Ill. P1rE CoNNECTIONS, C. D. \ 'uugbnn nnd J. R
Button, Liverpool.
20. EMOROIDIIK\' J.o'nAliE i'IIAKIN(l
1
N. C. Loonnrd,
London.
21. ENGIJ-'l:S, C. Engbcrg, l .ondon.
S:?:?. Su1lSTITUTK for Wooo, ll. 11. Luke.-( V. Jlirltdi,
/t(l)y.)
823. l!ALINO SACKI!, S. Lipmunn nnd C. Schvnort,
London.
STOMACJUm, n. Goldnnmn, London.
825. At'PARATUS for 'TMII'JNo or SOAt', 1'ho
Wroppiug MncbinoSyndirow, Ltd.,nnd 1'. Dowhll'llt,
London.
Sl!u. APPARATUS for WRAI'I'INO lll) MATKIUALS, 'l'ho
Wrnpping 'y11dicntc, Ltt ., und 'I'. Oewhh'!lt,
London.
2i. DELIVt:mso WATER to Ct.OS!l'l'll, A. E. Cn1wford,
London.
:.! . MACIIIS& for GRINDIN<l llALLS
1
W, Rncke,
London.
2fl. llRJJXIl, ll. I!. Lttk e.-(J. E . .lltl 1111' 1,,,
;slfllt .... )
830. MAKISO POTTEK\' llRICKS
1
U. U. l.oko.-( 1' . .l!trluli,
J/(11!1)
SSI. Et.ECTRICIT\'CONDUCTISO ::hSTKM, 11. W. Libbcy,
London.
832. C\'l..ll"Dt:RB, \\'. nnd 11. E. Urown,
London.
533. METALLIC PACKJNO, 'ir C. ', Forbc., &rt.,
London.
SS I . I SOLE PnASJ: INDUCTION i\IOTOR!I
1
L. IJ. Atkinoon,
J.ondou.
SSS. 'INOLII PUASE ALT&RSATII :\IOTORS, },, IJ. Alklllt>Oil
1
London .
SS\i. PUMPISO A"PARATUS
1
,J. 0. l .orrnln.-(Th1
/olfl ooll&'(ftllll l Dooll ('oi"J"'"'' Uo1ilu/ .Sitllt4.)
SS7. l'Louons, J . Ouroux, I-ondon.
838. PnOTOORAIrt\' H. Jl oddnn.-(L . .B.

SSO. PRE\' ESTISO St:A &c., C. CoUinno,
London.
840. W1soow SASO FASTENERS, W. Potter, I-ondon.
S.U. LECOISO STUD, J. llnmbly lllld J. \'lvlun,
London.
S42. CASTORS, J. Ainsloy, London.
St' PPORTISO INVALIDS OH COUCIIES
1
J. M. MI\C
donald, London.
44. P&F.O INDI CATINO DKI' IC'K1 JI. L. llllll8Cll1
J.ondon.
S4a. PoRTABu: DtC\'CLK I:!Ut'I'OnT, A. Killlck,
J.ondon.
f4C). W A8DRODK, F. Hoorc, l,ondou.
SH. TRAININO P APER P ULl', W. W. Demnnont.
London.
4 GAI..I'ANIC DATTllll\'
1
J . vou dor l'opJlCnhtn-g,

Sl!l. O'' AL TuBELt:&l TIRE, C. 11. IJI\J'rlsou,
J.ondon.
l:Wt J(l,wtt.-y, 1 ' 9
s.:;o. TmF. , J. Rcld, London.
S:.l. ATTACBISO CLOTIJ&S to LIN:s, \V, n. Orr,
London.
saz. flEATlNO DtJJLDISOS, R. M. Wnlrudloy nnd J. AJ<h
ford, lAndon.
853. PocKETS, S. Bernllln :md A. IUioy, Mnnehcstor.
Sii4. Dt.<&BMtNlsO LAws of FAL.LtsolloDIU!, 0. Cu ..
Manchester.
Sli5. CIOAR!rrf& and (.;JOAJ\ JIOLO&n, J\. J, Wnl.:c,
London.
SSil. PsllO:IIATJC Ct:NTI\AL. WnEF.I., F. Whaloy, Don
caster.
Sbi. ATTACmso C\'CL& MuJXniAIIUI!, F. A. lJt'Own,
Gro,csend.
8(18. BICVCI..K CLII' ATTACIJM&I>'T, w. A. P o:II':!On, Ell11!
worth, llnnts.
SbO. 0AMM, H. Coroy, London.
SliO. DRIVING Ot>An, W. Hltdford 1111d W. Smith,
Coventry.
S61. COMOINATION A NOLI: GAUOX1 J . . M!\I'ljhll\1, !Jorwlck
on'l'wccd.
SUZ. 'I'nArs, R. E. Dovio:!, Loudon.
sus. AuTO)tATICAt.I..YOL081Ntt P\IN<..'TUill-:1!
1
U. du Ctmo,
Halifax.
864. Cv<'LK FftAM&, T. Wulton lllld n. I'llrkhiHOll,
Dine!.: buru.
S6/i. S&CURINO lhDt: on llA)I Pt:l\1>1 'l'. Ct'tii'Oll, Man

800. xcvntNO CRANK l't:DAI. PJsd, 0. Hodmond, Mnn
eh ester.
Slli. ond Ut11SO 0. $. !o'ollott,
llMiey, St.'\Jis.
868. for CYCLI!ll, N. Allnu, Middle.,.
brougb.
SO!l. OTr-r.R Uo.uros, R. Hny and W. 11.
Grcnt Grimsby.
SiO. CoLOUR A. I'rotheroo, Dlrmlng
ham.
Sil. SrROCK&T Wn&Ku<, E. R. Knlwcy, tonchou,o;c,
Glouccstcn!hiro.
872. CoMowmoN ENnrND< .I. E. Thomton and J. 1'.
Le.'\, .Altrinchun.
iS. CIIIMNE\' PoT, A. Hill, Jlnllfnx.
874. DlcYcu;, ll. Orley, Voomc.ad, 1\0tlr CUI!htlm,
Uonta.
8ili. MuscuLAR E. $llndow,
Si(l, I N.n'RUli&STtl, J. lllghnm, nnd A.
Grny, .Mnnchcstor.
Si7. I;:. 0.
Sill. M f:l'IIOD of CUTTI NO (;()A L, (J. ,\1 ulr, G lf.ll'g11w.
Sill. STOP MOTIONS for ENUINY.11
1
J\, (.:logg
London.
SSO. F INOXRS fer Musto llOLJ,l!lltl, T. D. J onoJ<,
London.
1. CuE>tiCAI..I..\'. rRt:PARKD PEAT FtoR&R, C. Gclgo,
London.
:?. MATCir BoxES, J. C:u1.cr and U. llruntncll, Dir
mlng hum.
sss. OEARISO, J. E. Thornton nnd J . 1'. J..cn,
Altrlnchnm.
"KisS, .J. D. Uo&ell nnd 11. Jlnrtlcy,
SnUord.
ELll<.'TRO PW.TINO A.RTICLEo!1 0. 1-'mgllCin,
I-ondon.
Sl>ti. FtRK CRATES, M. bcffield.
'Si. HRt'SII&S, A. F. H.'ll'dy nnd J. \'lucent, Doun1e
n outh.
. DISI'LA YtSG ADVKRTtSliE:O.T, G. 'mlth, i\lnn

' .. COMI'OStnoss Cor STt:AM ENOINKS, W. Sinclnlr,
Cln.qgow.
S!lO. TAI>s, F. 11. Mingny, GlMg--w.
Sill. ACKT\'LESE GAS, s. T. lUchnrdllou nnd n. Price,
Dirllllnghom.
S\12. " DOMOKO," G. Knngi(S. Clonhgonry, Co, Dubllu.
S!lS . .ARTit'ICIAI.. DAJT, A. 1>nvontry.
8!14. of Wu&lll.. '1'1n&S, J. C. Qulnn,
Uirminghom.
S!l&. Anv:RTJ:liNO, J. D. Jowctt, London.
S!h.l. hrrnovt:D CL.ov& for 0. Holme><,
J.ondou.
S!li. SHIELDS for iliNO&S, F. Woodhcod, l,codq,
Sll . CUTTrNo CnAYP, . Edwi\.Tdl!,
-
SELECTED AMERICAN PATENTS.
}rout tltt lllil.d Stalt4 Paten! O.Jfict Official Ga:tllt .
586, 197. Rnt.-r&n, T. R . ' AllitMt', Qllio,
-Fd, d & Jlluullt ,.
1
1'-
(T(Iiut.-(1) Tho combintltion with n fromc, tl tool
holder c:uTicd by said fr:uuc, nud for moviug
.aid toolholdcr , of screws adjw;t.'lbly 11ecurod to ;.aid
fntmc, nnd electro-mnguct.s counected to tho
by uuhcn.nl joints. (:!) Tbo combinntion with n
frruno a toolholder c:uTiod thereby nud deviCC<I cc>n
oud ndl\ptoo to rcciprorote l!.'lid t oolholder,
or screws ndjnst.'lbly ,;ecurod to said frnmc, nnd. clectro
mognotic for rct:\iuiug the fromo m lixod
rolntion to the work counectOO. to tbo ,:crows by
1111h'ersal (3) Tbo con1bimltion wiU\ two
fmmc, one frnmc et\l'Tjing a toclholdor and dovicos
for moving said toclbolder, and tbo other frome
cnrrJ;ng n holdingup tool, of scrows odjustr.bly
secured to snid frnmes, nud elcctro-wognetle devices
for rotllining snid frnmos in fixed relation to tbo work,
cOIHlected to tho screws by universal jolnta. (4) In n
r!votcr, the combi.nntion with two ono Ci\n'j
lng n rociprorotlng clectr o-motor hnvlug n riveting
tool, ond tbe otbcr frnmo currying n holdlngup tool,
of 8Crows ndjust.ably t;OC\\TCd to snld fromos, 1111d
devices for rot.'lining snid fromes In
fixed rclntton to the work, connected to lho !!Crows by
universnl joint.,. The comblnntion with two
fmmes, n rcciproroting electric motor mounted In ono
fromo nnd cm'lj'lng n riveting tool, nnd n holdlngup
dlo cntTiod by the other frrunc, of screws ndj\llltnbly
secured to c.'lch frrunc, ond nu elcctro-mnguot for ooch
screw, each mngnct being connected to ita screw by n
uulvol"lll\1 joint.
587,533. ACET\'I..JISE GAS GENERATING APPARATl'S,
J, J . LO>tfl 14cmd (..'ol!f
1
N. 1'.-Filtd A(lllfl

Cfnim.-(1) Jn nn appomht8 for gonerotlng occtylcno
gns, nod in combinntion with the wntcr tnnk nud
therein, n carbido chnmbcr or gns gcnorotor,
nud mechnui.sm comnnmicntiug betwoou the l!llld
(l87.5J3l
ehnmbcr nnd the t.lnk w:,croby w:1ter 1:. s nJl pllcd from
tho t11nk to the chnmb.lr, :md mcnnK for rcgulntlng
the tlow of wnter by the ond fl\11 of tbo gt\I!Ometer.
(:!) In t'Ombinallou with tho wnter tnnk and gt\l'O
meter thorcln, n cnrbide chrunbcr or gM gonCl'l\tor,
n Jlipe-ducb M drip pipe K--counccted with the wnliH
of tho tank and for condnctiug wntcr from the tnuk
to tho gcncrotor, nnd mCI\tls-such M pipe M-
nttllched to said pipe nnd to tho l(tl..'IOmotcr nnd OJlCI'l\
tiug tu control the tlow o( wntcr from tho t.'lnk t <l tho
geucmtor in nccordnuco with the ri..o nnd fnlluf the
latter.
587,695. FnA\IK JOINT, F. 1Jtlliolf1 Rlltl 11' .B. Pnfl
oid!tt, lJumilf//t(llll
1
litflltHIII.-Jidul .D.('( trtl){,. 11 tit
1
] 811\i.
Clcwo1.-(l) In combinntiou inn bicyclo or like f1nmc,
tho (rnme bor, t bo socket piece nnd t ho connection
botwocu them, comprlt!ing the nnvll piece, hnvlug
lndcntntlothl, with lli\Tla of tho socket tiocc nnd bor
into thu l!llmo. (:!) ln comhlnatlon In n
hicyclo or 1\ko fromo, the tubulnr fromc Jlllrlll nnd
tho connection \xltweeu them, comtlrL<Ing the nnvil,
b:wlng indont.'\tlons, with the mntorinl of t ho fromo
'
J.AJ. 21, 1899
Jlllrt.l !Oil into tho owe, Kubtl\llti.nllY M dOI!Cribed
(3) In comblnntlou in n bicyclo or like frnmc, tho
..ockct, th') frnmo ben, the on,il b.'lving indontutionl!
nnd lll'l'lltlgod within the fromo bor nnd the socket
receiving tho ond of tho frnmc b.'ll', the wnll of tho
xocket nnd fnm1o b'lr boing prc>SSod into tho Indent.'\
tiou" of the nn,il, l!nb>ltmlti.nlly Ill! described.
587,704. YALVM ron .A1R oR GA!l ,IIC'.,
J, C/ll!flfM, JJ,ool'l!fll, /1'. l'.-Filu/ .llnorlt 1Sih, I S!Ii
('1,;,.,,-(1) Inn puppet vnlvc the combination with
n vaho hcnd nnd on nttnclted guiding stem, of n fncing
dlo<e fitted t.o tho vnlvo bead ond provldod with n
plumlity of stcmH possing through boles in tbo Mid
outflido of its gtlidiug :'11 cln.stlc cnl!hion
dlSC llCtwoon Nlld hrod onrl fnctng dti!C, nnd for
xecuriugAAid plumllty of stems loosely to the vnlvobc.'\d,
sub.o;tuntla.lly M herein described. (2) Thecombinntion
with n pupJlCt vnlvc, of n meW facing disc provided
wtth atellllt which loosely through tbo opeuin(Cll
(5&1. 704)
-,. .

in tho ho:1d of vnlvc, 11 cushion riuc;
between the vnh'O hcnd nnd fociug dit", n clo><ing
oppliod w tho vnh'O h etld, nnd nnothcr
npplicd t o prc>!:! UJlCll tho of tho f11clug
d!Hc, 1\.'! heroin dcscrtbcd.
587
1
7 18. l'OKTAOLF. l\h:t.TINO 1-'URNo\Cll, //. 11'. Jo'uH,
,1/tlrrtw!'lr, lf'i. - Filt rl Apoif 22.ul, 18115.
portnblo npJlllrntu.s for melting metnl, com
prising n J<llllnblo tn1cl.: , n melting or cupoln,
boviug n unhcrsnlly tloxiblo suspeu..ion \t]lCU &lid
tntck, nn olr npplinncc, nud 1111 extou..iblc o11d
unlvcl'l!lllly.fioxible con11ectiou between snid
RPJ>IInnce nnd the nlr of s:ud furuncc or CU]>Oin,
n.s dc.'i<:ribcd.
587 921. A I'I'ARATUS "OR GESERATISO CONSTA!o'T
KLKCTRtC C. J\'. Bltu'l, "''t //ann, Cotol.
- FdHI A wit 2lllh, 181li.
('laio..-(1) In nn nppomtns for gencrntlng a con
electric curTCnt, tho combinntion with
engine hn,'ing n flxod point of cnt.oti; of n coustrutt
current dynamo connected up on the multi-clrcnlt
plnn, tbnt to sny, with its working or distribut1t1g
cii"Cttlts connectOO. in with nnd between its
lndopendent 1\nunturo clrcuits, tl'IUlllloting
locnted In tho Mid working or distributing clrcuita nud
lllTI\ngod In sori0<1, nnd on nutomatic stcrun cut-oft con
,.lntctod nud nmmgcd to cut the :>tCIIlll off from tho
cngiuo when lho it.\1 rntod SJlCod. (:!) lu
nn nppo.rntl\8 for gcncmtiug a CODI!t.'lnt cloclrie
current, tho combinntion with n stoom engine h n,"ing
n fixed jlCint of cut-ofT, of n coubtnnt curTCnt <lyt>liDlO
connected up ou tho multi<'lrc\lit 1lon, thnt ill, with
itd working or distributing circuits connected In
bCrie>< with nnd \xltwccn it.! indCIW.mdent nnnlltnro
clrcutt.-., nnd nu nut omntic cut-oft constructoo nud
nrrnngcd t o cut the s t OI\tn oiJ from tho on,Rinc when
tho snmo tta roted s tlCed, nud con sisting In t\
vnlve locatod In n Jlli<I.'!Agc wh1ch convey" to the
oulflno, n trit> lo\'Cr , lllld 11 spriug controlled bo.ll
TCglllntor d riven by the engine, nud connoctod with
tho trip which it ootuatcs to move and rol(l611() the
vnlvo, nnd nllow11 the 1!1111\0 t o cl <ll4o when the eugtne
OXcoodil \tJI mtcd IIJIOOd,