D.ec.

11, 1908
A WIN DING ENGINE PRO.BLEM.
1T is often deplored by those who are in training to
become the future engineer s of this country that the
mathematical methods taught them, in the first place
at public schools and afterwards at engineering colleges,
are but useless tools obtained at considerable expense
when applied to those problems with which they are
confronted in their daily work. This res ult may be due
to inability to apply these methods to the particular
problem they have in band, owing to the necessary
modifications which mus t be introduced to meet the case
in question. Now, the inability has its source either in
the academical way of teaching mathematics as if the
symbols used bad no material significance at all; or in a
faulty system of reasoning, which supplies or omits data
according as it is desired on the part of the student that
the final answer shall assume the form that he thinks
from t he nature of the case it should take. .As is only
natural, disaster is sure to follow closely on methods
applied illogically and without understanding; in conse
quence, as is perhaps only
natural, the student at once
tHE
We know that S = V T (1), where T = time in
seconds ; hence S
1
= 15 V
1

.Also V = U + AT (2), where u = velocity at the beginning,
hence V
1
= 0 + 10 A
1
A
VI
- 10
Again, S = U T + .A 'I J (8)
Hence
1:! 1
-
82 = 5 v.
Again, (2) and (3)
0 = V
1
- Az X 5
v.
5
100
, 1 VI 25
= 5 V 1 -
2
X jj X .f
= 5V
1
- 25V
1
= 25 v.
blames the mathematical
process and not his manner
of applying it. It will per-
haps be a help, therefore, to
some embryo engineers to
work out in full an example
which will illustrate bow
simple methods may be uEed
to solve fairly difficult pro-
blems of a practical kind
when they are properly
applied.
30.400 /

28
I..,. !'.
A firm is asked to supply
a wincling engine of the
direct-coupled type- that is
t o say, the drum is directly
connected to the main engine
shaft without intermediate
gearing. The engine is re-
quired to lift a load of 3 tons
a vertical height of 200
fathoms in 30 seconds. The
draugbtsman who had the
job in band would have ob-
viously first to determine the
horse-power required before
he could start to design the
cylinders, valves, valve gear
ing, &c. Now, a thought-
less student would most
likely reason something
after this fashion. " Ob-
viously, the 3 tons must be
the difference in weight be
tween the full and empty
cages. I must, therefore,
multiply the load of 3 tons
by the height lifted, namely,
1200It., and divide by 33,000,
and t he result will give me
the horse-power r equired in
one half minute ; I must
multiply this result by two,
and I shall then have the
r equisite horee-power of the
engine." N to say,
such an argument as the
above would be hopelessly
wrong, as it does not take
into consideration the force
necessary t o accelerate and
retar d the weight of the
lifted and dropping r opes, the
force necessary to accelerate
and retard the lifted and
dropping cages, the force
necessary to accelerate the
load at the start and to re-
tard it at the fi nish, the force
necessary to accelerate and
retard the drum of the engine.
It leaves out of consideration
also the decreasing and in-
creasing weights of lifted and
dropping ropes respectively.
When all the forces have
been calcolated, reduced, if
necessary to equivalent for ces
at the radius of the drum,



24 OO'IIH-+--1--1--l--l--t---t--i-H-1-1-HI-II-t-t-t--t-+-+-t--1 -l-+-+-1--1--1--1

21.000 +-
zo.ooo f-+-+-+-l--l--l--l-+-1-+-+-+-+--1-+-+-+-t-I-HHH-f-l--t-t-t-t--1
19 000 14-l--l--+-+--+--+--+--+--l--l--l-+--l--1--1---l--+-l-l-l--l--l-l--+-+-+-f--f--f
IB.ooo f-+-+-+-+-l--1--1-+-1--l-+-+-+--l-+-+-+-f-I-HHH-f-l--t-t-++-1
17.000 1-1--+-+--+--+-+-+-+--+-+ +-+--1--l--l-+-l-+-+-1--+-+-+++++-+-+----1
1sooo
H OOO
- - HH--1--+-+-++-t-+-+-f
11 000
ll 000 1-.J..-1-1-11-11-1-t--t--t--t-+ - +-+- 1- +-i-
13ooo - +-HH--l--l--+-+-+-1--++-1---l -1-
11ooo --1-l- 1-IH--1--1---l--+-+-+-l--+-+-t--t--l-+-+--i-t-H
1--
6000 1- 1-
16ooo
11ooo
13JJoo 1-L.J._L..JL.JLJLJ_l._l._l.....L....L_I--'-+++-+--1--1-4--l-t-H-IH--t--l-t-H
Curve A. Force req!' to accelerate and
retard l1fled cage and load.
Curve 8. Force reqd /Q accelerate and
retard w! of l1fled rope.
Curve C. Force reqd to accelerate and
retard of dropping rope.
Curve D. Force reqt! to accelerate and
retard wt of dropping cage .
Curve E. Resultant curve of Force
acting on Drum Periphery .
''T ..,... "
liE -<:AAGlNEleR
19000 t-- 1- - - -1--11-tt-+--t--tl-
20.000
21000
- 1--1- - -I-t-'
- 1-
72000 -
130001-- - 1- 1- 1----
- 1--
- 1-
- 1-- 1- -
-
i!H-1-+-1--1-H
-I- UJJOO1-f-1- I-
2SOOOI-- -+--1-1- 1-- - 1-t- - --+--+ - 1-f-
26000 - 1-
21000 1-
28000 -1-f-1
- - 1- 1-
--- I-
1- - I- +-+-+-
1-
!/-
POWER REQUIRED BY A WINDING ENGINE
plotted, and the resultant force at any instant obtained, it
is then, and then only, that we can begin to make any
estimate as to the requisite engine horse-power. The
right way of attacking the problem is according to the
method given below. We are going to allow ten seconds
in which to accelerate the load from r est up to the
maximum velocity, fifteen seconds is to be allowed
for the load to travel a.t maximum velocity, and
fi ve seconds will, therefore, be left in which
to retard the load !row the maximum velocity down
again to rest. It will, of course, Le understood thn.t
these S!Jaces of tiwe will also hold good with r egard
to the cages, drum, and ropes. E ach cage will be t a.ke.o
to weigh four tons, and the ropes are each to Le
of d.ia.weter, a.od are to weigh 10 llJ. per liu!'la.l foot.
It is necessary to find first of all the value of the
acceleration in feet per second per s econd, the constant
maximum velocity in feet per second, and the retarda-
tion also in feet per second per second.
Let 8
1
= space covered during the time at which the
Then, 1200 = 8
1
+ 82 + 83 = 225 V1
v l = 53 . art. per second.
By substitution, we find-
A
1
= 5 8ft. per second per second.
A
2
= - 106ft. per second per second.
Having obtained A
11
A
2
, and V
11
we can now
the position of either cage from the bottom of t he sh_aft
at all t imes dur ing its tnolion by means of the followmg
equations :-
S - I; T +! A'P .

(I.)
(II.)
(III.)
B =-- VT . .
S = U T -
1
A 1!.


. (I.)
. . . . (ll.)

HI.)
is us ed during the interval of acce!crati on - tbat is
to say, from T = 0 to T = 10.
is used during the interval of maximum constant
velocity !rom T = 10 toT = 25. .
is used during the interval of retardation from
T = 25 t oT = 30.
load is moving with constant velocity- V
1
- .
8
2
= space covered during the time of acceleration.
8
3
= space covered during the time of retardation.
A
1
= acceleration (reet per second per second).
A
2
= retardation (feet per second per second).
We can then calculate the weights of lifted and
dropping ropes for any particular second, and on plotting
these values as ordinates for ever y second, obtain the
curves shown in the diagram. It need scarcely be
pointed out that when one rope is hanging its whole
length down the shaft, and is wound entirely off the
drum, the other r ope is on the drum, and therefore t he
value of the weight of the r ope on the side of the ca.ge
-that is lifted will be 12,000 lb. at the start, reducing t o
zero at the end of the winding, whilst the weight of the
dr opping rope will have increased from zero to 12,000 lb.
In the diagram all forces which act on the side th.e
lifted cage and load are plotted above the zer o 1f
they oppose the motion, and below if they help mot10n ;
whilst those which act on the side or the dropping cage
are plotted below the zero line if they oppose, and above
if they aid the ruct ion.
Since one rope winds on t o the drum at t he top side
of it, whilst the other rope winds oil' a.t the boUom,
or vice versa, it is really immaterial as to which cage one
considers ; the dropping cage is, of course, t he one that
acts as an auxiliary force, and the lifted cage and load
are oppos ing forces.
Having plotted the t wo curves for the weight of the
ropes at any given ins tant, we find the resoltant curve as
shown in the diagram by subtracting their respective
values from each other . We next require to fi nd the
force necessary to accelerate and r etard the mass of t he
respective ropes at any given instant that acceler ation
or retardation is taking place.
The equations given below a.rewha.t will be r equired:-
Let P = force necessary to produce acceleration in the
.
gtven mass ;
l\I = mass of the body;
W = weight of the body;
G = 32 2ft. per second per second ;
A = acceleration, feet per second per second ;
= 5 8 for acceleration, - 10 6 for retardation ;
P = M .A . . . . . . (IV. )
W = M G . . . . . . (V. )
Knowing the weights of the respecti\e ropes at any
gi\'en instant, we can subst itute this weight in (V.) and
so obtain M. Substituting for M and A in (I V.) the
respective values, the force at any instant necessary to
accelerate or retard the weight of t he rope for that given
inst ant, according as A equals 5 3 or - 106, is obt ained.
These values will be found plotted in the diagram of
curves, (B) being for the lifted r ope and (C) for the
dropping rope. The acceleration and retardation forces
for the dropping cage &nd for the lifted cage and load
are obtained in a similar way from equations (4) and
(5), and are plotted in t he di agram ag curves (D)
and ( A) reEpecti vely. Since the value cf the weights
of dropping cage and lifted cage do not vary as
in the case of the ropes, the accelerat ion and
retardation are const ant as shown, except at the
commencement and ending of the process. WhEn the
two cages and load are moving with constant '\"elocity
as well as the ropes, the cur ves .A, B, 0, and D have zuo
value. The forces due t o the weight of the lifted cage
and load and t o the weight of the dropping cage are
constant, and have values of 15,680 lu. and 8960 lb.
respectively as plotted. The force to be calculated is
that necessary to accelerate and retard the mass of the
drum.
On page 566 is shown a drum that previous experience
would indicate as one that could be used in this case.
Its diameter is 10fli. 6in., and its width is 9ft. 6in. The
size of the boss of t he drum eides and centre piece and
the bore of it bas very little effect upon the result
of the graphical method that will shortly be given; they
ha.\e been drawn to have dimensions that may be con-
probably neceseary in this case. The six arms of
the drum sides and centre pi'ece ba\' c also been r educed
to a uniform thickness alJ round, as 1f there had been no
spaces, but &impl y solid metal all r ound of the same
weight as the spokes. This s implifies matters when we
are calculating the radius of gyration of t he whole drum.
This radius of gyration, as all engineer s know, may be
considered as the radius of a circle which is the orbit of
a particle in which the whole mass of t he drum is con-
centrated, and which, when moving with the proper
velocity for t hat radius, will ha ve stored in it energy
equal to the energy stored in the whole drum when in
motion.
Having found the radius, the change in kinetic energy
stored in the drum from second to second is found, and,
knowing the space passed through by the imaginary
particle during a given second, we can find the force
necessary to produce that change of energy during the
second.
To find the radius of gyration, the construction shown
in Fig. 2 is us ed. The drum is massed about the centre
line, as shown, by sliding the differ ent parts into contact.
This process cannot in any way a ffect the dimension of
the radius of gyration. The section so obtained is treated
as if it were the section of a. beam, and a. modulus figur e
is formed. To do this, all the different layers, ad, f g, h j ,
k l, flre projected on to l be] drawn tangential to [ k l] . All
t hese proj ections are then joined to I OJ, and wher e t hey
cut the layers we obtain boundary lines to the ehaded
fi gure as shown.
It is well knovo. n to engineers that the area of a. shaded
figure multiplied by the distance between the centres of
gravity of t he same figure and a simHar one on the opposite
side of the centre line (N M) of the section is HJual to t he
moment of inertia. of the whole s ection di vided by the
distance between (b c) and (N M). What we have to do,
then, is to fi nd the centre of gravity of the shaded figure
by !\ graphical wethod or method of balancing, and also
its area. We can then obtain the moment of inert ia. by
means or the r elationship given above.
The moment of inertia. is t o be divided by t he area. of
the cross section of the whole figur e, and we ol:ita.in the
square of the radius of gyration. Symbolically, we may
sum up t h us :-
I
z = - . . '
y

I = .A K" .
where shaded area. multiplied Ly the
. (VI .)
(VII. )
dis tance
56G
between the centre of gravity of the two similar areas
on either side of N M.
I - moment of inertia. of section.
A = area. of whole cross section.
K - radius of gyration.
Y - distance between (be) and N l\1.
lla.ving found the radius of gyrc1tion, it is easy to find
tb'! veloc1ty at that radius corresponding to the velocity
at any second a.t the radius of the drum, which is equal to
the velociLy of the load lifted.
The kinetic energy stored a.t any given instant is then
calculated, the total weight of the drum having been
found, and the difference between any two consecutive
seconds gives the increase in kinetic energy for tba.t
second. The increase is to be divided by the space
moved through at the ra.dms of gyration during that
se_cond, and t_he average force acting during that second
will be obtamed. The equivalent force at the drum
radius is then calculated and the values are plotted- as
shown by the cur ve in the diagram.
All the really important force curves are now plotted,
and the resultant curve [E is obtained by adding
!"nd those that are opposing and help-
log engme respectively. This latter step is rather
confus1ng at first, bnt care and thought will soon
indicate to the student those forces that help and those
that oppose motion at any second.
IIa.vmg obtained the resultant curve [E], the next s tep
is t:> find the requisite en-
gine power to overcome the
maximum resisting forces a.t
t.he drum radius as given
by the curve [E J . Suppose
the engine is to be a. simple
coupled engine, then the
worst P-Osition that the engine
could be in to overcome the
resisting forces is when one
of the engines is on the dead
centre. We may suppose,
in a winding engine of this
type, that steam is admitted
up to 80 per cent. of the
stroke for the latest cut-off,
so that, when starting
against the load, we shall
have full steam pressure
upon the piston which is
a.pproxLmately at half-stroke,
o' 6
I
ld6
Flg.r.
as well as upon the piston
which is at the commencement of its stroke. When the
engine is moving with a. constant velocity of 53 3ft. per
second a.t the drum periphery, it is then running a.t a.
rate of 96 revolutions per minute approximately.
Suppose we take a piston speed of 760ft. per minute, we
Eha.ll t hen have a piston stroke of 4ft.
We ha,e now to find the force at a. crank radius of 2ft
equivalent to a force of 30,000 lb. a.t the drum periphery.
Obviously, it is equal to 79,500 lb., and this force must
be available from either engine, in case of the maximum
resisting torque coming on the engine when one crank is
on the dead centre and the engine bas not stored, due to
its low velocity, sufficient excess kinetic energy to carry
it to a. position in which both cranks are capable of
exerting a torque.
Suppose that we are working with steam at 80 lb. per
square inch, then, with the link set for its latest cut-off,
we shall have this full steam pressure upon our piston.
Therefore, a piston of about 994 square inches area will
be required. That is to say, if the engine was not linked
up to cut-off earlier when it bad attamed its maximum
speed and was cutting off at 80 per cent. stroke, it would
be doing work at the rate of, approximately, 3250 horse-
power per minute, a result which is calculated by the
well-known formula for the indicated horse-power of
the engine, viz.:-
PLAN . a t d h
-
000
= m tca e orsepower.
i$3,
If the above has been carefully followed through and
thought out, it will be seen that it is not so much the
knowledge of higher analytical mathematics that is
required in the solving of such problems, but rather the
possession of a few simple expressions and formulw in
applied mechanics, and of gl'aphioal methods, combined
a thorough facility in applying them.
THE ANALYSIS OF HIGH-SPEED STEEL.
'l'ue following is a brief resume of the methods of
analysing high-speed steel, whiob bas come so much to
the front of late. Much t ime and trouble will be saved
by making a careful . which
modify the modus operand" of the quant1tat1ve a.nalys1s.
Carbon.-Tbis constituent is determined by igniting
the sample, in a. fine s tate of di\'ision, with le11d chro
mate, or red lead, and collecting and weighing the result-
ing carbonic acid gas. . .
Silicon.-Dissolve the sample in bydrochlortc a.c1d,
evaporate to dryness, take up with dilute
11.cid, collect the res1due on a. filter, and wash. Igmte
filter and contents, contained in a. weighed pla.tionm
crucible, and weigh. After weighing treat the residue
with a little pure aqueous hydrofluoric acid, carefully
evaporate, ignite, and re-weigh cntcible and
Tho difference between the first and second we1gh1Dgs
eq ua.ls the silica..
Manganeae.-Remove the iron as basic acetate, and
from the filtrate precipitate the manganese as oxide.
Phosphorus is determined by the " molybdate "
method, any arsenic present being removed before
precipitating the phosphorus.
Sulphur.-The sulphur is oxidised to sulphate, and
after removal of the silica, the sulphate is precipitated as
barium sulphate.
Tungsten. lJissol ve the s teel in hydrochloric acid,
THE ENGINEER
keeping the heat below boiling, a.dd nitric acid, and
evaporate t o a. low bulk, but uot so low that a crust of
ferric chloride forms on the surface of the solution. Take
up with dilute hydrochloric acid, collect residue on a.
filter, wash, ignite, and weigh the tungstic acid (and
silica). Alter weighing, treat with hydrofluoric acid as
in the estimation of silicon, and weigh the tungstic
acid, WOJ.
Molybdenum.- To the filtrate from the tungsten eo.re-
fully add a solution of sodium carbonate until nearly all
the acid is neutralised-taking care not to obtain a red
coloured solution or a precipitate-and add about 40 co.
of a. binormal solution of sodium hydrate in excess of
that required to completely precipitate the iron- the
amount of binormal sodium hydrate solution required
may be calculated, since 1 grm. of iron as ferric chloride
requires 104cc. Heat to boiling, allow to cool , make up
the solution to a known volume, allow to settle, and filter
off a knowu volume. To the filtrate add a drop of
methyl orange solution, an excess of hydrochloric 11cid,
and then an exceso of lead acetate solution- 40 grms.
of the salt per litre. Xow add more than sufficient :of
ammonium acetate solution to desLroy the free hydro-
chloric acid, boil, allow to settle, collect the precipit&.te
on a filter, and wash. Ignite, and weigh the leA.d molyb
date, which contains 2616 per cent. of molybdenum. H
tungsten is not present, dissolve the steel in hydrochloric
aci d, oxidi&e with nitric acid or potassium chlorate,
- -- - _b_ C"" --- -- - - - T.
' .
. . '
a
'
I
, I
4 '8 Radius 1
or ' ..

I
'
k I
' .
I /
A'
/I
/
/
,
e
---.. -

. '
I
GfrOtlon r- ' -"'-i
hi----
, I
/ I
' IV
c
Flg.2 .
WINDINQ ENOI NE DRUM
nearly neutralise all the free acid with sodium carbonate
solution, and proceed a.s above. The above wethods are
due to Brearley and Ibbotson.
Chromium ma.y be estimated by Stead' s volumetric
method, if the amount present does not exceed 3 per cent.
Dissolve 2 grms. of the sample in dilute sulphuric acid
- 1 acid to 6 water-concentrate Ly evaporation, dilute
with 300 cc. of water, heat to boiling, and add a. saturat ed
solution of potassium perma.nga.nate until a precipitate is
produced, and the boiling solution is permanently coloured.
'fo the still boiling solution add hydrochloric a cid until
a rich yellow-red liquid is obtained, then 100 cc. of hot
water, and continue the boiling until all the chlorine is
expelled. To the solution add
ferrous sulphate solution, and
bichromate of potash solution.
K
a known volume of
1
100
titrate with
Vanadium.-Dissolve the steel in hydrochloric and
nitric acids, evaporate to dryness, and heat strongly.
Transfer the dry ma.ss to a. nickel dish, fuse with a
mixture of sodium hydrate and sodium peroxide, extract
the fusion with water, cool, and dilute to 500 cc. Allow to
settle, filter off a known volume, make filtrate acid with
sul phuric acid, add excess of nulphurous acid, boil until
sulphur dioxide is expelled, o.nd titrate with s tandard
l UO
potassium permangana.te

solution. Each co. of
100
potassium
vanadium.
penuanganate solution equals 00171 of
Titaniton.- For tbe estimation dissolve in nitric acid,
add a little solid sodium phosphate, evaporate to dryness,
re-dissolve in hydrochloric acid, and again dry. Take
up with hydrochloric acid, fi lter, ignite filter and
contents, mix residue with potassium carbonate, and fuse.
Extract fusion with water, filter, wash well, ignite filter
and contents, mix residue with acid potassium bisulpba.te,
and fuse. Dissolve in hydr ochloric acid o.nd sulphurous
acid, filter. To filtrate add sodium acetate crystals
-dissolved in water- and acetic acid, and bring to boil
ing. Collect on a filter, ignite, and weigh as 'fiOll.
Copper, arsenic, and nickel , if present, may be
determined by any of the usual methods.
PETERHEAD HARBOUR WORKS.
Dt:Rl.NG t he last nine years the total progress made in the
construction of the South Breakwater amounts to 1000ft.
For the year 1902-03, terminating at the end of last l\Iarch,
the engineers-in-chief, Messrs. Coode, Son, and l\Iattbews,
report that the breakwater was extended ninety lineal feet.
A portion of this length, or 30ft., represents tho part of the
structure which has received an additional width of 10fL. An
extension of 30ft. has also been made in getting in the founda-
tion course, and the rubble mound has been added to, and
partly levelled up over a length of 650ft. in advance oftbesuper-
structure. The construction of the barbour works entails the
use and upkeep of a considerable quantity of plant, including
railways, wokyards, offices, and numerous buildings of
different descriptions. The labour employed is of two
kinds, parUy free and partly convict, in nearly equal propor-
tions. The daily average number of men employed on the
works during the past year was173 of the former class and 167
of the latter, not including warders, guards, and other officials.
DJW. 11, 1903
In the accompanying table a list is given of the principal items
of works comprtsed in the extension of the S?utb
together with their relative quantities. Bes1dcs these JtemP,
some 2GO blocks have been made over and above those set iD
the breakwater, containing 6138 cubic yard.; of concrete and
5254 cubic feet of granite aoblar.
Bubble lu m?tmd ..
Rubbl'l tako!l up to lower
foundation.. .. .. .. .
Levelling 8urrace of mound I JJ
su pentr ucturo . . . . . . .
Levelllog berm fvr l.llock work
&}iTOD
Coo crete l,n mUll . . . . . .
, to . .
11
lo apron . . .
Granito n'hlar ln facawork ..
11
" otbcr than to
f.>CCWI)rk .. .. .. .. ..
Permanent way . . . . . . .
No. crampJ . . . . . .. . .. ...
T ADLS J.
716 an per. yard
wo
"
cubic yarJt


400 "
"
11>,280 cubic f eet
WI
"
60 llneal yarJe
110
I ot..L
15,704 tox;&
1016 IIH(JeT, yard&
11 ,721 cubic yardJ.
111,277 cufJic feet
60 llncal yard8
80
In his memorandum Mr. E. Jhban, of Works of
the Navy, states that it was originally contemplated that 500
convtcts would be available daLly, but that the average number
during the last eight years bas been only 106. He
observes that the estimated increased cost of .100,000 1S due
to the dearth of convicts, and consequent greater cost of
labour. The surveyors report that they estimate the perma-
nent work executed in the construction of the breakwater
and in the preparation of material during t he year for future
use at 25,075, which is more by '2445 than the cost as set
forth by the engineers. They also valued the material on
ground on March 31st, 1003, at the sum of 13,704, which
exceeds the value on the same date of the previous year by
3656. The additional width of the breakwater has been
measured and valued at the rates of Sir John Goode's original
estimate. The surveyors are not in a position to state if this
additional width of lOft. will incur any extra on the total
amount!> of the e,timates. With this exception, they do not
at present anticipate any excess on the revised total estimate.
Taking into consideration the widening of the structure,
good and substantial progress bas attended the execution of
the works for the past year.
MOVING A SEINE BRIDGE.
WHEN the Municipal Council of Paris decided last year to
build a bridge over the Seine, carrying upon different levels
the Metropolitan Railway and the ordinary traffic of the
city, they found the situation beset with several difficulties.
Local circumstances rendered it unavoidable that the site of
the new structure should be identical with that already
occupied by the existing footbridge of Passy. It was
impossible, in the interests of navigation, as well as of the
public, to remove the footbridge altogether. Such a course
would have been tantamount to closing, during the whole
period of the construction of the new work, the only means
of communication across the river between the opposite
quarters of Passy and Grenelle. Two solutions of the
problem presented themselves. One was to build a temporary
timber bridge upon another site, and the other to utilise the
present structure in that capacity. Both of these would
have been expensive operations, especially the taking down
and rebuilding of the footbridge. A brief description of this
structure will prove the truth of this statement, and how
necessary it was that it should be removed to its new
temporary site with as little dismemberment as possible.
The Passy footbridge was built in 1878 for the accom-
modation of visitors to the " Expositi on U niverselle."
The annexing of the Trocadero to the Champ-de-Mare, and,
in consequence, the inclusive use of the bridge of l ena by the
visitors, had very much increased the difficulty of crossing
the river. There were but two routes open, one on the down-
stream side, by the Alma bridge, and the other in the
opposite direction, by the bridge of Grenelle. Both of these
passages were comparatively a long distance from the bridge
of l ena. In order to remedy these inconveniences, the
Parisian authorities established a ferry service and built the
Passy bridge as well .
The design of the structure, which crosses both arms of
the Seine, is represented in Figs. 1 and 3, the two arms being
separated by the "lle des Cygoes." At that period the
characteristic feature of this type was but little known, and
still less used. Its peculiar mode of construction enables it
to suppress, or render nugatory, the thrust, which, in arch
bridges, is exerted at the crown of the span and at t he spring-
ings over the piers and abutments. The structure may be
considered as consisting of two distinct independent parts, one
over each arm of the river, commencing at the respecti,' e
abutments and terminating at the crown of the central span,
where the two semi-arches are brought int.o contact, but are
nevertheless structurally discontinuous at this point, where
a pin articulat.ion perm1ts of the small amount of motion
necessary to this particular system. The abutments have
to resist the only forces vertical in direction, so that
they can be built of dimensions con&iderably smaller than
those usually needed. The Viaur viaduct, erected in
t he south of France, with a span of 722ft. and a height of
384ft. above the bottom of the valley, is one of the largest
examples of the cantilever-arched type. Pa<.sy Bridge was
constructed by the firm of Cail, fcoru the debigns of Ml\1. Huct
and Bartet in the short space of seven months for the sum of
16,800. Of this total, the Government and the Exhibition
administration contributed each .4200, and the City of Paris
made good the balance of 8400.
The municipality found a way out of the difficulties
alluded to above by moving the foot-briJge bodily, parallel
to its original position, and to a distance from it suffi..
cient Lo allow amplo space for the erection of t he new
strucLure and all the Lemporary works connected with it.
This course was adopted on the score of economy, facility and
rapidity of execution, and non-interference with the naviga-
tion of the Seine. The means adopted for effecting this
wholesale transportation were very different for each part of
the bridge corresponding to each arm of the river, so that
we shall describe them separately, commencing wi.th the part
over the larger arm. Its total length is 400ft., its width
21ft. Gin., and its weight 820 tons. It consists of a. central
!'pan of 152ft., and a pair of side spans or semi-arches of 122ft.
Tu& f;so1101n, Fchruary 27th, 190ll,

DEu. 11, 1903
THE ENGINEER
561
each joining tho central span with the abut ments. Each cud wedge-shaped supports upon which the iron arches rested. central arches in each arm the braced or lattice panels are
of the central span rests upon a pier of twin piles, as shown Subsequently the whole mass was lowered down upon the replaced by others of the plate description. The central arch
in t he general elevation in Fig. 1. Operations were com- rollers, and attached by suitable tackle t o half a dozen wind- bas a span of 112ft., and the side spans of 92ft., and a total
menced by erecting, near the abutments and upon each side lasses, which were capable of exerting a total tractive force weight of 240 tons. It was decided to conduct the floating
o( the piers, timber trestles carrying a platform perpendicular of 50 tons This was more than the calculations estimated transportation in t wo removals, for which at
to the axis of the bridge, along which the transportation was to be required, but it was determined to be prepared for all t he crown of t he middle span oiTered spec1a.l facthttes. An
to be efhcted. These platforms, indicated by the let ter a in contingencies, especially for any possible sagging of the roll- economy in material was also obtained by shifting each half
the elevation plan, l!' igs. 1 and 2, were levelled on the upper iog platform, which would have needed additional haulage of the structure at a time, as the same boats could be used
t.urface, and were built of balks of pine, 12in. by 12in. , bolted power. Each windlass was manned by four men, and under twice over, as ahown by the dotted li nes in the plan, Fig. 4.
to the tops of piles, 18in. in diameter, driven into the ri ver. their action the bridge advanced by a and regular A pair o( lighters were employed to fl oat the iron super-
The whole of t ho timber staging carryi ng the platform was progression. At every metre of advancement the movement structure. They were 100ft. in length, 165ft . wide, and of

Pa!)sy
I

-
- -
- - -
I
122 0

0

----- ,_,
- - - -- - -

--
' I
" 152. 0



.
....!,.... -- -
' H
12 2 . 0 - - --
I
I
I
-.,-
t:l
des
0 7.0

-
I,
I
- -- - - - --
t
---,.... - -- -- - -
. - I
- ----- . - . - . - ....= ..-.---.. -. - '\- . -


-- - \
---- ,_,_----- .. - -- ------- ... -
\ F1131;,.,.n '""\ -: :..
'!- _i_ -
-
boced aud strut ted to enable it to the force of the
wind, and to stiffen it so as to prevent any deflection or
deformation which might throw the roller track out of level.
It is clear that the curved members of the main girders of
the bridge would not adapt themselves to the hori zontal plane
of the platforms. A st rong ti mber framework was built which
enabled the necessary adj ustment to be made in the following
manner. The upper part of the framing was dressed to fit
exactly the curved part of the arches, which were then bedded
upon it, and bolted to the maio beams composing it. On the
Ile des Cygnes
' "

MOVING SPANS ON STAGES
was stopped, in order to verify its uniformity, rate, and
direct ion. Marks or stops had been previously placed on the
platforms to fa-cilitate the accuracy of t hese observations.
There were thirty stoppages in all, corresponding to the
distance of the same number of metres which separated the
new site from the old. The whole operation occupied four
hours, and after the usual official testing, which was satis-
factorily carried out, this portion of the structure, uniting
the quay of Passy with t he "Ile des Cygnes" was opened to
t he public.
.
'

Co
01 \
. -



I
I
- -
. -.- ..
I
-- - ---- - -

a tonnage of 280. A vertical timber scaffolding, strongly
braced t ransversely and diagonally, was erected upon each of
the lighters, and the upper part adjusted to fit the arch, in a
manner very similar to that already described. The scaflold-
ing extended down to the bottom of t he boats, so as to dis-
t ribute the loading over a large surface, and impart stiffness
and stability to t he whole mass. These arrangements com-
pleted, t he lighters, ballasted with sand, were brought into
position on each side of the pier next to t he lie des Cygnes-
Figs. 3 and 4-for that was the part first t aken in hand.

Gr enellc

. " .
- - 122. 0 - - - - -- - - -
- ()7 0 -
-- - -
--- A' t
92 .' 0. --
A
112 0
- -
82 0 -.
-
-

T
.
..

\ T


/" ...

I

.
'
\
\
\
\
/' .....





I o






I .
-
--
---- ...
_..._ - ---
-.- .
. - --- --- .......--- - ---- - - ..
rP
p
------
--- - --- --- -....
---- -
-- --- ---
other hand, t he lower part was framed horizontally to corre-
spond accurately with the secti on of the platforms. In
addition to the four stagings and platforms erected in the
river, marked P in the plan, two double and two singlc-
1\g. 2-tho temporary timber piers and abutments are also
shown, nod t he new position of t ho bridge ia indicated by the
dot ted lines.
All things being in readiness, the work of transportation
commenced by lifti ng t his part of tho structure by means. of
jacks to a height of !:lin., which allowed of the introductton
of rollers between the platforms and the under side of the
'
..
.
. .. '
. . .
. .
. .


\ (I)







\












\
I

\

' \













0)
' ...
. -.
T l


I
I
I
I
'
.
- - ---- ----.- -- -

I
I
' I
. - - - . -- \;- -
I
I
C)
'
\
.
-- -- ---"'"'"'-'
-- ---


------------ ------# -- --- ---- - -- --r---

I
I
I
A.\.
c

. .,
I
' I
j ,. .\
MOVING SPANS ON
-
The met hod adopted for transporti ng the other part of the
bCJdge spanning the smaller arm of the Seine to its new site
was altogether di fferent f!om. that just described: I n .this
part of the river _the navJgatton was of compa!at1vely
importance, and might be stopped for the short hme necessary
without creating any inconvenience. Instead of fixed river
st.J.glng, boats were employed, which materially lessened the
duration of t he whole process. Over the small arm of the
river the t otal length of that par , of t he bridge is 207H.,
is of the same type as the other, which is t hat of equilibrat1:1d
arches with open web panels. At tho crown of both of the
\
\ \
Wedges were t hen placed under the ironwork of the arch,
which was fastened down to the scafloldiog by pins passed
through tho rivet holes, which prevented all longitudin.Ll
slippi ng between the load and its supports. After tho dis-
engagement of the central articulation, half of the work was
ready for transit, and it remained to raise it by unloading
some of the ballast in the lighters.
As in the previous example, temporary timber supports
C C-Fig. 4-h&d been prepared for t he bridge, t o which it
wa> brought bUowa :-A windlass T T was fi xed in the
bows and stern of each lighter. The former hauled upon a


568
rope attached to au anchor A in the plan, and t he latter
acted as a brake, and was fastened to another anchor A'.
Other cables were employed, fixed transversely to the river to
keep the boats in the proper direct ion, and to stop in
of an anchor getting adrift,. Half a u hour sufficed for
the voyage, was safely accompli shed, and a repetition
of the operattong placed the entire bridge in its new position.
AIR LIFT PUMP3.
T1n ... air or P ohU: pump is attracting a good deal of
a t tention JUSt uow. The Berg und Hllllenmlilmischen
Xeitung, J ahrgang 1900, No. 11, contains a special article on
'' The Application of Compressed Air t o the Raising of
Water," by L. Darapsky. A large portion of the arti cle is
devoted to the consideration of the claims of rival patentees
and de-cisions in the German law courts with which we are
not concerned. We reproduce here extracts from Herr
Darapsky's paper, which will be found to supply a good deal
information concerning the hiRtory and progress of the air
system. \ Ye find it impossible, in making the transla-
to get nd of tho somewhat lumbering style of the
ong10al.
inventions seldom lend themselves to pro-
by patent. If their principle may be traced to Nature,
the_1r very generality prevents the clear outlining of a claim
''h1ch refers clearly to certain methods of improvement
of a definite nature. As, however, the latter only can be
patented as far as they are technically worth anything, it is
seldom indeed that real original ideas adapt themsel ves to
Even their m st tempting realisations become soon out.
stnpped, and more oft! n and more easily circumvented. Such
so-ca lled inventions are so much the more likely to end in
smoke as soon as a comparati vely little explored domain recei vcs
closer attention. Most of the modifications which lea1 in
the same direction look, from a distance, so much alike that
the o?e.can scarcely be distinguished from the other. Then,
1t ts not so much the original idea which proves the
but the more less lucky fotmula and stipula-
tiOns wh1cb, far beyond tbe1r meaning, become in the bands
of an expert either a weapon or a scarecrow. A glance at the
?resent_ position of inventions for raising li9.uids, and water
10 by means of compressed au, confirms this
In this article we will only deal with such
machmery, by means of whi ch water may be raised, without
any but simply by compressed air, and such
through its lifting power, without the assistance
of v1satergo. An example of this may be found in the beads
wb1ch detach themselves at the bottom of a glass of cham-
pagne, but, as in this case apparently no work is done, a
better example would be the raising of water in the discharge
t ube of a gasogene, under the influence of rising gas bubbleP.
The acti on is here, according to its nature, really different
---
-
--
--
-
--
- -
--
-
--
--
--
--
-
-
---
----
Fig. 1.
. -
__ }---l
I
- -
--..._-J--
- -----
- - -----
Fig. 2.
!rom that which is exercised by the a ir, by means of its
pressure or its velocity, or, when the two are combined, by its
force.
The latter came to tho front through the jet pumps-
injectors, ejectors, also briefly called elevators-which in the
two decade_s have been brought t o extrao1 dinary
perfection. It 1s merely by overpressure that the air-
works i n j uice lifts-montej us-for acids, &:c. , and also in
syphons and in the drawing of beer- wi t h carbonic acid ;
compressed air lifts have even been applied to bose-pipes,
e <tinguishers, and feed pumps. The pulsometer is worked
io a similar way by st eam.
However, contrivances which are controlled by pressure or
impact- usually intermiUent- will not be discussed here,
a od we will simply, confi ne ouraelves to the practicall y
effect of an air current, wb1ch, instead of entering the
water from the t op, as in the case of all the before-
mentioned pressure , apparata, enters from the bottom,
and draws the material upward solely by reason of its
expansion and its veloci ty, which increases during the
ascent.
Perha ps it may not be superfluous to explain clParly the
principle on whi ch its act ion is based. Supposing that a
pipe, which is open at both ends, is placed vertically in a vessel
of water, then it will be found that the water level is the
same ooth inside and outside. However, as soon as an air
bubble enters the bottom of the pipe-see Fig. 1-a differ-
ence will be noticed. First the bubble will rise through its
own buoyancy; at t he t ime, in proportion as it rises,
its volume augments, and it will even occasiC'tMlly break
up into other bubbles. F rom the sphere 1 emanates a
somewhat elongated form 2, and up the spindle
3 is formed.
A'i long as the bubble remains isolatei and does not
entirely fill the pipe no further change will be seen in the
water level, except, at the most , an occasional oscillation.
O.a the other hand, when the bubble occupies the full width
of the pipe-see F ig. 2-and when it is large enough to reach
t he walls in t he second and third state it will push the water
it like a layer, and will raise the isolated parts of the
water column more or less in accordance with the speed
acquired in the course of the ascent . Thus , all tha is re-
quired is to admit the a ir constantly at the bottom, and to
a llow the water, which is being pressed upward, to diECharge
THE ENGINEER
regularly, and the compressed air pump- see Fig. 8-is
formed. Accordi ng t o the laws of communicating pipes, the
aggregate weight of the water and air strata inside the pipes
is equal t o the pressure of the water which is sup-
poEed to be unchanged. The level in the pipe is therefore
obviously so much h igher the more air there is injected.
As a resul t of i ts expansion during the ascent, it will work
with accelerating action on the water column, whi ch it raises,
and at the same time it will cause a suction on the water
that follow!! it. The initial tension of the air abould be
sufficient to counterbalance the pressure for the actual depth
of the water at the injection point. A start ing velocity is
not required. The upward impact t3kes care of the rest, and
becomes only practi cally affected by loss through friction,
surface t ension, and eddy formation. One feels inclined to
define such a contrivance as a mi xed air lift, in contra-
distinction t o the above-mentioned compressed air lift. In
fact , this distinc tion is made in many descript ions, but it is
nevertheless bardJy to be recommended-first, because, in
the case of proper injectors, air, water, and steam may also
be thoroughly mixed secondly, because the mixi ng
of air and water by the method under discussion should be
stri ctly avoided, because the upward pressure develops more
energetically the more the air pursues its course, in layers or
masses, free from intern!l.l divi sions. It would be more to
the point to make a clear distincti on between lift, or emersion,
pumps and compressed air lifts, as the rai sing power of the
ai r, together with its inherent expansion here, only becomes
realised.
To define the present position of the technical applicati on
oft. his principle is the task which we now take in hand. This is
necessary, because very commonly the erroneous idea is
entertaioed that the so-called mammoth pump is a special
invention, and that in it a monopoly of the benefits of the
system has been established . That water can be discharged
steadily at a considerable height by the simple means of
mixture or injection of air can be observed in Nature, in the
case of geysers, petroleum springs, carbonic acid pumps, and
hot water springs, but remained for a long time unnoticed.
Il is quite true that as far back as 1797 the Freiberger Sur-
veyor of Mines, Carl Emanuel Loscber, described an aerostatic
engine to raise water some 100 yards. But his experime1;1t
did not meet with immediate recognition.
1
It was not until half a century later that the same idea was
carried out in the oilfields, obviously in a com-
Water
- - - -
-
Fig. 3.
pletely independent manner, brought a bout by the rai sing
power of natural gases on the petroleum.
In the United States this question bas also greatly come
to the front since the beginning of 1890, partly in connection
with the preference shown for the various applications for
which compressed air can be profi tably used, either on a
large or a small scale.
Only since then bas this method found i ts way back
to F rance and Germany. As late aa 1885 a man of such
original ideas ab Werner Siemens found reason t o com-
plain of the want of comprehension when be drained a
strata of brown coal , uear Berli n, in the mauner descri bed ,
be erected another C?ntrivance in his factory,
wh1ch discharged as much as 700 htres of water per
However, it bad been al ready suggested, in 1876, in


to increase the of two deep
sprmgs by means of compressed a1r, as m the American
petrolAum springs. Both borings, of 150 mm. and 360 mm.
interna l diameter, and m. and 270 m. depth respectively
wero able, by means of suction pumpa, t o supply barely lOS
cubic metres daily, whilst the expense was estimated at
M. 480,000. Nothing came of this but a di scussion of
"Preisswerk's scheme," when a great deal of thought was
brought t o bear upon the possibility as to whether, on the
whole, there would be an increased volume of water when
this, by the additi on of ai r, became specifically lighter and
whether, if so, the filtration would not suffer by it.4 E ven
the idea propounded by .M. E . Bourgeois and P. Doudart,6 in
1882, to assist the raising of fl uids by admitting air into the
discharge pipe, did not meet with approval. In this case
valves were, of course, not entirely indispensable.
The most essential pa rt of the system is, however, the
absence of all valves, pistons, and other similar movable
parts. The a ir enters the water through a pipe a certain
depth, and as i t freely ri ses, leads the water upward through
a second pit e. So much for the exterior arrangement, which
is made clear by means of tbe sketch- Fig. 3. Not quite so
apparent is the method o( working. Many people think that
the upward motion should yield more abundantly the cmaller
the di vision of the air in the rising water column, and the
more pcrfe, t ty the lat ter is permeated with small bubblee.
That the more intimate the mixture is the smaller the
immersion depth may become is a n opinion which was lately
expressed in one of our periodicals . Various patented
arraogements have undertaken the task of making the mix-
ing as perfect as possible,
6
or to produce, by means of special
mixture boles, an ej ecting action.i The same conception is
Gerlach lo Ztl!ch. d. Ver. deutecb I n g." 1885 a. 811.
"Verb. d. Vcr z. Forde.ung d Gower 1885, 8 SO.
D<'utl.chc Rauzel t uug," l8o 6, s. 88.
"Dcutl!cbo Dauzoltung, " 1876, 8. 274.
D. R. P. , KJ. 60, No. 20,264.
tJ Pou !Beck, D. R. P. , No. 108,ii 15.
Ernat Nilbc 1.1. R. P., No. 06,3!11.
DEC. 11, 1903
a lso tho basis of the well-known Austrian patent of Gottlieb
Hess, 4,312,457 (1893). That by such difJusi on the loss of
friction will be found to be smaller than in large
bubbles was already shown by Siemens' e:rperiment."
The weight of the mixture in the d ischarge pipe,
borne by the outer water column, decreases, of conrse, with
the quanti ty of air and so favours the height of ascent. Tbe
aggregate weight, however, remains the same, whether the air
divides the water columns into small particles or into separate
layers. That by means of the latter alone a good
action can be secured is, however, one d the fundamental
facts in connection with the proper use of the pump which
may be easily proved.
A great deal of doubt still remains as to the conditions
re<Juired to attai n the highest efficiency. Individual
po10ts have been cleared up step by step, as may be
gathered from the numerous American patent speci-
fications. The foundation of all t he various modifh: ations of
air injection and water admission which binges on this singlo
problem in most claims is certainly n:>t always free from
objections. 'J'hus, it was pointed out as early as 1865, by
Robert :M:cGrath-American patent 47,654--tbat if one
wanted t o use the well pi pe for discharging purposes it would
be. necessary to place alongside of it an air pipe, and to give
tb1s "at the bottom a circular form in t he well pipe, but,
however, not so thick that it could interfere with the rising
of the oil in the well pipe. " The ai r would then flow
through _the annular pipe, which was to be provided
With numerous httle boles, and would raise the oil with it .
Abel :Srear--Americlln patent 47,793-described in the same
year- 1865-as an ejector a of bi3 in wb' ch an
air pipe encased the rising pipe like a mantle, and was bent
in the form of a book at the bottom, in order to discharge
while liquid was admitted aonularly. Joseph
P. Frtzeli- Amencan patent 233,499-returned, in 1880, t o
McGrath's contrivance, but gave to the annular air orifice at
the bottom an hour-glass section, the upper part being per-
fo_rated, and j oined t o the rising main. The lower part
wtdened out somewhat, and was intended to facilitate the
flow of the water. air I?ipe itself lay free in t he spring,
detached from the n s10g ma1o. Samuel S. F ertig also, in
1884, attached great importance to the circular or annular
supply of the air, and be did not hesitate, at the same time,
t o make the rising main narrower-American patent 309,214.
The most important improvement, however, was un-
do!Jbtedly that of. Julius G: Pohle- American patent 487,639
- m 1892, accordmg to which, as a result af the action of the
air in driving the water up, the rising main creates a suction
at the same time. It is stated t herein :-" I have dis-
covered that when air of adequate pressure, in sufficient
i J
JJ
t
Fig. 4.
Fig. 5.
yolume, the of a rising ruain discharge pipe,
10 water, whilst the top of t hi s pipe projects
JU_st so above _the water-level t hat the compressed air
wtll force 1ts supenmposed water column up as an undivided
mass, and that, of course, at the same pressul'e which is due
to the of water outside, alternate layers of air and
water beg10 to be. formed. Tb_ese regular layers of ai r
the water mcrease betgbt of the aggregate water
au C?lumn, and _thus fa.cil1tate discharge at the top,
"b1ch wttbout the 10troduction of au layers would have
been impossi ble."
then a sketch and precise dimensions of those
,anous au and water bl ocks, the former of which , acc:>rdins
to the of hydrostati cs, become more elongated when
they are h1gher up the t ube. For the admission of the air
whi ch enters through a peculiarly bent pipe, the openi ng of
the rising main, be says, will have t o be enlarged, " not only
to compensate for the cross section taken up by the a ir pipe
but also t o ensure the formation of sufficiently large bubbles fo;
the formation of air cushions ." By means of the definition
given above, the compressed air lift bas grown from an
" ejector " into a l'imple elevator .'' As will be seen the
only similarity remains with 'be injector is in
the case of a rap1d au current, its energy can also assist
hence the air supply will follow t he direction of motion of
_water. On the band, the air-lift pump i s in so far
similar to the bydrauhc ram and pulsometer t hat in both
the air acts directl y upon the water.
F o_r all that, the uifference between the three systems
unmtstakeable. Unfortunately, the inventor died pre-
maturel y, and al so hi s collaborator, Alexander E. Schnee
but the P obl6 ai r lift pump gave the key t o the principle'
which was for the first time clearly understood. '
More than half a dozen designs were patented by Grum-
bacber a t the end of 1894 and beginning of 1895 to exhaus t
different possibilities. Naturally, the struggle for improvement
turne_d towards a series considerat1ons, which certainly all in
almost w1thout proof- were considered to be
of tmportance, at l east, without further invest igation by
the patent officials, were regarded as such ; considerations
however, which are of little importance for the purpose of
closer int? proper precedents. Among tbem may
be classified the diV1Ston of compressed air in water by means
of _special _hol:s-George J. Kennedy, Xo. 568,445, 1896
- 1n contrac! tstmct10n to Pohle's rule," that the air should
freely escape, either in masses or as a whole, to prevent the
formation of separate air bubbles ." Further, the a rrange-
ment of sundry air admitters, the one upon another-J. E.
Bacon, No. 542,622, 1895-and the opening and closing
and also the interchanging between them-J. E. Bacon'
No. 542,G20, 1895; and Silas \V. Titus' patent, No. 566 102'
189G. The latter patent was turned to good account by
the Engineering Company, of New York. The
well p1pe 1s al so often used as a r ising main, which is a
rather doubtful proceeding from a practical point of view.
Ulnglcr 'e Polyt. J ouro., " No. 256, a. 284,

DEc. 11, 1903
THE ENGINEER
56'9

F I V E -TON S TE A M W A G ON
;\IESSRS. JA;\I K'> AXD FREOER1CK HOWARD; BEDFORD, ENGINEERS
For it happened that a pipe which was alternatel y
with air and water, after three months showed a decrease m
weight due to oxidisation of from 5 08 kilogrammes to
8 74 kilogrammes.
The supply of the liquids which have t o be raised, and the
manner of their conveyance, which undoubtedly influence
the desired useful ellect, were almost entirely neglected ;
indeed, these considerations have often been completely
set aside by tho inventors.
Mathematical proofs are generally altogether wanting. In
France the development took a different shape. For the
raising of sulphuric acids a similar contrivance to tha.t of
Siemens was used by Laurent in 1885 ,, which he called an
"emulsor." ButCh. Laurent soon preferred again direct-
pressure apparata for this object, as made by Kestner, of
Lil!e. Lam beaux
1
'' used suction, obtained by the con-
densation of steam, as was done later in England in 1892 by
G. W. A. Kahlbaum-English patent 7240-and J.
English patent For a totally di fferent application
compressed air was made usc of in a thoroughly
manner by Henry Jandin, of Lyons, who, at the ExbtbttJOn
for Public Works, in Paris, in 1885 to 1886, exhibited a com-
prossed air dredger and mortar hopper, which had.already
done good service in the construction of t he foundations for
the piers of a bridge across the Guadalquhir, ne!l'r Palma del
Rio 1
1
In it the compressed air was used m a branch
pipe to break up the bed of the while the
ing up of the material was the atm of the
tion. The main p , int, according the 1s
that the apparatus consists of a large uon p1pe A, to
the dredging material, and a smaller pipe B, through whtcb
the compressed air is conducted t o an annular <?
which encircles the bottom end of pipe A, from whtch 1t
passes through the slit D into the pipe A- see Fig. 4. This
contrivance is distinguished from Giffard's injector a nd
analogous sand. pumps-according to the reporter, :1\l.

the fact that in the latter the discharge

pi pe becomes narrower at the admission end, not
the case with Jandin's. The slit D, moreover, 1s adJust-
able, or composed of numerous little holes. The air supply,
however, always follows the direction of the discharge, from
the bottom t o the top J.J. This dredging was t.ried
at Saumur, on the Loire, in a sandy bed, and m Havre m a
muddy bed, at a depth of 4 m. and 9 m. respectively.
At Lyons u, during the building of a bridge, a piece of
chain, weighing 50 kilos., was in this manner bro?ght up.
A dredging machine, intended for the harbour of l..ileaborg,
in Finland, was at that time at work on the river Saone, and
this machine conveyed the dredged material, .by means ?f
compressed air, to a distance of 350 m. T:hlS pneumat.tc
dredging did not meet with much approbat10n at first 1n
Germany. Following the example of Hoech, preference
was given to rotary pumps. I
o" Bulletin do Ia Soc!(: tO d'Eocouragement," 1885, Bd. 12, s. &47 ;
"Dingler's Polytcchn. Journal," No. 264, e. 268.
' Bulletin " ' 650.
11 "Annates' des TnWoLIIX Puhllcll," 1886. s. 15S7 and 1609 ; "Central
blatt der BmJVorwal tung," 1887, e. 195 ; "J)cut8che Bauzcltuog, " 1887,
e. 78.
12 '' Deutsche 1887, a. 78.
13 " An.nalce doe Ponto et ChaWI86ed, " 18&!, 3. 1034.
14 " Le Oeole ClvU," 1888, " Gil.
16 " Dcntoho Dau11elt mg, " l 883, " 400.

The application of compressed ai r for shaft sinking after
the method of Jandin has certainly proved to be valuable.
Whilsr. in America, as early as 1895, it pointed out by
the Sanitary Plumber that it was well known that water
could be raised to any desi red height without the of
moving parts in the well, it is to the credit of the. engme
works of A. Borsig, of Berlin, that with their financ1al. sup-
port the raisi ng of water by means of compressed au has
come into prominence in Germany.
Of the various patents which Grumbacher interested
himself in, we will only mention here the one taken out by
Paul November 2nd, 1895, No. 89,417, as the others
are only definite applications of the same. principles. This
particular arrangement became of some Importance by .the
fact that Borsig entrusted Professor J osse, of the.
{.; niversity in Charlot ten burg, with the proof of 1ts super.!
ority over the so-called well pipe pump. The of th1s
test are published in the ''Journal " of the Inst1tute of
German Engineers, xlii., 1898. . . .
Professor Josse attributes the bupenonty of the Borstg
bottom piece, as compared with the air pipe, which is bent
into the rising maio, to the of air around who.le
circumference, by means of wh1ch the water contamed 1n
the ascent pipe becomes permeated with air bubbles. The
real reason for the lesser efficiency of the bent air pipe is the
contraction of the water entrance, and the thereby increased
fr iction. Pohll- knew how t o prevent this by widening the
bottom of the ascent pipe.
A comparison between Borsig's foot-piece-Fig. 5-and
Jandin's " dredgerhead " shows perfect agreement, but. for
the direction of the air supply, which in Jandin's
with the rising current, but in Borsig's is admitt.d 10 the
opposite directi on.
THE AUTOMOBILE CLUB'S RELIABILITY
TRIALS.
THE GJmmittee of the Automobile Glob, on tbe recommendation
received from tbe Judges' Committee, made their awards in con-
nection with the trials wbicb took place in last. Medals
have not been awarded unless recommeodatiollll have been made
that the vehicles are worthy to receive them. Tbe awards have
been made by adding together the marks gained by each car for :-
(a) reliability (Rule 39); (")cleaning, replenishing, &c. (Rule 42);
(r) bill climbing (Rule 45); (c/) condition after trial (Rille 56);
brakes (Rule 4i) ; (/) steering (Rule 49); (g) abeence of noise
(Hule 54); (/) absence of vibration (Rule 54) (i) absence of vapour
or smoke (Hule 5-I); (1-)absence of dust raising (Rlle 54); (I) speed
on track (Rule 51) ; (u1) re-stArting on bill (Rule 5:3); (n) 6msb and
appearance (Rule 54); (o) general cleanliness of motor and gear
(Rule Ml; (p) fuel consumption (Rule 50); (q) accuracy of horse-
power (Rule .JS) ; (r) cboapness ( Rule 52).
SP.CTJON I.
Class Al. -Taodems and quadricycles above 170 lb. weight, and
below 160 in price: Jo'irat prize, silver medal, No. 1, tbe Century
Company's 6 b. p. Tandem.
Class A.- Vehicles declared at a selling_price of 200 or loss :
I<'irst prize, gold medal, No. 21, J arrott and Letts' 6 b. p. Old<!
mobile.
Clat11 'B.-\' ehioles declared at a selling price of 200 to 300 :
J;' irdt pri113
1
gold medal, No. 39, the Motor Manufacturing Com
pany's 8 b.p. 1\LM.C. ; second J?rizo, silver medal, No. 21, tbo
Swift Moto Company's 6 b.p. Swift. . . . .
Class C'.-Yebicles declared at a selhog pnce of 300 to 400
Fi rst prize, gold medal, No. 41, S. F. Edge, Limired, 10 b.p.
Gladiator; second prize, No. Oacar Thomp3on, Esq, n b.p.
Woleeley.
Clats D.- Vebicles declared at a selling price of 400 to 550,:
First pri?.e, gold medal, No. 92, New OrleaOB Motor Compao.y s
12 b. p. New Orleans : 11econd prize, silver medal, No. 91, De Don
Bouton's 12 b.p. ])a Uion.
Class E.-Vehicle declared at a selling price of 550
First prize gold medal, No. 105, Speedwell Motor and Engmeen ng
Company'; 10 b. p gold medal, No. 114,
Capt. B. H. P. Deasy s 14 b.p . .Mart101.
Gass F.-Yebicle8 declared 11 t a eelling price of 700 to 900:
J;'irst pri?.e, gold medal, No. 130, Cllpt. H. H. P. Deasy's 16 h. p.
Rocbor.-Scbnoider; 11ecood prize, silver medal, No. 133, the Motor
Manufacturio11 Company's 20 b. p. !11. M. C.
ClaS!I G.-Yebiclcs declared at a sslliog prico of over 900.
First pri1.0e, gold medal, No. 137, the Daimler C:Jmpany's 22 b.b.p.
Daiwler.
SEc no:s 11.
( I ) Gold medal, Clarkson's Limited, combined eogioe, differential
gear, pump:!, &c., complete. (2) (3), &ilver
Clarkson's Limited, oil burner and bo1ler feed dev1ce. ( 4) l':i 1lver
medal Albion Car c .,mpany, magneto ignition. 8 S1lver
medal: New Orleaoa Motor Co1r Company, box. (l4) :liJver
medal, Hozter Engineering Company, gear box. .
Of tbe tbree special gold medals to be allotted by t he Judges
under ltule 36 t o vehicles which they may consider to
specially meritorious features, a .gold medal was. awarded to tho
Daimler Motor Company for tbe1r 22 b.b. p. om01bus fot general
excellence, and silver medals were awarded to John
Marston Limited, for the cbaio c JSe on thei r 12 h p. Suooeam Car
No. 65, to Messrs. Eaart-Hatl Limited, for their 15 b.p. C.G.V.
Car No. 127 for its d ustlessness.
An additional special silver medal was awarded to tbe Wbito
Steam Car Company. for tbeir 10 b.p. White Steam Car No. 116,
for its small water consumption.
1t must be uoderstoo 1 that the medals awarded in Section IL eJ.
ltlf. are purely for the points specificall y named and not in any
way for reliability.
Tbe j Jdges have considered the of making. a
detailed report on the tnals, but they are of opJOIOO that the JO
elastic 11ystem of marking adopted, whereby each point laid down
in tbe R:Jles bas to be dealt w1tb, with a view to marking for that
particular point alone, renders imp 1ssible the exerc.se of any judg-
ment on \be general merits of the various cars apart from the points
actually marked.
IN Canada., o.s in the t: nited there has been o.o
extraordinary increase, in the past three or four year<', in the pro
ductioo of cement. 1 here bas also been a great growth in tbo
varionlS W!es to wbicb this material is applied ; but attention is now
being called to the possibilities of an over-production. In 1902
there were eight companies in aoive operation, witb a total our put
of 620,COO b:1rrels, wbi le the importatiooa for tbat ye \r were
460,000 barrels, making a total of 1,080,000 b . .urele.
At the preseut time, says tbe Jtnginaring and Mining J ourJICII,
there ard under construction five new plants, witb a total pro-
jected capacity of 5600 barrels per day, wbi l" six other companies
bavo beun incorporated, and propose to begin constructing
planta wbiob will bave a capacity of 4700 barrels per day. This,
added to the output of tbe going concerns, would wake u.o aggre-
gate production of about 3,900,000 barrels per year, wbicb would
be fnr in of all possib'e requirements.
5io
THE EN GINEER
DEc. 11, 1903
FIF TY -FOUR I NCH PL AN I NG MACH I N E
strength and stiffness. This machine will plane a. surface
5-lin. wide by 54in. high, and bas a speed of reverse of
90ft. per minute. .
l>ARLING AND SELLERS, LI MITED, KEIGHLEY,
Three small illustrations on this page show ma{lhwes
made by .J. Butler and Co., of Halifax. A prominent
feature about these machines is the inclusion of the
countershaft in the design. A glance at Fig. 1, which
illustrates a planer of moderate dimemions made by this
firm will show at once how this is accomplished. The
standards are carried out into brackets, which r,upport a.
frame carrying the countershaft in bear-
ings. The machines are thus self-contamed. Thee_e
makers believe in high belt speed, and hence their
pulleys may be made ligh_t and narrow, the latter
having some advantage w the matter of reversmg.
The design of planer is certajnJy compa_ct. All the
gearing is stowed away comfortably m the bed,
as shown in Fig. 2. It will be observed that none
of the bearings form an integral part of the bed ;
they are all included in special flanges or
which are bolted in place, and can be removed bodtly when
necessary. Th!=llarge size of the d:Lving pinion will b_e
noticed; modern high-speed cuttmg demands that It
should be large, so that it may mesh well with the ra{lk.
The construction of the feed motion and striking gear
is obvious ; the amount of feed is varied by moving the
pin in the slotted disc. The tool-boxes can be revolved
REC1PROCATING MACHINE TOOLS.
WE devote this week a special Supplement to the
consideration of reciprocating machine tools. The space
is limited, and it has not been possible to include aJl the
machines about which we bad collected particulars.
Hence the Hlustrations and descriptions which are now
given. Oae of these shows a 54in. planing machine
\

Fit. 2 PLANER GEARING
right round so that straight tools may be used in a.
hori zontal position. The table and bed are of ordinary
construction.
A shaping machine made by this firm is illustrated by
Fig. 3. It presents no exceptional features, but is a
compact and stiff design. The headstock is traversed
along the bed either by power for the feed or by the
hand wheel mounted on it ; and the tables may be
moved along the bed in the usual way. The slotted link
is a.t the back of the machine. The self-acting traverse
of the headstock is obtained by means of a slot plate
formed in the face of the large driving wheel with lever
and pawl to a nut on a large fixed screw in the centre of
the bed.
Amongst the makers of large machines the name of
Shanks IS well known. This firm is one of the several
Scotch makers of high class tools who have works in
Johnstone. Their work is principally of the largest class,
and since small of large machines are apt to
be misleading, we can only find space to illustrate two of
made by Darling and Sellece, of which a gencr ... l account their designs. That is the penalty of greatness. One of
will be found on pages xiv. and xv. of the tl upplement, these, illustrated on page 571, is a general purpose
where a drawing of the feed gear is also given. The planer, motor driven. It is typical of the largest machine
drive of this machine may be either parallel to the bed, made, 20ft. by 12ft. , but it covers a. surface of only 18ft.
as in the planer illustrated, or at right angles to the bed. by 7t ft. The weight is 45 tons. It has two tools on the
In the picture above, the shape of the standards, to cross-slide and one on each of the standards. There is
which reference has been made elsewhere, is well a point worth noticing about the tool-boxes, or tool-
brought out. The cross stay at the top is of exceptional plates as the m!l.kers call them, of this as of other
Fi g. 1-- BUTLER'S f'l ANING MACHINE
Fig. 3- BUTLER' S SHAPING MACHINE

DF.c. 11, 1908
THE ENGINEEn. 57l
PLA N ER WIT H E L E C T R I C DRIVE
SHANKS AXD CO. , X.B., ENOJN8ERS
I
,-----------------------------------------------------------------------------------------------------------,

machines built by Shanks. This is their extra width,
the intention being that each box shall carry two tools,
so that there may be four tools surfacing at one time.
We might digress here to discuss the value of
several tools in the planer. Por some reason the multiple
t ool bas far less popularity in this country than abroad,
particularly in America, where multiple tool-boxes of the
Armstrong type are frequently used. The reason is more
difficult to understand than the objection to double
cutting, for whilst the latter requires a. special planer,
running at the same speed both ways, the former may
be used on any machine, and generally, we believe, with
very good results. In this country it is usual to take as
large a cut as poss1ble with one tool, and in view of
recent experiments with the lathe, there is probably an
economy in doing so ; but many cases present themselves
where the metal is too dense to permit of a. full cut with
a. s ingle tool, and then a multiple tool may be used with
ad vantage, the leading tool being set a little shallower
than each succeeding tool. This is frequently done in
armour plate planing. Whether the gang tool-
box, ha. viag five or six tools, is better than using
two tools firmly held, as in these machines of
Shanks', is open to debate, aud our own feelings
are in favour of the present method, since it
appears to afford a much better support and to bold
the tool more firmly, and has the further advantage
that in place of the compara.ti vely small cutters used in
an Armstrong holdEr, tools of the normal section may
be employed.
Another point to be noticed about the machine illus-
trated is the shape of the vees. In our supplement we
have discussed this matter pretty fully. The section
used by Shanks is half-way to the flat bed. Whether,
having got so far, it might not be as well to go the whole
way is a debatable point. The self-adjustment is the
only point in which this bed is superior to the flat bed.
The table is driven by a. double rack with the teeth
staggered. It has two speeds of forward travel, with a
constant reverse; the belt speed is sufficiently high to
admit of very heavy cutting, and the cross slide is ll'ade
of ample strength for the same reason. The side
boxes fit on slides of the same width as the cross slide.
The arrangement of the drive may be noticed; it is
very neat, and is entirely self contained. It is made
under Mr. Barrow'e patent, and is so designed that one
crew gear tigbtPns both belts.
The makers build a machine something like thiP,
especially designed for planing armour plate!!. Side
boxes are not used, but four arc mounted on the cross
slide. These are exceptional powerful machines, and
have two purchares of cut for dealing with soft or bard
The driving abaft is of largG diameter, and the
cross slide bas been made very heavy and stiff. The
t able is made in two parts, bolted fi rmly together, each
half having its own double cast rack.
I
It is not necessary to say that there are full automatic
arrangements !or handling both these machines. It i::1
SHANKS' SL.OlTI NQ MACHINii

572 THE ENGINEER
DOUBLE-CYLINDER WINDING E NG INES
E. R. AXD F. TURNER, IPSWICH, ENGINEERS
I
worth as showing the solidity of the de3ign,
that the armour-plate planer to deal with a length of
20ft. by lOt ft. weighs no less than 102 tons.
We have selected one of Shanks' slotting machines
as an example of what is done on the large scale in
this way. The subject of the illustration on page 571.
has a stroke of 24in., 4in. less than that of the largest
machine made by this firm, but still that of a. very
large machine.
In view of the high duties that are now-a-days expected
from machines, the makers have improved on their
earlier designs in several ways. For example, the table
is larger, it is better supported, the power of the gearing
has been increased, and the self-acting details have
received attention. I n the machine illustrated there are
double screws to the slide bed. The ram, which projects
but slightly so t hat t he support may be good, is driven
by two-purchase gearing through elliptical machine-cut
gear giving a. return of two to one. Cam feed has been
up and repl aced by elliptic quick and slow acting
variable feed. The illustration shows quite clearly the
principal constructional features of t he machine.

THE SMITHFIELD SHOW.
THE one hundred and fifth annual show of the Smith-
field Club was opened at t he Agricultural Hall , I slington,
on Monday, and will close to-day-Friday. Unlike the
entries of live stock, which are more numerous than have
been received for several years, the implement section
bears a very close resemblance to its predecessors, and we
have again t o record a dearth of new implements. The
most pronounced feature of the implement exhibition is
the tendency of builders of road locomotives to produce
light engines whose operations will come within the
scope of the Light Locomotives Act. That there is a.
demand for such engines can be seen almost every day,
for many are now in regular use in and around London,
market gardeners, farmers, and furniture dealers having
already t aken up t he mechanical system of haulage.
With the raising of the tare limit under the Light
Locomotives Act, which it is hoped will shortly take
place, we may look forward with confidence to a. further
extension in this direction. Amongst the firms who
exhibit road engines of the kind referred to are Messrs.
W. Tasker and Sons, Limited, Andover. This firm shows
t wo " Little Giant " motors weighing under three t ons,
one with a compound engine, and another locomotive of
the same type, but weighing about four t ons, the engine
of which is capable of developing 30 brake horse-power.
Thts machine has a cylinder 6in. diameter by 9in. stroke,
and the boiler, of increased size, is constructed to work
at 150 lb. pressure. Messrs. Wallis and Steevens, of
Ba.singstoke, also exhibit a small engine which comes
under the above
Messrs. J. and F. Howard, of Bedford, exhibit for the
first time a steam motor to carry five t ons, which
possesses one or two distinctive features. As will be
seen from the illustration on this page, the boiler is of
the vertical type. It is constructed to withstand a
working pressure of 200 lb., and contains a number of
coiled steel water tubes. n is designed to burn solid
fuel, which is inserted through a. sliding door in the
chimney. The engine is of the horizontal compound
type, the cylinders being 4in. and 7in. diameter and 5in.
stroke. The reversing gear is of the link motion type,
and the whole of the engine and motion is enclotsed and
runs in an oil chamber. A special by-pass valve is
fitted to the engine to allow high-pressure steam to be
admitted to the low-pressure cyhnder, to give additional
power when starting, and in case of emergency. This is
operated by the driver from the seat. Another steam
valve operated by the dri ver's foot enables the engine to
be kept under easy control for stopping and starting.
Power is transmitted from the crank shaft to the counter-
shaft by means of cut steel gearing allowing of two speeds.
The countersha.ft also carries the di fferential gear, and
motion is transmitted to the road wheels in the usual
manner by strong chains. The changing of the gears is
effected in a. simple manner by the driver upon t he
ground, and the differential gear can be locked so as t o
cause the road wheels to revolve together when desired.
The wagon measures over all 17ft. 3in. by 6ft. lOin., and
the platform is 11ft. 6in. by 6ft. The frame is of channel
steel, with bra{les of similar section and material, and the
whole is riveted hydraulically. The road wheels are of
tradion engfne type, the rear wheels being 3ft. 6in. in
diameter, by 9in. wide, and the steering wheels 3ft
diameter by 5in. wide. The water tank has a capacity
of 150 gallons. A lengthy run w1th this wagon, using
the water which was obtainable on t he road, is said to
have shown that the coiled boiler tubes do not suffer
from deposit, a fact which is probably due to the very
active circulation set up.
Another appliance which is new to these shows is a.
small and simple winding and hoisting engine exhibited
by Messrs. E. R. and F . Turner, Limited, Ipswich. It
has two steam cylinders 5in. diameter by Bin. stroke,
and a. single drum. Tile one lever shown serves to
operate the whole of the mechanism, to start or reverse
the engine or appl y the brake. The apparatus is specially
suit able for sinking and developing work, and should
meet a. want amongst contractors. The I vel Agricultural
Motors, Limited, Biggleswade, exhibit the I vel petrol
motor, which has undergone some modification since it
was described in THE ENGINEER in September, 1902. A
more powerful engine has been provided. It is of t he
two-cylinder horizontal type, capable of giving about
16 brake horse-power. A governor is also provided
which enables the motor to adapt itself better than
formerly to the work required of it. The size of the road
wheels has been increased and the tires made wider .
The makers still only provide one speed. For work in
heavy ground, say, ploughing land which has just been
cleared of root crops, another and slower speed would, we
think, be servi ceable. The machine now weighs about
28 cwt., and under favourable conditions, we are informed,
can haul a three-furrow plough.
There is the usual large display of oil engines, the
exhibitors including Messrs. Blackstone a.nd Co., Stam-
ford; Brown and May. Limit ed, Devizes; Campbell Gas
Engine Company, Limited; Clayton and Shuttleworth,
Limited, Lincoln ; Cros$}ey Brothers, Limited; F ielding
and Platt, Limited, Gloucester ; Richard Hornsby and
Sons, Limited, Grantham ; J. and F. Howard, Bedford ;
D EC. 11, 1903
Newton Electrical Works, Limited, T11.unton ; ,J. B.
Petter and Sons, Limited, Yeovil; Ruston, Proctor and
Co., Limited, Lincoln; and C. F. Wtl son a.n? Co., Aber-
deen. We noted t hat the Campbell Gas Eogme Company
now fits to its oil engines an automatic water valve, by
means of which a. small jet of water can be drawn from
the jacket into the cylinder with o and
air. This has been found effective m preventmg
ignition of the charge, which is liable to take place Wlth
high compression. . .
The exhibitors of portable, sta.t10nary, and tra.ct10n
engines include Messrs. William Allchin, ;
Aveling and Porter, Limited ; Brown a.nd May, Ltm1ted;
Charles Burrell and Sons; Clayton and Shuttleworth,
Limited John Fowler and Co. (Leeds), Limited ; Richard
Garrett SonP, Limited, Leiston ; E. S. Hindley and
Sons Bourton Dorset ; Marshall, Sons and Co., Limited,
borough ; R.msomes, Sims and Jeffries, Limited ;
Ruston Proctor and Co., Limited; W. Ta.l'ker and SoDP,
Limitt>d; E. R. and F. Turner, Limited; a.nd Wallis and
Steevens, Limited.
DOCKYARD NOTES.
A sOMli:WHAT serious fire broke out on board the Hermes
at Devonport, just before the ship should have proceeded on
;;ome of the Boiler Committee trials. It was, however,
quelled bt-fore any serious damage was sustained, and, so far
as can be ascertained, no serious structural damage was
caused.
I-r is persistently stated at Portsmouth and other naval
ports that Boiler is to retire. I t is
said that Engmer Rear-Admtral Smttb 1s the bone of con-
tention, his conclusions and those of the rest of the Com-
mittee so much at variance that things h:\ve reached a
deadlock. The Engineer Rear-Admi ral represents t he service
'llement , and according to naval engineers, the practical as
opposed to the theoretical side of the boiler problem. He,
it wi ll be remembered, signed the minority report, which was
far more to the Belleville than that of the
majority. Since then, according to engine-room gosFi p, be
has recommended a return to t hat type, either from convie-
Gion or recognition of the inevitable result of the trend of
service feeling, or from both. The " war cruhe" of the
Spartiate and Europa would seem to have brought things t o
bead, but t he real difference between service and lay
"pimon lies in the values assigned to coal economy on service
and lack of smoke. To the naval officer t hese two points are
almost everything; and so long as t he Belleville holds the
field to the extent that it does in these items, its defects in
other directions are told to deaf ears. Out of deference t o
this naval feeling it is reported t hat the three new battleships
will be fitted respectively wit b Belleville, Nicla.usse, and
Yarrow boilers.
THE Russian battleship Poba.bia and the cruiser Aurora are
reported as having left or being just about to leave Spezia
for the Far East. The Tsarevi tcb and Bayan have arrived
at Port Arthur.
THE I NSTITUTION OF CI VIL
MEETING OF STUDENTS.
THE first students' meeting of the session was bel<i at the In,titu-
on Friday evening, the 4th inst., at 8 p.m., the President, Sir
William Henry White, K.C B., in the chair, when a pa.per on
" Artificial Draught, a.s A.pplied by Fans to Steam B'ilers," wa<J
read by Mr. W. H. A. Robertson, Stud. Inst. C.E. The following
is an abstract of the paper:-
The importance of artificial draught as a factor in the economical
generation of steam power, on land a.s well as at sea., can no longer
be denied. In the marine service it is stenerally necessary, in
order to keep down weight, due to extra boilers.
On land, where economy is of first consideration, the late Mr .
Bryan Donkin bas shown the economy of using cheap fual and
artificial draught. For use in connection with electric lighti ng
its advantages are apparent at a glance, as, owing to an
artificial-draught system only requiri ng a chimney of moderate
height, not only is there considerable saving in the cost of the
chimney, but the appearance of the structure is also improved.
On warships the plenum system is used, in which air is forced
into closed stokeholds, this system having by experience been
found to be tbe for the special requirements of the Navy; but
it is injurious to the stokers, and is not generally adopted in tbe
mercantile marine. The method favoured in the latter service is
the closed a.sbpit method, used in conjunction with a false boiler
front and heated air, the Howden system being a type of this
method.
For land installations, induced artificial draught appeara to have
many advantages, and ha.s latterly been introduced into the
mercantile marine by Messrs. Ellis and Eaves, the air, as in
the Howden system, being heated before being deli vered to
the furnace. The plant comprised in an artificial-draught system
consists merely of a fan and a source of motive power, some con-
nection to tbe main flue, and a light iron chimney. The general
appearance of the fan is more or less the same in all case3.
The reading of the paper wa.s followed by a discussion, in which
Messrs. J. M. Kennedy, F. A. Legge, T. S. Nash, and J. W. M,
Topley, Studs. Inst. C.E., took part.
THE CLYDE TRUST AND ELECTRIC DOCK EQUIPMENT.-The
sub-committee of tbe Clyde Trust, hll.ving charge of the equipment
of the New Clyde bank Dock, have bad before tbem a memorandum
by the mechanical engineer to tbe Trust, Mr. Geo. H. Baxter, on
the relative utility and economy of electricity and hydraulics,
advising the adoption of electricity, and a report by tbe
manager on the number, character, and capacity of tbe eqmpment
appliances. A report favourable to electri city bad also been
received from an experienced elect.rician, and in view of all tbe
information which they bad elicited, and after careful considera-
t ion of the wbole subject, tbe snb-committee recommended that
electrici ty be the motive power for the dock, and th'\t the hoists,
cranes, and ot h .. r appliances be of tbe character indicated in tbe
mechanical enginller's report. Tbese recomru ...ndations were
Adopted by the tru .. tees, and powers given to the sub-
committee to appoint an electrical expert to advie, and be
associated witb, the mechanical in the carryirg out of
tbe work It was also remitted to the sub-committee to consider
and report on the question of the trustees t hemselves providing an
electric generating installation, or of obtaining current otherwise,


DEo. 11, 1908
RAILWAY MATTERS.
FoR through traffic on the Russian rail way system
goods wagons, capable of carrying a load of 24 toM, have boon
ord!!red.
TaE North Staffordshire Railway Works at Stoke have
boon placed on short time. Some of tbo drivers and stokera are
also doing abort turns.
Tag Richmond Town Council have consented to the
l.ondoo United Tramways croaaiog Kew Bridge on a hood of
10,000 to tbo Kew to H:cbmood lio'l in twelve months.
IT is am:.ounced in a telegram from Lisbon that the
Portuguese Government baa granted tho Benguella R!l.i!way Com-
pany an extenPion of time sufficient to allow of a previous survey
of the line fro:n end to ond.
TnE Durban correspondent or the Standard says it
understood that the negotiations between the Transvaal and
Natal Governments include the consideration of a scheme for the
JOint administration of the South African
TaE rails for the Cape to Cairo Railway have now
been laid 6rteen miles beyona Wankie, in the direction of \' ictoria
Falls, wbicb, it is hoped, will be reached by the end of March next.
The distance to the falls is now only some sixty miles.
IN order to afford improved train services on branch
linea in eparoely-populated di!tricts, the Great Northern R:1ilway
Comp1oy will in a few weeks introduce experimentally a powerful
auto car, which will have seating capacity for thirty passengers.
A was caused on Saturday in Edinburgh by
the collapse of a railway t unnel on the main line between Jl:din-
and Glasgow. 'l'he tunnel wbicb collapsed h on one of the
bu31eat linea in the whole kingdom, but fortunately no accident
o:curred .
A DECREE authorising Don Baldomero de Rato y Hebia,
d Gijon, to make surveys for a DArrow-gauge railway from Gijon
to Rivade3ella, a distance of about 70 Idioms., is <'ontained in tbe
d,. Madrid tho surveys must be completed within
three years.

THE 'Xorth British Railway Company has been
approached by a depotation to provide railway communication
between Cous!and district, Smeaton, and D.llkeith, in view of the
large increase in population brought about by the opening of coal
pits in tb'l D.\lkeitb neighbourhood.
A DECREE approving the plans and estimates prepared
by the Director-General of Ways and Communications of Argentina
baa been published in the Boltfi"' O,Jicutl relative to the prolonga-
tion of the Andine R:Ul wa7, as far a.s Villa Dolores de Cordoba, the
estimated coat being 2,1o9. 442 dols. national money, or about
188,290.
AT the end of October the Orenburg and Tashkend
R!l.ilway was thrown open to passenger traffic on ita southern
eection, between Tashkend and the town of Tnrkeatan. This rail
way will be of immense strategical importance to Ruaaia, as it will
bring Central Asia into direct railway communication with
J<:uropeo n Rania.
A NEW departure by the Lancashire and Yorkshire
Railway Company is foreshadowed by the issue of a parliamentary
notice that that company will seek power!! next session to provide
and work steam vessels between Goole and Hull and various
continental ports, including Dunkirk, Bruges, Ghent, Flushing,
Antwerp, ROtterdam, Amsterdam, Ilamburg, Copenhagen, and
Stockholm.
Tae Great Central R!!.ilway Company succeeded last
Friday in establiEhing a record for its journey between London
and Manchester. A special t rain carrying a party of Canadian
performed tbe journey in 219 minutes. The distance
1ll 206 miles. The tu.in consisted of an ordinary engine, a brake
van, a compo3ite carriage, and a saloon carriage. Can this be the
forerunner of a greatly accelerated service 1
OwrNG to failing health, Mr. C. N. Wilkinson, the
secretary of the North-Eastern Hail way Company, ba.s felt himself
compelled to resign his position. Mr. Willdnion baa held tho
office of secretary to the company for near ly tbirty.tbree years.
Mr. Wilkinson's resignation severs oneofthe links which connects
the old days of railways with modem administration ; indeed, be
is practicaUy the last of the older g'lneration of North-Eastern
officials to cease direct eonnectioifwitb the company.
Ta.e Board of Trade have recently confirmed the Dart -
ford Light (ExteMion) Order, 1903
1
the con-
struction of a light railway in the rural distn ct of Dartford, in the
county of Kent, and tbe Barrowford Light Railway Order, 1901
(Tra!lllfer, &c.), Order, 1903, tt:lnsferring to tbo mayor, aldermen,
and burgesses of the borough of Nelson the powers conferred UJX:>n
the Barrowford Ur ban District Council by the Barrowford Ltgbt
Railway Order, 1901, and amending that Order, and the Nelson
Light R1.ilways Order, 1901.
IN the year 1890 the total paid-up capital of British
railways was 897,472,026, and included a sum of in
respect of nominal additions, so that the actual paid-up capital
was 840,447,791, upon which tbe total net revenue of 31S,760, 146
gave a retaro of 437 per cent. In the year 1901 tbe tobl paid-up
capital was 1,195,564,478, and included a sum of 187,45t>,829 in
respect of nominal additions, so that the actual paid-up capital
was 1,008,107,649, upon which tbe total net revenue of 39,069,076
gave a return of 388 per cent.
TaE Italian organ, Il Secolo, announces, that according
to the latest estimates the opening of tbe Simplon Tunnel will take
place in December, 1905, or four months before the expiration of tb.e
extension of time which was granted to the contractora. At tbts
moment experiments are being made with locomotives between
fAlll!anne and Brig. These trials have shown so far that tb& route
between these two towllll will not be covered in less than two hours
and forty-6 ve minutes. Therefore, tbo enti re distance between
Paria and Milan will be covered in only fifteen boors.
A CONFERENCE was held in London last week of the
members of the West African section of the London Chamber of
Gommerce. Tbe object of t he meeting was mainly to deal with
the question of rates on the Gold Coast Government Railway, con-
cerntng wbicb a deputation waited upon Mr. Lyttelton recently.
Correspondence has passed between the London Chamber and the
Colonialoffice of late, in which it wM pointed out, on behalf of the
Chamber, tbat the rates for cotton on tbo new line are excessive,
amounting to 2!. 6d. , 1s. 8d., and b. per ton per milo, as
pared with 9d., 6d., and 3d., and 9d., 6d., and 4d. per ton per m1le
on the Lagos and Sierra Leone lines.
TaE .Purchase by the London_ County Co':llcil of Belgi.an
rail a for 1t8 tramways formed the su of d1acU18JOD at the mee_tiog
or tbil body on Tuesday, and follow1ng ame.ndment wu ca!ned :
"1'bat it be referred to the Highways Comm1ttee to ascertaJD and
report to the Council (a) tbe number of hours of labour per week
work'ld by the men employed by firms making the rails for
tbe Government, provincial L:mdon tramway_s, and
railways; (b) the rate of wages per hour patd toaucb men, and 1f they
do any work on Sundays in connection with the manufacture of
such rails; and (c) the amount of mining royalties P,aid by foreign
firms as compar ed with those paid in great '
THE ENGINEER
NOTES AND MEMORANDA.
IN the month of October, 3144 vessels, measuring
495,671 tons net, used the North Soa and Baltic Canal, a.gaiost
3446 ships and 493,022 tons in October, 1902. The dues colrected
amounted t o 252,315 marks, against 2M,071 marks,
QurcKSIL VER occurs in nature principally a.s a sul-
phide, occasionally associated to o small extent with the native
metal. The compounds of quicluilver witb chlorine, 11eleoium,
tellurium, antimony, &c., are all rare minerals, probably tbe result
or !ocondary concentration.
AN estimate of the relative \'&lues of carborundum and
emor y for abrasive purpo3es makes l lb. of the former equivalent
to 3 lb. of the latter , and from this it ill by the .ltn!Jint,.r-
ing and Mining Journal that carborundum in 1901 replaced
5,700,000 lb. of emery a'! an ahrosive,
A LIRT of light motor cars classified according to price
appenred recently in the ltfotor. From tbiR it appears that eight
makes of car sell at a price of loss than 100 ; fifteen makes sell at
100 or over bJt less than 150 ; and thirty-six makes sell at over
150 bot less than 200. 1901 promises to be a light cnr yenr.
SP&.\1\ING a.t a. meeting of the Literary and
Pbilo!opbical Society recently Prof. Boyd Dawkins eai:i tbat
although tbe rainfall during the last sill: montba h1a been unusually
heavy, tbe water in tbe deep springs bu not increased propor-
tionally, but i3 Rtill below the average quantity for the lut ten
years.
ON Wednesday last 1\lr. l-;ba.nden Leonard Pearce was
appointed to succeed lll r. G. F. Metzger in the position of <'hief
engineer to tbe Electricity Department of the Manchester G.>rpora-
tion. Mr. Pearce is at present deputy chief electrical engineer.
Tbe appointment will begin on February 1st next, on wbicb date
Mr. Metzger will take up tho position of co!lllnltant engineer, which
position be wi ll keep until bta extension scheme bas been com
ploted. Mr. Pearce is to bave 800 a year. His pre!ent salary is
500 a year.
WITH a. view to improving the water supply of Nice
it is proposed to unite the waters of several impOrtant sonrces in
the vicinity of Gratae, at a height of 900 metres. These are the
waters of the Gravicre, tho Booisse, and of the Voguay, which will
be, in a short time, conducted direct to Nice from the springs
whence they rise. The water will be conducted to Nice by a
covered Clnal. According to the Nice correspo:1deot of t be
Standard the total of the Clnnl will be aoont 60 kilom1.,
and it will arrive at Ntce at a beigbt of 300 metres on the hill of
St. Pierre de Forie, where a reservoir of 30,000 cubic metres id to
be built.
Ta& Libertad, the new battleship which Vickers, Sons,
and Maxim built for tho Cbilian navy, and wbicb, with her
sister ship, also building in this country, baa been bought for the
Bri tish Navy, completed on S.1turday evening her long aeries of
official trials, carried out under tbe direction of Admiral 'i mpson
and the Chilian Xaval Commission. A 27 hours' test at 17! knota
proved exceptionally satisfactory, the coal consumption being
1 71b. per I. H P., while on a si x hours' trial, witb six runs over tbe
measured mile, it was found that a speed of 202 knots bad been
attained, this speed exceeding the highest yet reached by any
battleship.
Tn official trials of the torpedo boat destroyer Bla.ck-
wo.ter, built by Laird Brothers, Li mited, of Birkenhead, for H. M.
Navy, have been completed. A successful four hours' full power
coal consumption trial baviug been previously made, the official
foil speed was run on Tuesday, when tbe vessel maintained
a speed for four hours continuous running of 25-656 knots. On
both occasiollll the vessel was run in a fully loaded condition. Tbia
is the fonrtb of the new type of destroyers built by L1ir<1'a
wbicb h&a completed her official trials, tbe firat three vessels being
the Itcben, Arun, and Foyle. Tbe Admiralty have ordered from
Messrs. Laird three more destroyers of the same type, to be
named the Liffey, Moy, and Ouse.
H.M. BATTLESBlP Queen completed on Saturday ber
series of progressive steam trials witb an eight hours' teat at full
power, during which she attained a speed of 184 knots. The moon
r esults were as follows :-Steam in boilers, 243lb.; steam at engines
- starboard 231lb., port ?2.71b.; air pressure in cylinders, 05; in
vacuum-starboard 26- Sin.; port 26 7in.; revolutions-starboard
116 4, portll5-9; gross I. B. P., 15,556; coal consumption per I.H.P.
per hour, 1 76 lb. Tbe ship will now undergo anchor turni ng and
other subsidiary trials, and will then go into barbour in order that
ber machinery may be opened up. this, says the Timu, abe
will, by direction of tile Admiralty, undergo another trial as a
further teat of the machinery.
SOME tests recently carried out on the osmium lamp
by Dr. W. Wedding at the To:chnical College, Berlin, go to show
tllat tbis method of illumination is making progress. In tho
experimenta two groups, consisting of six 37-volt lamps each, were
connected in series across a 220-volt circuit. In group 1, for the
first 3132 hours the average lifo of the six lamps was 2853 hours,
and tbe average candle-power fell from 30 1 to 23 7. Tbe mean
consumption per candle-power rose from 1 46 to 1 78. After
620 boura the first lamp collapsed, and after 3724 and 3940 hours
respectively two others gave out, the remaining three still burning
after 3973 hours. In group 2, wbicb consisted of six 25 candle-
power lampe, tbe report gives the average life as 1479 hours, the
candle-power dropping in 2198 hours from 25-1 to 19-9, and the
energy collllnmption increasing from 137 to 1 75 watts per candle-
power.
To prevent piping in steel ingots a. new method has
been advanced, which does not involve compressing tbe
during solidilication. The principle of tbe method is to allow for
the ercape of the gases in the steel and for the necessary
during solidification by keeping the upper part of tbe_mgot tn a
fluid condition until after tho larger part of the mgot bas
solidified. To accomplish this a burner cap is placed on the top
of tbe ingot mould, and "gn.s blast Oame is direc_ted downward
upon the metal in the mould ; vent boles at s1dea of cap
provide for the escape of the gases. Tho flame 18 so proportioned
as to keep tbe upper part of the. ingot C<?nsiderably _a?eve the
melting temperature, thereby caus10g the 10got to pr?
gresaively upward. The metal cnn thus follow the contractiOn 1n
volume and the gases in the metal can freely escape. The method
is described in a recent number of ;jtaJtl und EiMn.
AccoRDING to Professor Janet, the cost of water.power
development in France varies! rom 4 28 per horse-power to !:.30 per
horse-power, depending on the bead to deal t with, lowest ex-
penditure being upon a fall of 140 metres m Haute-Savme, the horse-
power being calculated at the turbine abaft. At Geneva, for the
tlrat group of turbines erected, of 840 horse-power, and for tbe
river works then completed, tbe capital coat amonnted to 60 per
effective horae-power. The groups of turbines subsequently
erected cost but 19 per horae-power, and tbe completed works
would cost but 27 per horae-power. At the chlorate works at
Vallorbe, tbe capital expenditure upon the development 3000
bone-power amounted to but 389 per horse-power. At N1agara
the rates charged to ordi nary consumers by the Cataract Power
and Conduit Company varied from 1d. per unit for 1000 units per
month or less to 032d. per unit for 80,000 to 200,000 units per
month. The cost of electrical energy for power purposes from
water power stations in France and Switzerland varied from 1 05d.
per unit for small p:>wera to 063d. per unit for large powers.
5i3
MISCELLANEA.
DvaiNr. the first six months of the preGent year the
ironworkers of tho Ural district turned out 221,335 to111 of iron
and steel.
Two English electrical engineers left Tangier this week
for the Sbereefi.an Court, to take up positioD.II in the Sultan uf
.M o:cc:o's service.
THE rubber industry of Para appears to be in a.
ing condition. Tbe amount of labour ill said to be 11nffic:ent and
even larger than usnal.
Bv order of the General Board of Merchant Shipping
and Cornmorcial Har bours, tbe depth of tbe port used by couting
at Cronstadt is to be increased to 12ft.
l\I. BouTLEROPP, a. Russian mining engineer, has been
o.otbori red by the nlpartment of Mines in St. Petor11burg to study
on tbe spot lhe causes of tbe critical condition now prevailing in
tho Uraf mining indw;try.
W& have received from the Automobile Club notice
of a side-slip competition, whicL is to be held next year. Full
pnrticulars of any device to be submitted for the competition, with
drawing,., must be submitted not l&ter than Febrnary 29tb.
AccoRDING to a. telegram from Tten-tsin, the Dowager
Empreaa of China i3 tbe latest recruit to the ranks of llUto
mobilists. Nine cars of German con,truction have recently been
presented to her Maj esty, and are intended to run bet9feon t h'
West of Pekin and the 8ummer Palace.
IT is believed by many that Australia. stands on the
eve of a revival in cotton cu' ture. Tbe Prime Minister, Mr.
Alfred Deakin, speaking at Blllarat recently, announced that bi3
Government intended to take up the question of gran bonuses
to a number of rural industries, cotton included, proVIded that
tbey were suitable to tb' soil and were in by white labour
only.
As a. result of an interview with the German Emperor
and important conferences with Herr Ballin, we understan<1 that
the Dover Harbour Board have successfully completed arrange-
ments for the Hamburg-American liLet'8 to use Dover as a port of
call. The new Transatlantic traffi-:: at Dover will be inangnrated
in July. The ne\f harbour works with railway connections will be
pU'lbed forward with the utmO!it despatch.
IN consequence of the rich harvest in the Barnaul
region in Western Siberia, the demand for mowing machines wu
very great during tho antuoon. In fact, the depll ta of agricul tural
implements at Barnaul and in the neighbourhood eold out all their
mowing machines and self-binders, and although bnndreds of
these machines were sold, yet tho supply could not satisfy tbe
dem11nd for them at prices ranging from 25 to 46 per machine.
THE great crisis from which Para has been suffering
during the past few years may be said to he giving place to pros
perity. The struggle for recovery baa been slow and laborious
owing to tbe high rate of exchange that has prevailed doring tbe
last couple of years, to the prices offered for rubber not being as
satisfactory as sellers might wish, and to tbe fact that Manllos bas
seized the opportunity t o divert a good deal of the former trade of
Pari to its own port.
WHAT is said to be the largest and most powerful
tugboat ever built for tbe Mississippi River was recently con-
structed at Dubuque, Iowa, for use in taking down river tbe
immense fleets of coal barges. She is the naual stem-wheel type
of steamer, but in size much larger than any boats yet bnilt, her
overall length being 318ft. The bull is built of steel from the
boiler deck down, the general dimens1ons being as follo"a :-
Length of deck, 277ft.; beam, 61ft.; depth, 7ft.
Two companies are being formed to put on a. service of
motor cars between Windermere Station, on the London and
North-Western system, and Keswick and other places in the L1ke
District. Experiments have already been made with a steam
motor lorry, and the roads were found to stand the test remark
ably well. We understand that the Furneaa R!l.ilway Company
is contemplating a motor car service in connection with the
Coniston and Lakeside branches, but no definite decision bas yet
been come to.
TaE Russian Press draws attention with gra.tillca.tion
to the fact that Russian iron goods have begun r ecently to drive
German iron goode out of the markets in the Far East. The com-
mercial agent of tbe Eaatem China Railway opened a way for
Rnasian iron by giving orderi to a firm in the Ural district. At
the same time, it i' reported from Daloy that ironware from tbe
Ural region is competing enccessfuUy m Manchuria with other
makes. Quite recently a quantity of steel goods made at N1zbni
Novgorod managed to reach Vladi vostock, where there i3 every
likellbood of their finding a ready
AN ordinance has been introduced in Chicago to
compel owners of plants employing electric machiner y to take out
licences, the annual fee bo1ng 2 for the chief electrical engineer
and 4s. for each man who operates electric machinery. The
ordinance provides for tbe examination of applicants by a board of
examiners in electriciLy, eacb of whom is to be paid 1 a day for
his services. Owners of electric machinery are rmo required to
give bonds in the sum of 200 to indemnify the city agamst lou
owing to accident.a or other causes. Needless to say,
ordinance is being opposed by the leading manufactureu of electnc
machinery.
AN unusual street car accident occurred in Kansas City,
Mo., on November 4th. A cable line crosses the railway yards ovu
the Twelfth-street viaduct, which rues eastward on a steep incline.
An eaatbonnd train, co!llliating of grip-ear and trailer, heavily
loaded with passengers, had reached a point some distance beyond
tbe viaduct, when the train los t its grip on the cable and started
backward down bill. There was a heavy fog at tbe time. When
halfway down the incline of the viaduct the train ran into tbe
next car, wbicb was working up biU. Both trains were partly
telescoped and one person was killed, while several otbera wore
badly injured.
SOiliE particulars regarding the progress of the under-
ground telegraph line to tbe North of England have been forniabed
by the Post-office to the Association of Chambers of Commerce.
The temporary wires in tbe pipes between .Birmingham and
Warrington are being replaced by a_ permanent cable.
miles of tbis cable have been drawn 10, and when the rema1010g
twelve m1les are drawn in there will be a permanent nndergroun<1
cable between London and .Birmingham, Manchester, and Liver -
pool. There are already underground wires between Warrington
and Manchester and Liverpool. Tho laying of the pipes north of
Warrington to Carlisle baa now been concluded.
THE Board of Trade have received, through the
Foreign-office, from his Majesty's Consul at a_ <1esp1tcL
forwarding copy of a notice I.SSued by the Mun1c1pe.lity ?f that
city, calling for tenders for the supply of a steam flour m1ll and
bakery. Tbe mill must consist of two distinct pla.nta, side by
side, capable, the one of grinding 1000, and the other of grinding
2000, quintals in twenty-four hours, and must have their motors,
illuminating plant, and transmitters aepar&te, so that either cau
be worked alone or both together. No hydraulic power ia avail-
able. An aootract translation of the original Italian circular,
together with plans of tbe ground on wbicb the plant is to bo
erected, may be seen on llpplict.tion to the Commercial Intelligence
Drancb or the Board of Trade, 60, Parliament-street, S. W.
S I X- WHEEL S COUPLED FOUR C'YLINDER COMPOUND EN G I N E, EA S TER N RAILWAY OF FllA NCE
MONSIEUR L. SALOMON, EPERNA Y, ENGI NEER
( Fo1 descriplton see page 580)

3102

. -
I
.....
' I
_ ....
" )if
r ... - -.
'
'\ -
IJ 'W . Ill"
.... ' ..... - ....... - -... ,- ... .... -- ., .
- I. . .... ., ; - ' ,
"
., ,
" . .
. ,

;, -.

...

I
... ;.:
"
r-[
., . t. .
- - --- - --'-- ---
.. --- - -- -- -- - . -- -
,,
-- -

li
(.)'1
-..

1-3
P=1
t?=j
t:z:j
z
0

z
t:z:j
t_xj
::d
tj
t::J
0
.
,_.
,.........
-
........

0

D EC. 11, 1908
FOREIGN AGENTS FOR BAI.E OF THE ENGINEER.
AUSTRIA.-!'. A. Ba.ooiBA.ua, 1, J.
OHINA.-Km.Lv .uro WALSB, LuaTKD, SM.ngh.ai and B()'ft.g I O'I4f.
F RANOE.-BoTVUu .uro 0DVILL.ET
1
Rv.t ell la Banqv.t, ParU
GEBllANY.-ABBll:a Alll> Co., 1J, Untt1- clln Lin4t?l, Bn-lin.
F. A. BBOOIUU08
1
Ltipm: A. TW11IT10TD
1
Lripm.
INDIA.-A. J. CoKJI:alJ)O .uro Co., Railway BoolutalU, &maba,.
ITALY.-Lo118011D .uro Co., 307, C<n-10, Rtmll; BOOOJ. hua , 2'14ri"'
JAPAN.-Kn.LY' .uro Wu.all, LUUHD, Yokohama.
Z. P. HABO'YJ. .uro Co., 14, Ni1l.cmlxuh.i Tori Tokyo.
RUSSIA.-0. RICIEl
1
14, Nt111/cy Prorpt.ct, 8t. Pet.erlbtwg.
8. AFRICA.- WK. DAWSON & BoNa, LnoTKD, 7
GOIU>ON AND Goroa, Ltm(Jrrrtet,
R. A. TBoKPBON AND Co., '', Loop-1:reet, Captt4vft.
J . 0. J uu AND Oo., Port Bliulblth., /oh.m\'!Wkrg,
llalt lhah.am.t014>1t, King Williaml'f.OI.m,
lil.m>CL HoC's., Lnonx>, Kimberley.
Al>J.KB J.N'D Co., Durban and Maritzbvrg.
AUSTRALIA.-GoaooN .uro GOTCH, 8ydf\ty, and Bnlbcuw.
B. A. TBOKPBON .uro Co., 180, Pitt-lt.Yeet, 8vWttq ;
and BnMia-M.
'rtrRN'&:a J.N'D Jl&m>II:B80N
1
Hv.nttreet, Svdf\t)'.
NEW ZEALAND. -UPTON AND Co., Av.tkland; Clulo, J . W., .NapW-r.
OANADA.-IiloNTR . AL Nrwa Oo., 886 a1ld 388, 8t. JamultY.a, MDfttrtal.
TORONTO Nrwa Co., 41, Ytm(Jtltreet, TO'I'Dftto.
UNITED STATES 0 11' AJrlERfCA. -lNTDNATIOliAL NII:WI Oo., 81 and 86.
Dua'MItrut, New York ; ST1118011.IPTIOl!l NII:W& Oo., Ch.ita.go.
Sl'RAITS SE'ITLEMENTS.-Km.LY' J.ND Woo, LIJal'm), B"'c1aJ)ON.
CEYLON.-WLJATAJ!.TN.& J.N'D Co., Q,l.ombo.

1'ml ENOOI:c:&:a can be had, by order, from any newu.gent 1n town or
oountry
1
at the various r&llway atationa; or It can, If preferred, be
aupplJea direct from the of!ice on the following terma (paid In
advance):-
R&U-yearly (Including double number) . i,O lU. 6d.
Yearly (Including two double numbera) .. . . 1 911. Od.
0LoTB RIIADOIO CABIIC8, to h.old alx WUOII
1
2&. 6d. each, post free 2a. lOd.
If credit occur, an extra charge of two ahlllfnga and alxpence per annum
will be made.
l'orelgn Subeerlptlona will, UDtil further notice, be received at the ratoe
glveo below. For eign Subeerlbers PQylng In advance at theae rates
will r eceive TIDC ENOI.b'"KD weekly and poat free. Subeerlptlona aent
by Post-office Order muat be made payable to Tml ENoiNKx:a, and
accompanied by letter of advice to the Publisher.
TruN P.&J>D 0oPI11S. THICK P.&.PliR Qopms.
Half-yearly . . . . .0 188. Od. I R&U-yearly . . . . 1 0.. 8d.
Ye::t.rly _ _ _ 1 16&. Od. Y oarly . . . . . . 2 Ot. 6d.
(The dl.lfere.nce to oover extra poetage.

11r The charge for advertisement& of four 11Dee and under 11 three
ahllllnga, for every two 1Jn011 afterwards one shilling and elxponco ; odd
11Dee are charged on e ahUIJng. The line seven worda. WhOIJ
an advertillement mesaures an Inch or more, the charge 11 10s. per Inch.
All alngle advertillementa from the oountry muat be accomp&Died by
a P011t-of!i ce Order ln payment.. Alternate advertieementa will bt-
lnaerted wtth all pn.ctlca.l r egula.r1ty, but regularity caonot be guaran
teed In any s uch All except weekly advertllementa' are taken
aub1ect to thia oondJtlon.
AdTorUaeeata caaaot be IIUerted aale11 before
Bla o'clock oa Tbancle7 eeatac ; - Ia caa041eec:. ot
tbe aec:e .. lf7 fer plDC to pre.. e ... l7 Wlttl e perUea Of tb
1dJtloa, ALTBRATIONB to 1taacllac eei YerU1eeau aboalel
arrlo aot later til- Tea o'clock oa Ta01de7 raJc Ia
oac:b woolt .
Lttlffl rtlo.fing Co and tM P\lblu.\t"f of Uv
P !Nptr o.rt Co add.rnatd Co tM P\lblWler, Mr. o.ll
lttlffl to add.,.taud to tM .Bditor ot Tml El!IOIDL
TolocrepbJc Aelelre .. , "BNOINBBR NBWBPAPBI!l. LONDON. "
PUBLISHER'S NOTICES.
. During the rebuilding of the bouse, No. 33,
Norfolk- street, "THE ENOINEE I{ " will be
edited aod published lo Temporary Offices,
Nos. :3 and 3, Norfolk-street, to which all com-
munications for the Editor or Publisher s hould
be addres sed.
With thil wttk'1 number il iuutd a Si.dunpage Suppkm.tnt,
mtitl.l IU.etprocuting Ji/ uchine Every copy as iu1ud by
1M P ublilker a copy of tltil SuppktMnt, and l'ubiCriber
are requ.utl U> Mtifv the f<J.Ct 1/wul.d they 11.0t receive it.

IJ any abroad 1/wul.d receive TD ENOINBl!B in a"
imperftct or mutilaud condition, ke will oblife by gimng prompt
in{O'f"ffU..iion of the fact U> the Publilher, the Mme of tM
th1ough wlwm obUJ.i"Md. Such
if Ujfered, can be r il by obUJ.ining the paper direct from
thil ojfice.
CONTENTS.
ENODBD, 11th December, 190S. PAOa
A WtNDlNO Jl: NOCN'I PBOBL&Il. (fllualrated.) . . . . . . .. . . . 665
Ta & ANALV8IJI OY HIOS8P&&D 8TnL .. . . . . . . . . .. . . . . 666
PJIT&RB.IIAD HA.,BOO'B WOBK8 . . . . . . . . . . . . . . . . . . 066
Movum .& Bamoa. (llluatrated.) . . . . . . . . . . . . . . 666
Aut LI FT POll Pd. (IUustrsted.) . . . . . . . . . . . . . . . . . . 6118
Tu AOTOMOBIL CLOB'II Rlll.lABILITY TBIAL8 . . . . . . . . . . . . 60!1
RcclPBOCATlNO TooLS. (lllustrated.) . . . . . . . . . . 67o!
'fllll tiKJTBJ'o&LD Saow. (ill.!BtM!ted.) . . . . . . . . . . . . . . 672
J) :>CIT AllD N OTU 6 7 'l
TIU OV CIVIL ENOlli l!ltRII . . . . . . . . .. . . . . . . {)1 t
RAILWAY MAnz:&a ... .... - - ..
N OTJt8 Alf'D .lib 0 &.AlJD A . 0 6 is
. . . . .. .. .. . .. .. . . . . . . . . .. . . . . .. 673
L&ADI NO ARTII'L-The Lathe of the Future . . . . . . . . . . . . b76
Condenalng Water-Damailiog the Thamcs-Belgl.'\n Tram Raila . . 67d
Tho RatiDg ,,fa Light !:!a U way . . . . . . . . . . . . . . 677
Ta F"-"""li N.&vAL II.><' I JUT&& .. .. 677
X .. w o .... PRJDrcuo PL NTIL (llluatrsted. ) . .. . . . . . :i711
H 0. PL>D .Eu&llll8 Loccal.nV&, CIDCliD! D& Fall Dl l..'.ltt>T.
(IUuatrat d ) . . . . . . . . . . . . . . 680
l.IM'I"Jr&ll ro TB& Turbloes c. Reclprocatlng Eoglrou :.&1
Hydrauli c aod t;tcsm Tho C.ona<:TV!itlou (I(
J:lrenlldowna lu the N .. vy-1 be Motur Car 1n Private Lifo-
Steam J' utucar Ba.Uway Tranir. . . . . . . . Ci81
liCBAW i'S.OPUU.IOII FOR WAW.DII'II . . . . . . . . . . . . . 682
OAT 4.1.00 t1l:8 !;& 2
LAOJrCBJIII .&JI1) TalA.L TalPI . . . . . . . 682
Tim IRoN, CoAL, Alll> 0&Y&RAL TB.A.oa or BIRKDIOBAM, WOLVIB-
B.UtPTOif, AND OTBIII. DIIITRICTB.. - . - . 683
Nora rROil _ _ - - - - . . . . . . . 583
Tim SIIJU'FI&:LD DIIITRlCT - - - - - - . . - . 683
NOaT'B OY l!:NOLAND . - - - - - - - . - . . .
NO'!'lCI FBOM 8oo1"LAlfD - - - .. . 684
W .u.D AND AD.IOllfUlO 0oT1l!l J lD - - 68 I
;;:orM, rBOM OaaMA..WT.. .. .... - _ _ 68-1
NSWPOaT Ji.uiBOVR OoKKUIIONinLII' WuiLY' TB.AD RPOBT _ .. 684
T&.t.P .&JI1) Boaor- AJnroOJrouw.. - _ - - _ .
1"Bll P..t.ra::rr JOO'B.WA.L - - G86
A><niCAJr P 'l ito Til. (llluetratod.) . . . . . . . ..
Jfl. ,. .. o SOPP-.&10:-. T - RI CJ PllOt ATUCO .H.t.enu11 Too ....
T HE ENGINEER
TO CORRESPONDENTS.
W O'rdff to avoid trov.blt and eunf\Uitm wt flnd it 'Mttuo.ry to ('\form
to -rtlp(nld.mtl that lettn-1 of inqui'f' addra1td to th.t pu.blit, and intended
f q-t in thil tolv.mn, mv.ll m all Caltl be aecompanitd by a
entJtl.opt ltgi/Jly by th.t writff to h.imMl), and llampt.cl, in. ordff
that aftNn- reuivtd by v.1 may be f!YMIJarclld to their dtlti1t11ti.lm. No
Mtitt ta-n be taA:en of commv.nieatiom wh.Wt. do Mt comply wi.U. th.t.u
imtructiom.
IJT AU lett.er1 imendtd ) or iNtrtioft i n Tal: ENODID 81 or ecmlai"ing
qv.utiom, 1hould aecompo.nitd by th.t -me and addreu Of th.t wrilff,
Mt ftUtllllrily ;or publitatitm, but 1 a proof oj good fai t.\. No Mliu
wh.attwr ta-n b taA:tn of anonymq1U communito.tiom.
I2JT We caftMt v.n.dtrtake to r ttum <travi1191 or tH ..ut,
Uwrt/Mt, nqv.ut to kU2I topia.
llBPLIBB.
-
!IJARIN&. - You wtll find It dlf!icult to get anything like full particulars,
but a gnod general deecriptloo will be found In the new editl<>o of
Nelll!On'a book on the Steam Turblne, published by LoD8mana, Green
and Co.
W. E. D ( Westmloster).-Addrf88 your lnquiry to tbe traffic m&Dagrn
or of the varloW! rallwHys. You will llod &ll the
dcscribro io t he abetracta of which may bo seen
at the p,.t.eotofli ce.
D. -See (J)
11
l\ot es on Po!'1IlAnent Way Material. Plate-laying, a:c &c. "
by Mr W B C.le (third edition). published by Rpona; (2)
11
R&llway
' by Mr H R WUaon. officca of the llailu lly Engtnur.
and Railway Block Signalling," by P1gg, publbhed by Blgg and
Co.
INQUUUBS.

PKRFORATED MEfAL PLATES.
Rn.-Cao aDY of yout reader& Inform me It perfoMted bronze or delta
metAl plates cl\n be a:rocured In England ?
December 9th. H vDRAOl.IO Esonn:R.
MBBTIN08 NBXT WBBIC.
LIVERPOOL Bocrmv.-Wedneaday, December 16th, d
8 p ru. Paper, "Polyphase Machinery and Worlclog, " by Mr. W. R.
Wlleon.
TIDC J tno"lOB I N8TITOTION OY ENOI:Io'"Kim-8.--ARturday, December 19th at
8 p m. Vlait the electricity works of the Walthamstow Urban District
Couocll.
Tu INBTJTOTION ov lliCHA.."''CAL GBADOATIUI' AII8001A
-rto" Montlay DPcember 14th. at 7 80 p. m. P><pcr. Main and
4uxlllary Ste>tm Pipes for Power Planh " by Mr Benry Balcer
TID ls8TlTUTtnN Ol' M&ruAmO L E1!101NEEIU3.-Frlday, December 18th.
at 8 p.m., In the Institution B ouse, Storey's-gate. St. J&mca's Park.
Pape,.. " n I uqu lry lut.o the Wol'lclng 1Jf Var11JU8 Water Soften en, " t>y
\1 r. C E. Str..>mo: yer.
Tax lJorBTITOTION Ol' ELECT&ICAL ENotNUM.-Thuraday, n ecember
7th, at 8 p.m .. at the lnatitutloo of t vll Koglneel'1!, hl'e:<t
rneet, Westmlnatt>r, S W Paper. ' 'J'te lty and South London Rail
way: Work loR' Resuts or tho 'l'hreewlre Sys tem applied to Traction,"
by Mr. P V. Mc 'l ahon.
SOCT&TY oF A.JlTII.-MondAy, n eccmber 14th, at 8 p. m. C' antor Lee
ture No. IV. oo '1 he Ml roln.R' of Non-motallic Mloersl11." by Mr. BoiiDett
1'1 . Sr UIZ'b - Tues"ay December l tb at 8 p m. Art Scct1o1
Paper. 'The qrltlsb lDdW!trv, " by Mr Ftauk Warner.-Wed,esday
December 16th. at 8 p m Ordwry meeting. Po.por, ' The Scltnce af
Taxation and BusiDess " by Sir \Nilllam Preece.
ROYAL METEOROLOOIC.U. SOCIIt'IV.-Wcdnesday, December 16th, at
7.80 p.m., at the Institution of ClvU Kngtuees. Great George-street,
WeatmlDster. S W. Pl\tleli', "&ome 6CCI>uot or the \l et.onr ol .. gtcal Work
or the LAte .tames Olalflher. F K ti ," by Mr Ma.rrt .. tt; ' On
co rtaln Re .. tlonsh1'P" bot ween the Diurnal Curves of Harome1lc Pres
sue and Vapour Tooslon at Kimborley, t;outh Africa," by Mr. J . R.
SuttoD.
Tiu ls8TITUTION or CIVIL ltNOor&IRII.-Tueaday, December 15t h . at
8 p m. Ordioary meetln.R". Papel" to be Depoalta lu Pipes
"'' d other Cbanoels O<mveyinl( Potable Water.'' by Prof .Jamu Camp
bell Bruwn; ' The Pudfictttlon f Wo.ter B1gbly C'harged wltn Vegetooblto
Mart-or; with pcctal rcfeODCO to the Klfect of All'lltiO'l " by \fr. Osbert
t had"'lck and \l r Sc,.trsm "lount.-FndMy, December lbth, at 8 p m.
6tude U. ' meeting. Pa puTII t" bo 1ed "The .&ctloo of the -cca upnn
the Foreeho o " by Mr. u. B. C11.110 ; The Causoa of the Loss of Bo::achcs "
by Mr. F W. Cable.
THE ENGINEER.
DECEMBER 11, 1908.
THE LATHE OF THE FUTURa
mechanical are as much suhject to the
laws of evolution as things natural. There is no
such thing in the mechanical world as t he instant
production of any mechanism or device which is
and must remain for ever the most perfect possible
means of reaching a. desired end. Everything that
bas more than an ephemeral existance moves
forward st ep by step. But the progression is
frequently unsteady. The curve of progress is
interrupted ; a. sudden rise takes place, and the
advance which would, bad the old rate continued,
have demanded years to accomplish is made with
surprising suddenness. Instantly the world finds
itself beaten by its pupil; the engineer is behind
his invention, not just in front of it, and like the
ver y wise man that he is, be promptly sets to work
to overtake it. A brilliant example of phenomena.
of this kind is to be seen in the introduction,
discovery, or whatever we may please to call
it, of high-speed steel. No sooner was high
speed tool steel A. commodity to be bought at a
commercial price than every lathe in the land
became antiquated. There is only one law in engi
neering- use everything at its highest efficiency, bA
it man or metal. The machine tool band had been
obeying this law- with occasional lapses- pretty
honestly for a. score of years or more, when
suddenly his material was changed, and he found
hi mself working at an efficiency which be ver y
proper ly considers disgraceful. Then, after a little
time, he set himself to the task of meeting the new
conditions. That is the position in which we fi nd
ourselves at the present moment. Machine tool-
makers are beginning to build machines capable of
using the new steel as it should be used. In Man
chester a few weeks ago they were indignant at the
suggestion that the sLeel was better than the
machine, an<l yet, if the truth is admitted, it is an
575
absolute fact that, with a fow exceptions, our
lathes are not suited to use the new steel at its
maximum efficiency. Hut- and there is much
virtue in this but-all that is being changed rapidl y ;
the designers are doing t heir utmost to meet t he
new conditions, and in the near fut ure the inefficient
lathe will be an object only for the scrap heap and
the museum. Can any question be more absorbing,
more important to the machine tool designer than
this? What will the lathe of the future be like '!
It is worth investigation, for the clue to success
rune through it. But an answer we may not expect,
for could the problem be solved by giving thought,
then the future would dog the heels of the present.
N everbheless, we may peer, and inquire, and play at
prophets.
We begin our investigation by a. review of the
present. Here we have, on the one hand, a tool
steel which is capable of removing over twenty
pounds of mild steel in one minute, and of cutting
at three times the speed to which we have been
accustomed. On the other hand, we have many
lathes made for the old conditions, and a. few made
for the new. Without modification our old
machines are beaten hopelessly ; they have neither
the power to turn round against the resistance, nor
the rigidity to withstand the stresses which the
effort produces. Tbe new machines exhibit a great
advance. They have driving power to meet the
greatest load that can be put upon them, and they
are strong enough not to feel the hPaviest stress
that they may be called upon to meet. These are
machines to rejoice the heart of t he engineer. They
seem to task the new step} to its utmost ; they are
able to stand the wear and tear ; they are con-
venient, rapid, simple. Surely t bey are a. typ3 of
the future lathe ?
Let us look fur ther. The owner of large works
nothing but high-speed steel is used, and
where an accurate and detailed account is kept of
the value of every improvement, bas found after
many months' work that although his steel is three
times as good as it used to be, t he economy he
effects by its employment is no more than 5 per
cent. The work on which he is engaged is engioe
building of a high class. Yet from others we hear
of economies of surprising magnitudE'. Why this
divergence ? The answer is not far to seek. There
are t wo reasons. The first is to be founJ. in the
fact that a surface cannot be finished with the new
Rteel; the second depends upon conditions. The
former is perhaps the more important. In an
engine works, if the small parts that are produced
from stock bar be left out of consideration, there is
not much work from which any great weight of
material should be removed. Shafts and rods are
forged approximat ely to finished sizes, and from
castin#!S only a small amount of material has to be
cut. Hence the work that may be done profitably by
the new steel is but a small fraction of all that has
to be done, and the saving upon the work as a wboiA
is in consequence not very marked. That is the fin t
reason; for t he second there is this difficulty, that
the dimensions of the material will not permit of a
greater speed of cut. Take the case of a shaft 8ft.
loog to fioish 5in. diameter-d1mensions that the
general engineer frequently meets-at what spet-d
can it be rough turoed? We speak with certainty
when we say that it will be impossible to attain
40ft. a. minute without serious shaking and vibra-
tion, and that about 30ft. will be fouod the highest
that can be used to get satisfactory wol k. A back
stay cannot be employed, because t he work is left
too rough to per mit it, and if we start to turn
smooth places for local fixed steadies, the t ime that
might be saved by increasing t he is soon
thrown away. Theee two facts point forcibly to
the direction in which improvement is to be sought.
With short, stiff work, like bars specially
for testing purposes, or armour plate l>olts, there is
oo difficulty; but it is whee we come to every-
day jobs, like the shaft mentioned above,
that troubles confront us. llow is the machine
tool designer of the future going to meet tbis case'!
Will he use multiple tools on one side, which have
been found to reduce vibration, or will he place
them facing each other, a plan about the value of
which for this purpose there is some douht, or will
be go further and use three tools set at 120 deg. to
each other in a. suitable circular rest ? And if by
some such means the question of shake can be
solved, what about the ditticulty of fioishing ? 'Vtll
be find that there is an angle at which the new steel
may be ground t hat will permit of a. high fini sh
being attained by its use, or will he be driven to
use, as he does now, two lathes, one for roughing
and one for finishing ? The last question opens out.
another line of inquiry. There are already many
persons who strongly deprecate the use of general
service lathes. They would have every job per
formed on a machine specially fitted for it. There
ia wuoR to be said in fl\VO\lr of tbis view. Tt o
576
general purpose lathe is, obviousl y, a compromise
which only by fortuity happens to meet exactly any
given case. There are at present steps in our
feeds and speeds ; we j ump suddenly from one to
the other. E ven in lathes dri ven by motors capable
of a long range of variation it is impossible to get a.
perfect gradation in speeds and feeds. Hence, on
many operations, these lathes are not used at their
full efficiency. Therein lies a. good part of the case
for the special machine. But by its adoption much
of the fl exibility of a machine shop is destroyed,
and if there is any bitch in the even march of
material through the works, delay and waste result.
May not the lathe of the future meet this case 1 If
the electrician will provide us with a. motor of com-
plete speed range, or the mechanician give us
something as perfect in this respect as the friction
drive, but without its defects, a. lathe perfect in
speed and feed may be built, a. lathe that will
under all circumstances, without the will or co-
operation of the workman, cut at the right speed.
All that we need is to connect diameter with
speed. If the speed lever be coupled to the tool
slide so that its position varies as the tool approaches
or recedes from the centre, the condition is met.
\Ve are inclined to think that something of this
kind will be found on many machine tools in the
futura. The only fact inimical to it is the variations
that are found in the hardness or toughness of all
metals. Cannot the metallurgists overcome tba.t.
To go step by step through the development of
the lathe in Hs various parts would be evidently
impossible in the space at our disposal. We have,
therefore, directed attention to the questi.ons that
demand the most thought. They are, the means
necessary to stop vibration and dither in work of
small diameter and comparatively great length ;
the possibility of fi nishing at high speeds ; and,
finally, the provision of automatically controlled
speeds. On these points, we believe, there is room
for much work, but the machinist requires the co-
operation of the steel maker and the electrician, t.he
former to provide a more generally useful steel and
to discover better cutting angles, and the latter to
produce a variable speed motor better than any we
have at present.
CONDENSING WATER.
NoT long a.go we called attention to the important
part which the cost of water plays in the produc-
tion of electricity for either light or power. A very
interesting discussion bas been proceeding for some
time in our correspondence columns concerning the
relative economical efficiencies of the reciprocating
engine and the steam turbine. It is noteworthy
that our correspondents, although they deal freely
with the cost per unit of generated current, and
with the consumption of steam par kilowatt-hour,
have made little or no reference to the cost of water.
Now, the steam turbine to be equally economical
must ba.ve a far better vacuum than a. piston engine.
H is quite well known that, while it is an easy
matter requi ring little water to get l Oin. or 12in.
of vacuum, it is very diffi cult to maintain 27in., and
to keep within an inch or an inch and a-half of
the barometer taxes the ingenuity of the makers
of air pumps and condensers to the last degree. It
is essential that much cold water shall be used ;
and we do not think we shall be greatly in error if
we say that the steam turbine will use at the least
twice as much condensing water as the piston
engine of equal efficiency. This is surely a factor
which ought not to be forgotten in estimating the
cost of generating current.
Until the advent of the central generating
station the power of steam engines on land was
comparatively small. It is a. large spinning mill
that needs more than a. couple of thousand indicated
horse-power. Consequently the water question did
not present unassailable difficulties. If the canal or
the river was not directly available, the condensing
pond was ; and although economy in steam was
sought for, no attempts were made to realise the
remarkable economies secured in the present day.
Coal in the manufacturing districts was cheap,
and a small saving in its consumption might very
easily be secured at too high a. price. But in the
modern power-house we have very different condi-
tions. We find engines aggregating anything from
5000 to 25,000 indicated horse-power. The power-
houses are not situated in the coalfields, and the
river, canal, or cooling pond is not available.
Recourse bas to be had to the water companies'
mains, to private wells, and to cooling towers. But
the volumes of water to be dealt with are enormous.
We question if those not engaged in power-housework
understand bow enormous. An ordinary condensing
engine will use thirty times the feed water to get a.
good vacuum. If we take the steam consumption at
the moderate figure of15 lb. per indicated horse-power
per hour, this means 450 lb. of condensing water,
THE ENGINEER
and for 10,000 indicated horse-power 4,500,000 lb.,
or about 2000 tons per hour, nearly as much as a.
dock 45ft. wide, l GO!t. long, and l Oft. deep, will
bold. In gallons t he quantity is 450,000. All this
volume of water cannot be had for nothing. It
for example, t he discharge from a. very
large well. If now, turbines are used instead of
piston engines, the demand is doubled, and 4000
tons of water, or 900,000 gallons of water, must pass
every hour through the condensers. It is scarcely
necessary to say that in large cities by far the
greater part of this water has to be used over and
over again, and the cooling tower becomes a.
necessity. But then it also becomes necessary to
pump 900,000 gallons, or thereabout, to a height of
40t. per hour, and as t his cannot be done with the
air pump- the attempt has been made and failed-
a. special pumping plant has to be laid down.
F urthermore, it is obvious that the amount of the
vacuum will largely depend on the temperature of
the condensing water. To get within 2in. of the
barometer the condenser temperature must not
exceed 100 deg. F!i.b.; to get wi thin 4in. 12!5 deg.
But the cooling water must be less than this, and
the demand made on the cooling tower will be very
heavy ; so heavy that in any case the extra 2!5 deg.
demanded by the turbine is a serious matter.
Whereas with the piston engine water at 75 deg.
may serve very welJ, it must be brought down to
60 deg for the tur bine, or pretty nearly to that of
the atmosphere, on the average.
It is claimed, however, for the steam turbine that
the chance of air leakage is so small that it is much
easier to maintain a good vacuum with it than
with a. piston engine, the stuffing-boxes of which
are liable to draw air. We give the argument for
what it is worth. No doubt not so much is done
as ought to be done to exclude air from condensers,
but when the low-pressure piston-rod stuffing-box
is kept in proper order it is not easy to see bow
much air can tind its way in. There is no insuper-
able difficulty in making such stuffing-boxes air tight.
It is, however, quite that a great deal of the
condensing plant used is inefficient. The workman-
ship may ba excellent and the design good, and yet
small mistakes will be made which depreciate the
value of the vacuum. With surface condensers, for
example, the exhaust pipo is not infrequently
throttled where it enters the condenser by the
too close proximity of tubes. with injection
condensers the direction of the jet, or the shape
and position of the rose, will make a. vast differ-
ence. Thus, to take a. somewhat archaic example.
The vacuum in the paddle engines of the Great
Eastern was never what it should be until the
position of the roses was altered to meet the blast
of incoming steam. .
As experience extends, it is daily better under-
stood that, except in a very few favoured situations,
the cost of condensing steam is a matter barely
second in importance to the cost of coals. In not
a few instances engines are worked non-condensing
for this reason, and under these circumstances it is
clear that the steam turbine cannot pretend to
compete with the piston engine.
DAMMI NG THE TRAMES.
WE have on several occasions called attention to
the various schemes that have been brought forward
for the improvement of the navigation of the river
Thames, including the reports of the Commissions
that have been appointed for dealing with this sub-
ject. Apart from questions of administration, the
main recommendations of the Thames Commission
consisted in the deepening and improvement of the
waterway by dredging from London Bridge to the
sea.. This work is now being carried out to a
limited extent, and as far as their resources permit,
by the Thames Conservancy.
In our number for February 13th last we also
described an unofficial scheme contained in a
pamphlet, with numerous plans, issued by Messrs.
Stanford and Co., for cutting a. straight channel
through the Greenwich marshes, and converting
Blackwa.ll and Bagsby's reaches into docks, and so
shortening the distance to London Bridge by two
miles, the estimated cost of which was over
4,000,000 for works only. It was also proposed
that a. training embankment should be erected
a<:ross Mucking F lats for a. length of 3! miles, and
also between Chapman' s Light and West Shoe-
buryness, a. distance of 5! miles, so as to bring the
width of the waterway in those places in harmony
with the other parts of the river.
Recently prominence bas been given by the daily
Press to a. much more ambitious scheme, which it
is stated- that is, if the necessary funds for the pro-
motion are forthcoming- is to be brought before
Parliament in the next session. Nothing, however,
so far has appeared amongst the notices in the
Gazette. By this scheme it is proposed to " dockise "
Dxc. 11. 1908
forty miles or the river, and for this purpose to
construct a. dam across the river at Gravesend,
with locks, and so converL the whole of the water-
way between Gravesend and Teddington into what
is termed the " Thames Harbour." The estimated
cost of the work, including compensations and other
contingencies, is put at 3,6!5R,OOO. The saving
claimed to be effected includes now spent
in dredging the river, 225,000 in time of vessels
ascending and descending, and in barging of
185,000. It is, however, difficult to realise on
what basis these sums have been calculated. For
carrying out the scheme a. body of Commisioners is
to be appointed, to whom is to be transferred all
the functions now exercised by the Thames Con-
servancy, the Trinity House, and other bodies
having any j urisdiction over the river.
The objections that would be raised to the
carrying out of any such scheme as the one pro-
posed are obvious. The principal, of course, would
be the interference with the tidal reyime of the
Thames, a.nd its effect on the reaches below the dam,
and on the estuary ; the interference with the barge
traffic which now moves up and down t he river with
the tides ; the delay in passing the whole traffic of
the ThR. mes through the locks, which would have
to be of immense capacity for the purpose ; the
interference with the traffi c during t he construction
of the locks ; the effect on the drainage of all the
land bordering on t he Thames by holding the water
permanently at the level of spring tides ; and the
effect on t he sanitary condition of London by the
long pool of water into which must be discharged
the (cecal and other matter from all the shipping
lying in the river and in the docks.
The scheme has been described as "colossal,"
and this description is certainly correct if it is in-
tended to apply to the work to be encountered in
promoting such a. Bill in Pd.rliament. The pro-
moters must either be very courageous or ignorant
of the very strong objection that is held by all ex-
perienced river engineers against diminishing the
volume of water that flows up and down a. tidal
river. The whole traditions of the Admiralty and
Board of Trade offi cials lead them t o watch with
most jealous care any attempt to diminish the
quantity of tidal flow into and out of an estuary,
holding this to be of vital importance to the main-
tenance of the waterway. Even small schemes of
enclosing and reclaiming land are almost a.l ways
opposed on this ground. The strong opposition
raised in Parliament to the Manchester Ship Canal,
lasting over three sessions, and which for the first
two sessions was successful on the ground that the
works proposed might lead to accretion in the
estuary of the Mersey, and so diminish the volume
of tidal water passing in a.nd out over the bar, to the
injury of the channel and t he increase in the sands
at the entrance of the river. The cost incurred
by t he promoters of the canal would be as nothing
compared to the opposition to such a. scheme as
this ; for, in addition to the tidal question, the
interests of the numerous persons and companies
who would be affected, and of the riparian owners,
would raise up an amount of opposition which,
while very profi table to the lawyer, would require
a. depth of purse to withstand the amount, which
it would be difficult to estimate.
EELGIAN TBA.M RAILS.
WE note in a. recent issue of a. London daily paper an
a.rtic!e written from Liege, purporting to explain why
Belgaa.n manufa.cturers are able to supply tram rails
cheaper than our own makers. The writer of the article
claims that the main reason of our competitors' success
as thear adoption of the basic Bessemer process, as
against the acid Bessemer process of manufacture. The
basic process, as invented by l\Iessrs. Thomas and
Gilchrist, is very suitable to iron and steel makers who
have in the neighbourhood of their works mines of low
grade ore ; and the use of this method would ha.ve
become much more general in England in years gone by
but for the pronounced diRli.ke evinced towards basic
by engineers the country. This pre.
JUdice has now pra.ctaca.lly died away, and basic steel
toda.y in England is being made in large quantities.
During the fi rst half of this year upwards of 350,000
tons of ingots were made of this material . Nearly all
the steel works on the North-east Coast make nothing else
basic steel, and Messrs. BolckowVaughan and the
NorthEastem Company roll tram rails from it.
the prices at the mines of the low grade ores suitable
for conversion into basic pig iron are about the same,
both in Belgium and in England ; and where&S the mines
are quite close to our :l\ orthcountry works, the Ougree
and Angleur companies have to pay nearly four francs
per ton for carrying their ore from the Luxembourg
district. We cannot see, therefore, that the use
of basic steel can be claimed to be the main reason
of our competitors' success. The rates of wages paid
in Belgian works are undoubtedly very much lower
than those paid in the majority of English works, and
the hours worked are longer. In consequence their
lo.bour cost per ton of fi nished steel is probably from
20 to 80 per cent. less than the corresponding cost of

DEc. 11, 1908
varioua home works. Assuming the labour cost to
range in our works from 15 to 20 per cent. of the
total co11t per ton of finished rails, their wage advantage
may be a.nybhing from 3s. to 4s. per ton. The J3elgia.n
makers are considerably assisted by the rail way pre-
ferential rates that are granted for the carrying of
material intended for exportation. The over-sea. dis-
tance from their shipping ports to London and many
towns on our own coast is considerably less than the
distance from these towns to our ra.1l-making centres,
and t he large use they make of sailing boabs
augments this advant age of distance. So far aP
we are aware, foreign manufacturers have not
yet secured tram rail orders from any of our inland
towns. All our home makers are not fortunate enough
t o have mines of low-grade ore in their neighbour
hood like the Cleveland works mentioned above, and
which gives them an advantage of about 5s. per ton on
their pig iron, as shown in the current metal price lists,
Cleveland basic iron being quoted at 45s. 6d., and North-
west hematite-Barrow district-52s. 2d. This may
possibly have some bearing on the fact that the Barrow
Company was unable to secure the recent order for tram
rails in its own town, although we understand that cer
tain machining at the ends of the rails demanded by the
specification was deemed objectionable, and would have
necessitated the introduction of new tools. which possibly
the size of the order did not warrant. When the foreign
material was being put down at Barrow we believe thf'
Barrow Company itself was busily engaged in rolling
tram rails for a city in the Midland Counties.
'T'HE RA'T'INO OF A LIGHT UAlT.WAY?
A QUESTION of great interest to those who are in doubt
as to whether to describe t heir as a tramway
or a light rat! way bas recently arisen in the West
of Yorkshire. It is not dways easy to distinguish
between a tramway and alight railway, but the distinction
has a legal significance, because a light railway is exempr
from rating to the extent of three-fourths of its tota
value. Thus, light railways of Class A-i.e., railways which
are constructed with a track of their own, and not along
a public thoroughfare-are subject, speaking generally.
to the ordinary principles of railway rating. The question
under discussion has arisen in connection with a ligh1
railway on a h1ghway. H appears that the Bradford
Corporation obtained powers under a local Act to construct
a tramway from Thornbury to Stanningley, wb1le a
syndicate h11.d also obtained powers to construct a light
railway over t he same route. It may be remembered
that some years ago a dispute took place between the
Corporations of Leeds and Bradford as to the right to
work this line, but powers were eventually given to the
Bradford Corporation, because the gauge of the
Stanningley line was the same as that of the Bradford
municipal t ramways. The Bradford Corporation took
over the tram in question, and elected to use the powers
of the syndicate instead of the powers which they were
themselves entitled to exercise under their own Act. In
these circumstances t he rating authorities claimed from
the Corporation the full rate on their lines, arguing that
this line was indivisible from the whole system
of tbe Bradford tramways, there being no line of demar-
cation, the same cars being run on them as were run
over the tram lines, and the electric current being supplied
from the same generating station. The Corporation, on
the other hand, contended that the Board of Trade
certificate which was given at the time when the lines
were opened mentioned that they were constructed under
powers granted by the Light Railway Order. Further,
the money for laying the lines had been borrowed under
the same Order, and a separate account had been made
of the capital expenditure. The magistrates, however,
held that although this might be a light railway, the Cor-
poration were not entitled to the exemption claimed, and
gave their decision in favour of the rating authorities,
who claimed the full amount. Land occupied by an
ordinary tramway is not "land used only as a
public conveyance," within the meaning of the Pubhc
Health Act, 1875 [38 and 39 V., c. 55, s. _(1 b) ] . If
it were, it would oe assessed to general dtstnct rates at
one-fourth only of its net annual value. The reason why an
ordinary tramway along a road is rateable at its full value.
is that the undertaking benefits by the expenditure of
rates in street cleaning, lighting, &c., and it is proper that 1t
should be assessed to them at its full rateable value.
One would think that the same argument should apply to
a light railway; but it is important to remember that
procedure necessary for obtaining a light railway Order 1s
wholly unlike that adopted in the case of a
Further, one of the objects of those who passed the Ltght
Railway Act was to enable a railway to be established
for the purpose of conveying produce from placet? place;
the fact that such undertakings may use the pubhc
is a mere accident, and the circumstance that the light
railway is exempt from the provisions of the
Acts is a matter for the Legislature, not the rat10g
authorities, to consider.
MESSRS. RUSTON, PROCTOR .A.ND Co. -On Wedoesd":y the
annual dinner given by Messrs. Roston, Proctor, and Co. , Lmcoln,
took place at the Great Central Hotel, rr:he
is private. The guests of tho fi rm are, wtth few except1oos, the1r
representatives in all parts of the world, and Frenchmen,
Danes, 'RilSsians, Americans, and Japanese were !.resent ; whtle
India, and Anstralia were folly represente . Mr .. RllSton
filled the chair o.od Mr. Livens and Mr. Borneman, dtrectors
oecupied the Covers were laid for about thirty. "!fe
learned with pleasure that the firm iCJ prosperous. In the bo1ler
department especially demand is so insistent that large new
shops have bela co'lstructed, and w1ll be at work as
as the necessary tools and plant have been delivered. The@e
dinners act admirably in bringing together once a year who,
representing the fi rm all over the wc;>uld otherw19e _have
scant oppor tunity for that and of 1deas
which do so much to promote commerciAl prospenty.
THE ENGINEER
THE FRENCH NAVAL ESTIMATES.
QoES'riONS affecting the 1900 shipbuilding programme
in France have been so thoroughly thrashed out during
previous debates on the naval estimates, that the dis-
cussion last week in the Chamber of Deputies was
largely devoted to personal matters and details of
reform in the naval administration. The personality who
bad to stand the fire of criticism was naturally the
Minister of the Marine. It cannot be said that M.
Camille l'elletan is making a very successful minister, nor
has be attained any considerable measure of popularity
at the head of the Marine department. This popularity
is not, however, always the necessary accompaniment of
a successful administration. M. Pelletan has done many
things which, to t he French public, seem to be an
unwarranted interference with the naval programme.
He had the plans of the Ernest Renan re-modelled to
increase the displacement and diminish the armament, for
the sake of getting an extra lcnot, which may, after all, be
problematical, and this has been done at an additional
cost of nearly a million and a half francs, and a delay of
several months in the construction of the ship. He has
also countermanded eleven submersibles. He is said to
have taken upon himself certain judicial powers, and to
have exercised an autocratic sway, to the detriment of the
Marine. But however much he may have gone outside
his proper jurisdiction, even his poiitical opponents are
obliged to admit that the intentions of M. Pelletan are
thoroughly honest, and that if he has interpreted his
powers a little too liberally, he I.Uust, at all events, be
credit for a sincere desire to effect economies in the
Marine. Unfortunately, what he has done in the way of
lessening the cost of administration, in introducing
Ghe eight hours' day in the arsenals, in reducing the
number of hands and raising the standard of wages,
in fighting the manuf&c turing interests which com-
bine to keep up prices for St ate contracts, and in
other ways preventing a waste of funds and im-
proving the productive capacity of the shipyards, bas
been more t han counterbalanced by the perpetual
tampering with the programme. When t his was adopted
in 1900 it was expected t hat France would at length be
m possession of a homogeneous fleet; but at that time the
French placed too much faith in the final character of
naval science, and were inclined to rely too implicitly
upon the existing types of submarines. For his defence
M. Pelletan urges that it was his desire to keep pace
with naval science that prompted him to modify the
plans of the Ernest Renan, in which be was merely
following the example of Germany and other countries.
If he countermanded the eleven submersibles it was
because these vessels did not in the opinion of the
Naval Commission, fulfil all the requirements for such
craft. Being propelled by steam engines, with boilers
fi red by paraffin, it took some time to prepare the vessel
for submersion, and 120 tons of water ballast bad to be
taken in as against only 30 tons in the submarines. To
come to the surface the water ballast had to be pumped
out and the oil burners re-lighted and steam raised,
during which time the submersible would be helpless
and entirely at the mercy of the enemy. Seeing that
there was little prospect of this type of vessel being per
fected sufficiently to overcome these defects, it was
deemed necessary to turn attention to the electric sub-
marine, which had proved its seaworthy qualities by
crossing the Mediterranean and navigating from Toulon
to Corsica in anything but a calm sea. Here again
certain modifications had to be carried out, as the Naval
Commission had come to the conclusion that purely de
fensi ve tactics were a mistake, since by these means the
navy had "everything to lose and nothing to gain; "
consequently, it was deemed advisable to give the sub-
marine a wider range of &ction, enabling it to carry on
the offensive, and M. Pelletan has therefore ordered half
a dozen submarines of 400 tons. These will be fitted
with a raised deck, higher t han t hat on the submeraibles,
so that the objection to the submarine on the ground of
the cramped position of the men when navigating at the
surface will be removed. It is intended to do with the
.;ubmarines what Admiral Fournier said was possible
with the submersibles when he carried out mA.oreuvres
with them last year at Cberbourg--that is to say, to cross
over to the English coast and return again, but for such
work the French Naval Department now consider that
the submersible offers too much risk of detection and
destruction through its beingpa.ralysed when submerging
or coming to the surface.
These continued delays in the execution of the pro
gramme are naturally not calculated to give satisfaction
to the French public. I n his report upon the naval
estimates the "reporter,'' M. l\Iessimy, whose political
views make him very lenient towards the Government,
admits that the delays are adding considerably to the
expenditure, and in order to hasten the construction of
vessels he strongly recommends the entire re-organisation
of the arsenals, which has always been the theme of M.
Lockroy. He takes as his model the British Admiralty,
and urges that the French Naval Department should be
organised on the same lines. He that
the various arsenals should be speCialised, Lonent and
Brest for battleships and cruisers, Rochefort for the con-
struction of torpedo boats and destroyers, and Toulon
and Cherbourg for submarines and general repairs to the
squadron. All the vessels, moreover, should be con-
structed in series, a number being built to the same plans.
These suggestions have been put forward time after time,
but they have always given rise to rival claims from thl'
different ports, so that in view of the impossibility of
conciliating all interests nothing has been done. In the
debate the question of economy was the general theme,
for it was evident that France could not hope to keep
her rank indefinitely so long as the battleships cost
20 per cent. more to construct than they do in other
countries. Still more serious is the fact that the cost OJ
war vessels is steadily increasing with the more powerful
577
equipments, bigger crews, higher of_
higher w&ges, and the cost of mamtammg
statiOJ,s. This is becoming ruinous for a country -yv.h10h
bas to provide equally a powerful navy, a mil1tary
organisation for the home defence, and a colomal army.
When such a. sacrifice was made to carry out the
programme of 1900 ib was believed that France would be
assured of maintaining her rank as the second naval
Power for several years to come. But. instead of ad
vancing she has retrogressed. At that time France wa.s
building two ships to three in this c?untry, now,
after all this sacrifice, she finds that Wlth the mcreased
activity of Great Britain she is only building two to four.
The French are asking how all this end. .
It is significant that for the first t1me the naval esti-
mates do not show an increase upon those for the
previous year. They amount to 312,670,000. The
resources of the budget have reached a limit which it
hardly seems likely will ever be extended so long the
country is crushed by its huge military expend1tu_re.
Not only is the financial limit but the marm.e
"inscription," which provides conscnpts from the
time provinces, is bringing up such a
small number of recruits for the navy that 1t 1s becom-
ing increasingly difficult to man the ships. M. Messimy
urged that it was distinctly unpatriotic to try and. con-
ceal this disagreeable fact. It w&s of no use havmg a
raw crew to fall back upon in time of war. . must
have tried men, and as the number of sh1ps mcreased
they must necessarily be undermanned. _the
French Navy is confr onted the probl_em _of _luruted
financial resources, an increasmg cost of slupbuildmg, a1_1d
an inadequate manning of the fleet. Under .these c1r
cumstances it is not surprising that tbe quest10n of an
international restriction of armaments shouJd have been
seriously discussed, since the enfente corViale with Great
Britain seemed to make this feasible. As the " reporters "
on the military and naval estimates are Republicans with
Socialist tendencies, they insisted wit.h special emphasis
upon the necessity of a partial disarmament, and M. de
Pressense was eloquent in his condemnation of the
"frightful steeplechase " which the di fferent Govern-
ments are carrying on in the wa.y of military a_nd naval
expenditure. It is clear, however, that France 18 unable
to make any official overtures for fear that these should
be t aken as a confession of weakness, but while that
country will stand firm over the of
its military organisation intact, until the problems wh1ch
have made this organisation necessary are solved to
satisfaction of France, there would be much less dlfli.
culty in arranging for a diminution of naval armaments.
But as one of the French deputies shrewdly remarked,
it did not depend upon France to induce Great .BrHain to
restrict the expansion of her naval force. Th1s country
has to be prepared against the navies of other
and an arrangement with France can only be poss1ble if
it include other countries with whose naval organisation
we may have to count in the future.
MILITARY TRACTION ENGINES.- We are informed that the 1000
prize offered by the War-office for a military traction engine _has been
awarded to the engine propelled by a Hornsby-Akroyd 01! motor.
The same engine woo a bonus of 180 by running a _of fi fty-
eight miles without a. stop for fuel or water, 10 bemg g1ven for
ever y mile beyond forty that could be covered under these
conditions.
E.NCIN'EERINO WORK ON A SUO.A.R PLANTATION. - Ooe of the large
American companies controlling sugar plantations in Hawaii bas
about 23 000 acres of land, of which about 8000 are now planted
in cane.' A large amount of work bas
required, and 15 miles of roads have bmlt, the
16ft. wide, with 12in. of Telford foundation, covered w1th 61n. of
broken lava. It bag also been necessary to design and install
transportation facilities for bringing cane to the to
develop a large water supply. Tb1s water supply IS obtamed
by tunnelling to intercept the channels of underground streams,
the tunnels being 4ft. wide and 5ft. high, with shafts 5ft.
diameter. No heavy timbering was necessary, and the
are not lined. There are about 2000ft. of rock tunnel and moe-
teen shafts aggregating 400ft. Asnpply of 15!000,000 daily
is obtained in this way, and the watershed 1s at a considerable
elevation above the cultivated area. The manufacturing plant
consumes about 5,000,000 gaUoos daily in producing 175 ?f
sugar and the balance is used for transporting cane to the mtll m
flumes or channels. The fl nme is 32in. by 26in. , with
a gradient of 1 in 530, and from it run y-shaped flum_es, with
14in. t o 18in. long. The largest flume 1s 60,000ft., w1th a grad1ent
of 1 in 40 for 40,000ft. The lowest gradients are 1 in 80. The
four fiumes lead to the mill, and two can deliver 60 tons of cane
per hour, which is the capacity of the mill, bot three are generally
used to prevent delay. In the field cane is packed or banled to
the flumes but experiments are being made with various systems
of at rial wlre-rope tramways for this the meth?ds
being unsatisfactory and uoeconom1cal. A ra1lway ruomng
through the plantation brings down the cane, which is grown at
such an elevation 118 to be beyond the reach of the flume system.
STEAM AND HoTWATER DISTRIBUTION.-A numberof cities io the
United States now have steam and bot water distributed from
central stations through street mains to offices, residences, &c.,
for heating purposes, the central stations being generally electric
stations generating electric current for light and power, and
where the exhallSt steam would very generally be wasted if not
utilised for the distribution system. The lack of dirt and trouble
as compared with coal fires are among the advantages. The city
of ha,;; three of these &>:st ems. Tbe Hfl_me Company
operates in a dtstr1ct of 2j square and bas 9 of doub!e
piping for bot water and 13 miles of pole hoe for electn c
lighting. The total radiat1on in service is about 325,000 square
feet, the service being almost_eotirely for The electric
plant bas a capacity of 250 kilowatts, and the bo1ler one of 1800
horse-power. The water is heated by exhanst steam, automatically
supplemented by li!e steam as required, and is ci rculated_ tbrougb
the mains and rad1ators by _P?Werful pumps. The Manon Com-
pany is installing a plant w1th a boiler capacity of
oower, to be enlarged to 10,000 horse-power later on, dtstnhutmg
bot water and steam for heating and generating electric current
by steam turbines for light, power, and beat. The Merchants
Compa.ny within the heart of the city, and distributes
rlir+!Ct steam heat on the single-pipe system. It also generates
'\nd distributes compressed ai r and electricity, the street system
inclodiog steam mains, electric wire conduits, and a
ai r pipe. Tbere are at present 16 OOOft of steam p1pe and
150 OOOft. of conduit, and about 175,000 square feet of radiation
are' supplied. The temperature in toe buildings is controlled by
thermostats operating valves which admit or relea.'le compressed
air to operate the shut -off valve.
578
-
NEW' GAS-PRODUCING PlANTf:;.
A <;l>J.CHI, serie<; or improved producer gas plants bas heen
designed and patented by Crossley Bro .... , Limited, Man-
cbrster, for working in connection with their gas engines or
for other purposes for whi ch producer gas is desirable. We
have bad an opportunity of inspecting several o( these new
plantt. in <'Ourso of construction
and completed at the makerb'
works, and o( these we give a
description with illustr.}tions.
l.: p to a few years ago the only
fuel usecl in gas engine and
producer-gas installations wac;
anthracite or good coke, the
processes of manufacture neces-
sitating a gasboldcr and a
steam boiler. Tho great draw-
back to t he more general use
of these plants, especially in
some foreign countries where
stringent regulations are in
force, bas been the necessity of
using a steam boiler, and even
though this might be small
compared with that of an ordi-
nary gas installation, periodical
cleaning and careful supervis-
ing, as well as insurance, were
r equisite. Messrs. Crossley
have now perfected a plant
which is free from these dis-
advantages- to work on either
anthracite or coke, and the
standard form of new plant
is shown in our illustration-
Fig. 1-taken from a photo-
graph. The details of its
general construction and ar-
ranfZement will be seen from
t he diagam drawing-Fig. 2.
This gas plant consists of the
following parts : - The producer
A, which is a cylindrical fire-
brick-lined chambl'r, 1be fuel
being by means of
two feeding hoppers on t he
top, to be used alternately at
intervals of one hour or more.
The air and steam pass up-
wards through the fuel, and be-
come converted into gas , which

.

TRE ENGINEER
Thebe plants can be worked either on pressure or suction
according to aircomstanceb. Under pressure a fan is
which is generally driven by the engine. It is not always
convenient, bowover, for a fan to be used in connection w1th
some installation!!, and for -.mall powers the proportion of
the total power by the fan becomes a consideration.
For the smaller power, a gas plant bas been introduced by
)lessn;. Croosley, in which the gas is drawn through the

-
-
-


-
DEC. 11, 1908
rec1u1red, all the Fteam neccs:>ary for nwkiug gas of .good
c1uality being rai Rcd by utilising the beat of the bot gas 1tseH
as it leaves the producer. This effects the double object of
saving the fuel which \\ould otherwise be used under a
small boiler for raising the steam, and also of reduc-
ing the area of cooling surface which is rettui red to
bring the tu the ordinary atmospheric temperature before
entering the engine. The dispensing with a gasholder a),o
saves a considerable amount in first cost, and larg<'ly reduces
the space occupied by the plant. There is the further advan-
tage that a power-driven fan or air blower is dispensed with,
as, after starting the gas-making by means of a small hand fan
attached to the producer, the further production of gas is
continued by the suction of the engine itself. Tho space
occupied is small , and the plant can be conveniently put in
cellars or basements of buildings if necessary, very little pre-
paration being required for foundations. There is no smell,
nor can there be any escape of gas, as the gas is at a pressure
below that of the atmosphere. The pla.nt can be started to
work in five to ten minutes after standing over night or
during meal hours. The cost of working is, we are in-
formed, low, compared with other systems, 1 brake horse-
power being obtained for gd. when working with a Crossley
gas engine, so that it is a cheaper power than with gas
engines running on town gas.
These plants are being made at present to provide gas for
80 brake horse-power as a maximum and 5 horse-power as a
minimum. In a sruall installation of 10 kilowatts capacity,
in which a gas engine is used for driving a dynamo for bouse
lighting, the engine being supplied with gas by a small
suction plant, we are informed that the consulting
tests came out to 1 31 lb. of anthracite fuel per kilowatt-a
very satisfactory result considering t he size of the installa-
tion and the probable low efficiency of a dynamo of this size.
Higher economy bas been obtained with the larger 6izes of
plants, and it has been placed on record by consulLing
engineers' tests of another installation used for electnc
lighting that the consumption of coal on a thirty hours' run
came out to 11 lb. per kilowatt, the equivalent of which is
G5 lb. of coal per brake horse-power per hour. The
used in both tests had a calonfic value of 11,500
British thermal units per pound.
is taken away by a central col-
lecting hell at the top, which
also defines the depth of the
Fig: 1- CROSSLEY BROTHERSJ GAS PRODUCER
The use of bituminous fuel and common slack bas come to
front very much lately, but for small powers the apparatl s
oecessary for cleansing t he gas becomes a consideration, all
with such small powers t he most expensive item is labour,
and it will be understood that more labour is required for
working the biLuminous coals than with the fuels which are
practically free from tar, such as anthracite or cokP. Mar. )
devi ces have at one time or other been introduced for fixing
or burning such tars in the gas producer, but without
success, and it is found in practice that the most di fficult
tarry constituents to get rid of in a gas are those having a
light specific gravity, and which are impossible to fix in a gas
producer. The cleansing apparatus required with such plants is
just as costly as if the fixing of the tar is not attempted, so that
the capital costs of such plants are necessarily hil!her t han
those in which such fixjng of t he tar is not attempted.
Crossley, in thei r present type of plant, using bituminouc;
fuel, do not attempt to fix t he tar, but, by means of a patent
cleansing apparatus, they claim to get rid of it cheaply and
efficiently after the gas has left the gas producer .
active fuel and keeps this always constant. At the bottom of
the producer there is a water lute to enable the ashes
and cli nkers to be wi thdrawn without interfering with
continuous work, also inspection doors and means for
rotating t he which saves poking. After leaving the
producer the bot gas is conducted straight into the saturator
B, which consists of an inner and outer pipe, the annular
space between the two being filled with water to a certai n
height, and th is is mounted on a hydraulic box. The bot
gas passes down through t he inner pipe, imparting t he bulk
of its heat to t he water, which becomes very hot at the top,
and gives off steam. The air supply !rom a fan is blown
round the top part of this saturator, where it mixes with the
steam, and the mixtUre is further superheated as it passes
down the annular space between the outer and inner casings
of the producer, and, travelling by a separate pipe, is led
underneath the grate. The gas, on t he other band, is further
cooled by the almost cold water at the bottom of the
saturator, and then bubbles through. The hydraulic box C
acts as a non-return valve, preventing gas passing backwards,
if the plant should be stopped at any time. It is also
D
I
Fig. 2-DIAGRAM OF O<lS PLANT
arranged with an inclined water trough, which enables any
dust or dirt that may accumulate to be cleaned out quring
continuous working. After leaving this hydraulic box tbe
gas rises up through t he coke scrubber D, where it meets a
small quanr. ity of water trickling down through the coke.
The bulk of the tarry matter is here washed out of the
which is further cooled to the temperature of the
atmosphere. When t he gas is to be used in engines it is
passed through a sawdust scrubber E, which is specially
arranged with a very large surface, and by taking out t he
last traces of dust ensures the gas being sufficiently clean and
dry to work satisfactorily in the engines.
Amongst the many advantages claimed for this plant may
be mentioned the fact that ashes can be drawn out while
the plant is at work; should any clinkers form or r equire
moving, or it becomes necessary to poke the fire, both
operations can be performed without inter rupting the
of gas-making. The producer has been specially designed to
work for long periods without repairs or stoppage for
and the rotary grate renders this possible. The
management of the plant is very simple, and can be learnt in
a few hours by an unskilled man. No boiler being required, a
considerable quantity o( fuel is saved, and beat which woulcl
otherwise be wasted is utilised in beating and saturating t he
air, thus ensuri ng high economy, whilst no gasholder being
necessary, much valuable room and expense are saved. The
plant occupies a. very small space, and the relative position of
the various parts can be altered according to circumstances.
Very little water is required in working the !'lant, about a
H!LlJ on per horse-power por hour hGing found auffi ciant,
generator by the reciprocati ng motion of the piston of the
gas engine to which it may be connected, and since its intro-
duction it has been very successful. difficulties have
been experienced in designing a plant which will not only
produce gas of good and uniform quality when the engine
is running on a constant load, but which will also accom-
modate itself to a large var iation in the load on the engine
without the quality of the gas being affected. The latter
difficulty bas been overcome in this plant by means of special
and patented arrangements. The app3ratus is of the si mplest
Figs. 4 and 6, page 579, show a general arrangement for a 150
horse-power type of plant. The gas is produced in thei r patent
gas producer, a section cA which is shown in Fig. 7. It will be
that the type of fire-grate employed is that of a centrally-
3-SMALL GAS PRODUCERS
possible construction, and consists only of three main parts-as arranged perforated cone, which is rotatable. This enables
shown in Fig. 3-namely, the producer itself, complete tho fire to be worked without much labour and assists in
with the regulating arrangements already mentioned, com- the consolidation of the fuel bed for producer. A
bined with a band fan for starting and two small gas puri fiers. storage of well-known pattern is arranged in the
Besides this, there is also a small expansion box close t o the upper port10n of the producer as shown, and is of the type
engine, whi ch takes the place of the gas bag used with the commonl y.employed for a purpose, the gas leaving the
larger of plants of GO brake horse-power and upwards u pper port1on by the gas outlet pipe. It is then taken down-
when working under pressure. Among the special ad van- wards t he saturator shown in the drawing, the duty
tages c:ln.imed for this plnnt are thn.t no steam boiler is of wb1ch 111 t o enol theRe n.nd n.t tb11 11n.m:J time
'

'.): ..
... ----- . _ .. _____..

---- ' ------- 1 ...... , ;:,, . .....
' .... .
T

I I
I o

:

W8Shtr
Cooler
A
i ;,A:
I ' p
nm;' roductr \''f: ..
0 '

''"'
v..,.....,, ...
- I
...... .. .a,.. I
----- - t . ""' ----


I


;,
I
I



. ..
Til.- Exaxa:es
f i g 6

Fi g . 4 .
R s u
Sswdust Scrubbtr\
GAS PRODUCING PL ANTS

/
/
M p
CROSSLEY I R0.3., LIMITED, MANCHE3TE H, ENGINEERS
( Fol' ckJcription Itt pu.gt 6
/
./ /j
/'I
I
\ \
\ \
\ \
\ \
\ \
\ \
\ \
;;
------ E ----:-j
- ::E - --:':!
. . - --- -
- --- I
I
I
I
I
I

I
I
I I
I I
I I
I :
I I
I I r-... ........... r
I I
I I
I '

Ill

-
:
=-- T ; r_-
: I
-
-

r- i
9
1 .

I
I

I
'
f i<J 5
I
,_
I
I
I
I

I
I
I

I
->
,.
SlDX_R
tj

0

.......
.......

.......
(,0
0

.-3
I:Il
t_%j
t_%j
z
0
H
z
t_%j
t_%j
td
(.n


580
abstract the heat {or superheating the mixture o! air and
steam on its way to the gas producer, and for raising steam
!rom tho water surrounding the saturator. The gases leave
the t.aturator at a temperature o{ about 100 dog. Centigrade,
and are then taken by way of the hydraulic seal-box to a
washing and cooling tower as s hown, the duty of which is t o
cool the gases down to the temperature of the atmosphere,
and at the same time wash out a great proportion of the
dust and tarry matter present. This water is circulated
continuously t hrough the tower, and is used again and
again, the water being allowed to cool somewhat after each
washing of the gas be!ore being pumped back again. The
gases are next taken through a centrifugal tar extractor, which
takes out of the gas all the impurities. The special feature
of this tar extractor is very little power is required to drive
i compared with other centrifugal machines for similar
purposes ; 2 bmkc horse-power being all that is needed for
cloansing t h e gases requisite for a 1000 brake h orse-power
gas engine. After leaving tho tar extractor , the gas is passed
through sawdus t filters, whi ch take out the last traces of
water in suspension, and any tar oils contained in the water,
and entering the gas maio, it is taken for use t o the gas
ongines, or wherever required. The gas supplied to the gas
engines is as clean, and is uo more prejudicial to their
successful working t han ordinary town' s gas. The air is
supplied to t h o producers by means of an air blower shown
in the gas plant machinery h ouse, and this is driven, tozethcr
with the rest of the mach inery, by a small steam engine. A
centrifugal circulating pump is al so used for circulating the
water through t he W:\shing and cooling towers.
The steam for the engine is supplied by a small separate
steam boiler, and the exhaust steam is admitted into the air
main and carried forward with it into the gas producer. No
extra steam from the boiler, with the exception of that wed
in the engine, is needed, any further stea m which may be
necessary being raised by means of the s:1turator dE-Scribed,
and this is an eet>nomical method of taking out the sensible
beat of the gases leaving the gas producer. Excessive
quantities of steam through the producer arc avoided as
much as possible, and, i n consequence, taken with the
efficiency of tbe regenerative apparatus, t h e efficiency of t h e
ps producer plant complete is very high, and a good econ omy
is obtained in a power glls installation.




I
I
I 882
- --- - -- - 3 243
_j
7
Qu ite a numiJH o! these small plants is now at work, aud
we uoders t aud a gas plant of 1000 brake horse-power has
been running s uccessfully now for some months with a coal
consumption o{ llb. o{ common slack per h orse-power hour.
These bituminous ga!> plants are also des igned to work con-
tinuously, and in one cas e, we arc informed, a gas plant of
160 brake bor, e-power is at work night and day for three
month!; at a time, supplying gas u nder varying loadh to nine
gas engines of various s it.es. The certified test for this
installation comes out juet under llb. per hor!e-power hour.
LIBRAltY TilE L.\T J OHN St'OTT, SI:I IPBUILDER.-The library
of the late l't:l r. John Scott, C.B., the head of the well-known
Greenock shipbuilding firm of Scott and Co., is one of the most
complete and valuable in many branches of literature, in Scotland,
and, indeed, the whole and especially so in regard to
volumes rel ating to shipbuilding and engineering, both on the
historical and technical sides of theae industries. The thousand
odd volumes comprised in this branch of his library were equal,
.Mr. Scott tboaght, to anything in Scotland, bnt since his death a
competent authority bas rated them as in world.
Ever since Mr. Scott's decease the fate of b1s extens1ve hbrary bas
been a matter of great curiosity to book lovers, and of anxious
inqui ry among dealers. or wrongly, the impression ha1
got abr oad that the convemon of this valuable book lore into bard
cash baa been contemplated, and schemes have been suggested,
and thei r operation attempted, for keeving inbct a collection
whose dispersal would be very regrettable. The present prospect,
however, seems to be that the whole collection wiU come under the
hammer in the spring. It is keenly felt on the Clyde, and
throughout the of Scotland, that at least the
and engineering sect1on be kept whole, and 1.0 the
district. Prommeot men 1n Greenock, 1t lS believed,
woofd like to acquire this section for their town, and such a
deatination would be appropriate in more than but the
question of ways and means for and taking {>roper
permanent custody stands in the way. The of
Glaagow, with its Chair of Nllval A.robitecture nod of EngJneenng,
would be a suitable resting place for the collection, but here
again want of funds is the ob3tacl e presented. 'fhe of
Engineers and Shipbuilderil in Scotland, the Glasgow Tecbmcal
College, and the :Mitchell Library, have all been as
fi repositories for the collection, bot for van ous reasons,
chiefly pecuniary, t here seems little likelihood of any of _them
becoming the ultimate destination. I_t is suggested t.be
Mitchell Library wore the destined res tmg place, the.
of Glasgow might come to the r escue. The feeling lS pr etty
general that, whatever may happen to the remainder of the library,
the shipbuilding section should not be allowed to leave the West
of Scotland.
TH.E ENGINEER
SIX-WHEELS COUPLED EXPRES ' LOCOMO-
TI VE.-CHEMIN DE FER DE L'EST.
Tm; Eastern Railway of France b as recently had built at
the Company' s works at Eperoay, to the des ign of Mr. L.
Salomon, two six-wheels coupled engines, in which coupled
wheel CHt. lOin. diameter are employed. These engines are a
development of tbo s9ries 10 engines, but besides augmented
dimensions , several features are altered; the bogies, wh ich in
series 10 have outside frame, in the new engines series 9
have inside frames, and bearings with a leaf spring
above each axle-box. These springs arc compensated by a
of link, and bell cranks, the outer arms o f which can
be seen on the engraving on page 574. The bogie is fitted
wi t h a self-coutaioed brake gear- Westinghous&-operating
blocks on each si de of t h e wheels. The h igh-press ure cylinders
are b ori:t')nta.J , while the low-pressu re cylinders are slightly
inclined. lt is, perbap3, bCa.rcely necessary to add they
are compounded on t ho " de Glebn" system. The spr ing
rigging of the coupled wheels is compensated tbrou3hout, as is
al so the bra ke r igging for these wheels.
For t h e oasier comparison of the new engines with of
the series 10, and to show moreolearlythe development in this
class of engines, the annexed table is Riven :-
Series 10. Berica 9.
- --------- ------- - --- ---
CyliudcnJ, htgh)lrcasurc . . . . . . . 13lln. by Hllu by 26in.
. , low-pro!ll!urc . . . . . . 2tio. by 2liln. hy 26ln.
Dla111eter of oouplci wheels . . . . Ut. Sin. 6ft. 10\ln.
Tot&! wheel b.LSC . . . . . . . . . . 5io. 28ft.
Rll{id ., .. .. .. .. .. .. 13ft. 15ft 3ln.
Adbcaive weight . . . . . . . . . . . . 46 tool! ::; cwt. 50tooa 168ewt.
Total weigbt .. .. .. .. .. .. .. t'4lODII lOewt . 70 tons 4 cwt.
Boller OO.rrel diameter . . . . . . <IJt. 91io. ::ift. Un.
,. length . . . . . . . . . .
Fireb.>x &hell -
-
Length . . . . . . . . . . . . . .
Width .. ...... .. .. ..
8ft. llin.
lif t. llln.
'27 sq ft.
Uft lOan.
3ft. 11 to.
Grate area . . . . . . . . . . . . ZO 76 811 ft.
Beatlog aurfacc; -
Tu be,. . . . . . . . . . .
. . . . . . . . . . . . . .
Total . . . . . . . . . . . . .
20i3S bCJ f t .
135S !,.
21090 11
2. 2(18
1M
22938
II
"
"
From those dimensions it will be readily seen that the n ew
engines occupy a. premier place in the list of p:)\varful expresb
506
(.
I
,
'
--- -lsso . I
EXPRESS LOCOMOTIVE, EASTERN OF FRANCE RAILWAY
engines, and, while the series 10 were excluded from tLc very
fas tes t trains of the Eastern Railway Company the new
engines, in virtue of t h e enlarged wheels, are capable of doing
anything that the four. coupled engines can do in the way of
high speed , while being undoubtedly capable of hauling
h eavier trains.
bighpr.:88uro, diameter (2)
,
1
10W})l'C88UrC
1 11
(2) . ,
Stroke of vtatons .. .. .. .. .. ..
eectlon of cylinder , hlghpreuure, ' ..
., , lowpre8sure, c' ..
Volume of ene -.:yllnder, blgbpt'C88tare ..
Oa. O m.
. . 0:>40 m.
.. O tlGO ro.
. . 0 0907 sq. m.
.. 02290 bq ILl.
. . 00598 cu. m.
01611 cu. m . ., ,, ., lowprC88ure ..
Dist!lllre between axce of cyllodcre, high
prCl"urc .. .. .. .. .. .. .. .. 2160 m.
013taoee between axes of cyllnden1, low
prcsuro .. .. .. .. .. .. .. .. OEOO m.
I ocltontlc. n of cyllc.dcr, hlghpressurc . . . . 0
,. . , low.prceaurc . . .. 18 mm. per l:l'.
Between axes of valves, hlghprcesurc.. . . 2400 m.
..
11
., low-preaaure . . . . 1000 m.
Maxtnaum travel of valves, htgbprceburc . . 0 1255 m.
., ,. , lowpaessurc .. 0 135 m.
Ports, length by wldtb-
BtMm, hlgbprcaaurc, A . . . . . 0300 m. x 003.i an.
.. low-pressure, A' .. .. .. .. 0475 m. x 0 042 m.
Exh!lust, hllfhprCBSurc, R.. .. .. .. 0 300 m. X 0070 m.
11
)OWpre&SUfC. R
1
.. , 0 475 m. X 0090 m,
Section of steam plpo, blghprc38ure, 1 0 L09S eq m.
,. ,. ., lowprCBSuro, 1 . . . . 00123 sq. m.
,. cxbau11t pipe, highpreaeure, t .. 00123 eq. m.
., ,. ,. luwprctsure, t .. 00273 aq m.
Ratl> 8 03; c - 4 81 ; c - 9:>4 : c: = i 37
A Jl: 1 t
Cl 11 5 ; (.I - S Sl : (.1 = 18Sl ; Cl = 83S
AI Kl 1 t l
Conncctlng;od length, . . . . 2 200 m.
, ., lowpreaaurc . . . . 1850 m.
fla.dJua of cranka .. .. .. .. .. .. .. 0 330 m.
Rallo of connectlngrod to cr.t.nk radtUJI,
hJgbprcuurc .. .. .. .. .. .. .. 666
.. .. .. .. .. . . S 60
Duller-
Orate. length f<.Uowlng lnclinatlon
Width . . . . . . . . . . . . . .
Surf.lCo . . . . . . . . . . . . .
Fire-box-
. . 2840 m.
.. 1 006 m.
. . 2857 sq. m.
Height of crown {rom foundation ring .. {
Width inaldo at top .. .. .. .. .. 1220 m.
,. ,. bottom . . . . . . . l O<K m.
Length nsldo at top . . . . . . . . 2680 m.
., ,. bottom .. .. .. .. 2777 m.
Thlcknosl! of c:>ppcr plates . . . . . . . . 0015 m.
, ,. tube plat.e3 .. .. 0 027 m.
T u l.1011 .. .. .. .. .. .. .. .. .. l 28Scrvo
1
12 tiWOoth
Out11ldo diameter . . . . . . Herve 70 man. , smootn 76 nrm.
DEc. 11, 1908
1-cogt.h bct.wtcn . . . . . . . . <I 200m.
Fire box : ouutdc length .. .. .. .. .. 8 000 1n.
Width at lO)J . . .. .. .. .. .. .. .. 1 510 m.
.. .. .. 1 204 m.
" uu .. .. ..
Barrel, mt.: ln diaiJictcr Gl .. .. .. .. 15t.O
Total length of tho boiler . . . . . . 8931 m.
Rail to axla .. .. . . .. .. .. .. 2 630 m.
of pL'\tCII
0
lnrrcl .. .. .. .. 0 017 m.
Fl b hell
0015 m.
rc ) X * . . . . . . . . . . . . . . . .
Working preuuro .. .. . .. .. .. 16 kiloe.
Dtameter of Adam saJcty ul <"c l .. .. 0070 m.
Areas of air plJIUgce through tubes, t . . . 08?48 lq. m.
loldo chimney, C.. .. .. .. .. .. .. 1114 10,
Batlo, !. .. .. .. .. .. .. .. .. .. 3 14
c
Heating curfacc-
l'ln:b r .. .. .. .. .. .. .. J[; :!tllotJ an.
Tutc:A, T .. ., .. .. .. .. .. l117 SGo 1 w.
Tullo!, 1:1 .. .. .. .. .. .. .. 218 107 ro.
Ratl s .. .. .. .. .. .. .. .. 1208
..
0. 74 !t{f

Diatat. co lntwecn . . . . . . . . . . . . 12<1 G or.
Wldtb over plntfoi'TDJI . . . . . . . . . . 2 fOO ra.
Length over bulf!ltll . . . . . . . . . . l l 600 m.
Wheel bJ.&C of boglo .. .. .. .. .. 2 :00 m.
Rear lJ ogle wbeel t? low prc:Jsurc driving
whrol .. . .. .. .. .. .. 1lHO m.
Low-prcaaurc to blghprcuurc drl. icg
wbeele .. .. .. .. .. .. .. 111.
BighJittfi!W'C lo rear OOU)1led . . 2 4W m.
Tutl .. .. .. .. .. .. 8-5QO aro.
Width between tire. . . . . . . . . . . 1 360 tD.
L1gltt . . . . . . . . . . . . . . . . . . . .
In work tog ordcr-
b :: ::
11
., high prce urc.. .. ..
I tear "heels . . . . . . . . . . . . .
Tot...tJ . . . . . . . . . . . .
not epr1Dl ii'J PJ r tcd-
&glo . . . . . . . . . . . . . . . .
Driving .. .. ..
11 11 blghprO.: SI!IJfC , , . ,
"
..
rear . . . . . . .
Tutal . . . . . . . . . . . . . . . .
Wolgbt, aprlrg aupp, rtol .. .. .. .. ..
Contro of of we!gbt on rn118ln relr
of lowpro;aurc drlvlug 1vhceis . . . .
Gi IU:. ldlo.
kUos.
1 '73>
17280
I i :liO
17,1'(1
i 1.395 ki!oo.
JtiiOH.
2.915

4,!170
4 4 1.1
17,920 kll s.
SJ 475 k1J .18.
0851 m.
1
t ---------.. --.. 2 710 - - -
I
... 2535
--1360
I
815'Al8
LBTTBBS TO THE BDITOB.
l

. ,
We clQ MC Mid ov.rld"' rt.lp()1Uibk fqr lAc opi1Mtm1 of tlfQ'

STK.Ul Tl:RBO GENERATING PLANT!>.
8111,- ln reply to tho bulk of Mr. WilkinEon's letter in your
issue t o( l>zcember 4th, 1903, we need only refer to the previous
correspondence. For the rest, we can assure )lr. Wilkinson that.
we have bad a very large and satirlactory experience wit.b high
superheat in our reciprocating engines during r ecent yean, o.od,
as our customers know, have done a great deal of bard work in
assisting to make the advantages of superheat practically possible.
We omitted :3biploy, as we found that they were receiving steam
gratis from the destr uctor works.
Mr. Wilkinson's suggestion that a trial should be made witb the
best examples of reciprocating engines o.od steam turbines, under
ordinary central statiOn conditions as to superheat and vacuum,
is, in our o. good one. The difficulty is to get such o.
P.rolonged tnal made under impartial and useful cond1tions, but
1f any of the leading engineering associations are prepared to
take tho matter up in the intereats of their members, we should be
very pleased to lend an engine for the purpose.
.Mr. B. Barker eays that Mr. table for vacunm effect in
turbines is wrong. Pouibly Mr. Barker is wrong. We nsed tho
table given in Mr. Wilkinson's paper to refote Mr. Wilkinson's
conclusions, but the point is a fine one, and does not affect the
poeitioo.
Mr. Barker, in your iseue of December 4th, 1903, and Mr.
Campbell Swinton elsewhere, attack the examples given by us to
show the gr eat inferiority of the steam turbine in actual work,
and Mr. Barker constructs a table by inserting some excellent
figures which be bas obhined from the Newcaatle-on-Tyne Com-
pany, to which 1\ir. Campbell Swinton also r efers. We presume
tbeae figures are for the twelve months' work up to date, and are
not yet available to the general public. But surely it is unfair to
make such a comparison, as both these gentlemen must know -.ery
well that retnrns for tbo same period from the b11lk of the recipr.:>
eating engine station' will show improvements, and possibly equally
improvements, as compared with the last published returns.
We have, however, now obtained a copy of the NewcastleOnTyne
return, and it is interesting to compare i t with the return for about
the anme period of one of the best equipped and managed recipro-
cating ellf{ine stations, namely, L%ds. The given by Mr.
Barker, 'VIZ. , 38, if correct, is for the stat1on costs per unit
generated, but all the figures for costs in the Ti111d
analysis, are per unit sold. This is a very different m9.tter, there
being a difference of nearly 20 per cent. on the average between
these fip:uros.
The figur es from the returns, and the chairman's speech, are
as follows: -
Total unlts ao1d. Cost of production .
8. d.
t\ewoutlc-onTyne .. .. .. 6,011,800 .. .. 12,687 6 8
Leeds.. .. .. .. .. .. .. 4,U8,660 .. .. 11,624 :; 4
'fo this should be added the cost of distribution for Newcastla
DEc. 11 , 19 0 3
on-Tyne to the extent of 2,412,318 units. Adding the above per
centage for distri bution to the Newcaatle costs above, we get a
figure of works cost 706 for N ewcaatle, o.gaill8t 6:l for Leeds.
When it is taken into account that the Newcnstle-on-Tyoe load
factor- which Mr. Barker takes care not to mention-is probably
double that of Leeds, it will be apparent to the mnJority of
electrical station engineers that the Leeds results are much the
better of the two, Moreover, a Jorge portion of the work covered
by the Newcastle retnrn will hae been done by r eci prOCI\tiog
engines, about equal in to the steam turbioee, which latter
have only recently been set fully at work in the station.
Mr. Barker's iable, aa it now standR, includes this unpublished
remi-reci procatiog engine station r esult on his own side, and
in Yarmouth to compar e with Scarborough to blacken the recipro-
cating enlline r ecord on the other. From the "Central Station
Directory" we abstract the following :-
"Yarmouth- Welsh coal through and through ured for fuel."
"Scarboroullh-Stoam coal and smudge used for f uel."
And yet Mr. B:uker objects to our use in a general sense cf the
word "quibbling. " We were quite aware of the inequality in the
load facton pointed out by Mr. Campbell Swinton, and surmised
that it might be due to uxiety on the part of the turbine stations
to bold a big margin of Fpare plant to meet the riske due to
s tripping of the blades and other difficulties inherent to their
system. They appear, anyhow, to have been able to develop a
spgcial maximum power on some particular occaaion considerably
in excess of their overage power, but the load factor, as calculated
from the tablc!s, bas no very close bearing on the relative
economies, as anyone can see by a careful study of the tables.
J<'or example, take the two stations Cambridge and , 'carborongb,
referred to in Mr. Campbell Swinton's table ; in fact, be is the
managing director of both. Cambridge bas the smaller output
and the smaller load factor, and although it has probably to use
as dear a coal as Scarborough, its consumption runs out to 66
only, aa compued with 85 for Scarborough.
We took trouble with our table t o pot the matter r easonably
fairly on both sides, and, as we have said before, we might have
given tbirtv-eigbt reciprocating engine stations, showing an
average of 41 for fuel cost, instead of the seven selected stations,
with 51 cost. There is, however, no reason for your readen to
accept our table or that of any other interested person. At tbe
cost of a few p3nce they can buy an electrical paper, with the full
tables io, to draw their own conclusions from. I n doing so, we
would ask them to bear in mind that steam turbines are at their
best when new, and that there is a very quick limit to the possible
improvement in t he design of the s team turbine, though the
machine it,elf is still very experimental. In this connection, lll r.
Wilkinson's remark that "every steam turbine station in our
list, except one, was at the time covered by the figures given,
employing obsolete turbine plant " is a very ominous one,
as our list included nearly all the stations usiog steam
t urbines. The clearance difficulty is very real, especiaJJy with
plant under 2000 or 3000 hone-power, and the experience with
larger pla.nt is very limited at present. The fact t b(lt two
immensely wea
1
tby American firms have adopted steam turbines
aa their standard for high-speed running only show& that
America baa hitherto bad no effective standard high-speed
engines, and bava probably assumed that in the steam turbine
they will secure an engine capable of considerable improvement.
They may very easily be mistaken. The 200,000 or 300,000 bone-
power ordered only shows that these two firms have large financial
control, and ar e able to secure orders. The wise man will wait till
the experience comes.
I n fint cost, the temptation to take the steam turbine for large
sizes is great, bot in the end the machine may prove much more
costly than the well-tried reciprocating angine.
lo conclusion, we can only say that if, in the opinion of your
readeri', we have argued too strongly in favour of the reciprocating
engine, we have done it without any manufacturing bias, as we
are prepared to build steam turbines of any size as soon as we have
determined that it is advisable in our own interests-which
include satisfaction to our customers-t o do so.
(FOR BELLL"!S AND W11TED. )
ALFRED MORCOll, Mar.aging Director.
Ladsam-street Works, Birmingham, December 8th.
Stn, -Ali managing director of the Cambridge Electric Supply
Company, Limited, and also of the Scarborough Electric Supply
Company, Limited, and as, therefore, in some measure responsible
for the exclusive and continued use of steam tu.rbines by these
t"'o concerns, I feel called on to draw attention to what appears
to me to be tho entirely misleading nature of the comparisons
between the rasults obbined in steam t urbine stations on the one
band and reciprocating engioe stations on the other, r ecently
published in your columns by Mr. Alfred Morcom.
b' or his purpose Mr. Morcom st11.tes that be bas selected
r eciprocating engine shtions which are " under approximately
similar circumstances as to costs of labour, fuel, output, &c.," as
the turbine stations. No doubt be bas made this selection as
fairly as is possible ; but to show bow unsuccessful be bas been
in this respect, it is only necessary to point out that amoug his
reciprocating engine stations be bas included Salisbury, where a
portion of the electrical generation is carried on by means of water
power, and where both fuel and works costs are, therefore,
abnormally low. Again, though Mr. Morcom specinlly mentions
the matter of output, his own figures show an average annual out
put of 1, HM,907 units for his reciproc1ting stAtions, and only
738,924 unit'! for the turbine stations, a ratio of practically 2 to 1.
fio,q greatly the mere quantity of output affects results may
bo seen from the following figures which show how the costs
of fuel, &c., have decreased at C.Ambridge and at. 'carborough as
output bas increased in the last seven years:-
Cam&ridgr.
TutJI unitll 011 waate Works
aold. Fuel and etorcs. c?fotll.
1895 .. uo,5tO .. 1 98 .. 19 .. a9t .. 4-r.a
lOOl .. .. 419,0C'.J .. 00 .. 14 .. 1 61 .. 2 40
Scarborough.
Tutal units 011 W.lStc W(tr\c.e Total
sold. Fu )1. and 6t:>ree. coet. cJstll.
1895 .. .. 13.3,177 .. l CO .. 12 .. 3 47 .. 436
lOOl .. .. 431,777 .. 85 .. 08 .. 1 61 .. 2 65
I ncidentally the above figorea also go to show that the efficiency
of steam tur bines does not fall off with as bas been suggested
in some quartera.
Another most important omi.s!:lion from Mr. Morcom's ligures is
any consideration of the question of load factor, which, as all
station engioeen are aware, bas a greater effect upon costs than
almost anything else.
The following are the load factors of the turbine and r ecipro
eating engine stations selected by Mr. Morcom for the same years
that be bas given the other cost'!:-
.'Sttallt Rcciprrxu.ling lt(ant en!Jilla .
Black pool.. .. .. 14 32 LeHI.$ .. .. .. .. 12 31
Newcastle .. 13 67 Ballfax .. .. .. 16. {13
Cambridgo .. .. 9 13 Bootie .. .. ..
Sc:uborough .. .. 934 Tnuot)D .. .. .. 12 77
West 8romwlch .. 9 27 Dar wen
.. .. 12 1!
llorocambe .. .. 700 Klog's Lyno .. ..
Melton Mowb: ay .. 11 II &llilbury , . .. .. 11 4!1
Average .. 10 55 Aeregc .. 1567
As will be seen, the average load factor of the reciprocating
station.s ia practically 50 per cent. better than that of the group of
turbine rla tions.
To recapitulate, the following :ue the points t ' which I desire
to draw attention :-(1) Among the reciprocating stations Mr.
)f orcom bas selected there is one where, owing to the use of water
power, the results are abnormal. (2) The average of the
THE ENGIN EE R
reciprocating stations Mr. Morcom has selected is about double
that of the turbine stations. (3) The former have, on tho
average, a 50 per cent. better load factor than the latter. 1 think
that most engineers will agree with me that, under these
circumstances, Mr. Morcom's comparisons are of no value at all.
Laatly, I note that in Mr. Morcom's list of turbine stations be
has left entirely out of account that belonging to the Newcastle
on-'l'yne Company, whlcb, if I mistake not, is now almost entirely
run by means of steam turbines. Would it surprise Mr. Morcom
to learn, what I am infor med on good authority IS the fact, namely,
that the works cost of this station are now less than bali the most
favourable similar figure of 62d. per unit which Mr. Morcoru gives
for Leeds 1 Now, the cost of coal and labour at Newcastle and
Leeds cannot differ very greatly, so this enormous difference must
be due t o matters of load factor and output, and probably also to
some amount of superior economy in steam t ur bines over recipro-
cating engines. A. A. CAMPBELL SWINTON.
66, Victoria-street, Westminster, December 2nd.
Sm,-My friend Mr. Morcom bat given you a table of which I
fail to see the value. compares s team turbines with Bellifs
engines in respect of the cost of coal per unit, but be omits to state
the cost of coal per ton, the c1loritic value of the coal, the kind oi
boilen in which the coal was comrumed, and the load factor of the
station. Under these circumstances it would eeem t o me to be
almost as reasonable to saddle the dynaruos with the differ ences of
coal costs, and il'l:nore the engines altogether.
38, Bennetts Hill, Bi rmingham, Hl!NUY Ll!A.
Oecember 7th.
BYDR.\ UL1C AND STEAM 'l' URIHNES.
Sm, - 1 have read two ar ticles in yo:J.r last issue with much
pleasure. One is on a Pelton wheel, the other the review of a
German work. May I ask a few questions ? I have always
understood that the efficiency of the Pelton wheel is due very
largely to the reaction of the water leaving the buckets backwards.
You give a figure that 15bows a bucket at rest with a stream strik
ing it in the centre and leaving at the sides parallel to the
discharge. If this happens at rest, it must happen mor e or Jess
when the wheel is r unning, and I have always thought that the
effect was that of Barker 's mill. Thus, the turbine was a combined
impact and reaction turLine. Will some one tell me if this view i9
quite wrong, and explain why ?
The other question refers to a passage in the review of Professor
Stodola's book, which relate!! bow oscillations of pressure take place
in the diverging nozz!e of a Laval turbine. The pressores, I
undentand it, are given for diffareot points along the nozzle, bot
I am very dense, or it is not quite clear whether there are varia-
tions of pressure at any one point. We all know that in a diverg
ing no-ale the point of greatest velocity is the point of least pressure,
and that we may so far as to create a vacuum at a given point
in a n<Yale by shaping it properly. May I ask, too, how a
"component " can suck anything 1 Surely the components of any
force are entirely absorbed or included in the resultant, and are
incapable of action on thei r own account. A billiard ball coming
off a cushion without side bas two components, bot it moves in a
straight line, and we cannot imagine it having any action at right
angles to its direction of motion, that is to say, action due to its
recoil component. F. I. D.
THE CONSERVATION OF ENERGY.
S111, - I read with interest your leadec on "The Conservation of
Energy " in the current issue of THE ENGINEER, though I was a
little surprised to read the examples you therein give, by which
you attempt to show the unreliability of this Jaw.
May I offer the following solution of "that old crux "-What
becomes of the energy in a spring when it is dissolved in acid !-
though I must coofes3 that to roe it is a new question.
What would probably occur would be that any two adjacent
molecules-being under a condition of strain, owing to the initial
bending of tho spring-would, on being released from mutual
cohesion by the action of the acid, take up a movement in an
opposite d1rection from that in which they were strained originally.
This movement being arrested by the liquid, &c., would cause
friction and beat. A little thought will show that this beat would
be too slight to be measurable, or even noticeable, especially as it
would be masked by heat produced owing to the chemical action
going on. For Joule's equivalent is 1390 foot-pounds for 1 ther-
mal unit Cent. This may surely be accepted as somewhere near
the mark. Consequently, to raise 1 lb.-about-of tlleacid through
1 deg. Cent. only we should require a spring large enough to
undergo compression through a distance of 12in. by means of a
force of over half a ton.
Again, because we get an excessive amount of energy from the
mixture of certain chemical compounds- forming gunpowder, &c.
- does not seem to me to prove that this energy is created or
obtained in some mysterious way, but rather that, in this one
ca11e, we have got nearer to releasing all the energy stored op
through past centuries in these compound11 than we have suc-
ceeded in doing in other cases, and the wonderful r esults obtained
are due mainly to the fact that in the case of gunpowder, &c. , we
have discovered bow to release tbh vast amount of energy
suddenly.
Barrow-in-Furness, December 2od. S. W. A.
I Bow stored up 1 Certainly not as motion in the P.owder. Whence
does the motion come when explosion takes place l-Eo. TI:IE E. ]
RR.EAKOOWNS IN 'f .HE NAYY.
SrJt,-You have called attention to a most important factor in
naval power, and the Admiralty will be guilty of a grave derelic-
tion of duty if matters are not improved.
The modern engine-room is so complex that it is not fair to
expect men to Jearn all about it in a few hours. The naval engi-
neer bas not a fair chance. Machinery baa its whims and its pecu-
liarities, and good work cannot be got out of it save by thol!e who
underatand its idiosyncrasies. To draft men into a strange ship,
and give them a few hours only before they are to run the ship at
full speed, is pretty certain to be followed by failure somewhere.
But after all allowance bas been made for this, I venture to add
that our naval engineen are not sufficiently instructed in the art
of engine-driving. They may be first-rate mechanics, rnathe
maticians, and mechanical engineeril, and yet quite unable to drive
a marine engine. It is well known that a good fitter iR the worst
poasible locomotive driver. Now, in the mercantile marine some
most incompetent workmen are tho very best possible "drivers."
They seem to know by instinct bow t o ron the to the best
advantage and bow to kee{> them with a minimum of trouble.
Most of the engine-driVIng will be done in the Navy, it may be
said, by artificers. But these men, however good as fitters or
smiths or shop bands, are not the best for driving, and they have
no chance of learning tLe art.
Tbe greatest possible advantage would be gained if the Admir-
alty made arrangements for sending a certain number of their
advanced students to sea in Atlantic liners or big tramps to learn
a most important part of their profession.
Sli l'.&lUNTEND.ENT ENOU/EER.
Liverp:>ol, December 8th .
Sm,-1 have just been readi ng your article on the
11
Breakdowns
in the Navy, " and if I may offer an opinion as to their cause, I
would say that there ill far too much tinkering and meddling with
the engines when the ships are lying by, for no other apparent
reason than to keep the artificers and stokers in a job. They are
constantly being pulled t o pieces for examination, and being put
togetbor again in such a way as would mako a merchant service
engineer's hair stand on end ; and they never get a chance to settle

581
down into good working trim. I formed this opinion several yeat 8
ago, when I wsod to be engaged about the Royal Dockyards GO
contract work ; and from the recent questioning of an artificer I
am stiU of t.he same opinion.
Putney, December 7th. J. J,
THE )fO'fOR CAR i>RIVAT.I!: LII:&.
Sin,-With reference to your article on "The Motor Oar io
Private Life," may I make a few remarks ! Although the car
is somewhat out of date, and is looked down on as a elow c:ar, I
think some of its merits and advantages might have been 1ntr o
duced into modern and faster I b1ve driven a small
for five years and four month 'I, purchasing it on the death of itls
previous owner in August, 1898. Before it came into my
sion I do not think it could have r un more than 500 or 600 m1les.
I find the total annual upkeep for the five years to be about 35,
including repain, r enewals, petrol, cleaning, &c. During this
period I have driven it about 11,000 miles, and on one occasion
only have I had a breakdown that I could not repair on the
road.
The car is, as you have suggested, laid up about twice a year
for two or three days or a week for reP.*;' irs and general overhaul.
The car is not fast, but on fairly h11ly roa.ds, with a moderate
load, it will keep up to the legal limit.
I have perhaps an inordinate amount of spare gear-i.e., cone'!
for road wheels, spare connecting-rod, gear wheel for exhaust, a
clamp for fisbiog a broken spring on the road, &c.
Belts are renewed once a year, for it is not worth while to wait
till a belt breaks on the road before buying new ones.
Altogether the car bas done well, so much so that one of my
bas nicknamed it "Old 1'hliability. "
It is difficult to get at the actual upkeep of some of the modern
can, but I knoll.' that several of my friends who own fast modern
can have bad long bills for renewal of gearing and tires.
I think the merits of the Benz a re a comparatively slow-running
engine, 3ft. wheels, with solid tires-tboogb 28in. to 30in. wheels
of voiturettes necessitate pneumatic tires-absence of the Panbard
gear, which a French engineer once described as "barbarous and
brutal."
JOliN K NWIIT.
Barfield, Farnham, itb.
STEAM AUTOCAR NOTES.
Srn,-In Mr. Bickford'!! very interesting a rticle on steam auto
cars, be mentions that in the Wolf engine metallic p.1cking rings
were abandoned in favour of a'!bestos packing compr868ed t y
means of a loose sleeve. I think be would find the
method better, being automatic. It is one which I hue used
successfully in small cylinders
Take a length of bard rolled bras3 strip, about No. S. W.G. in
tbickn868, and nearly as wide as the depth of the packing space a a.
Coil it round on itself nntil you have two lay era of strip all round, and
so that it will just slip over the reduced body of the piston. Then
wrap ar ound it a strip oi gummed pap3r, eo as to prevent the



brus s trip from uncoiling. Place the piston in the cylinder, slip
the brass coil over it, pack between the coil and the cylinder walls
with asbestos, and screw the loose sleeve bard up, metal to metal,
at/,, When the steam is admitted it will set free the paper band,
and allow the brass coil to expand and press outwards the asbestos
packing continuously aa long as the asbestos lasts.
The thickness of the brass strip depends upon the diawet r
of the cylinder. liENR r L.&.\,
88, Benoetts-bill, Birmingham, December 4th.
SUBURBAN R.UX.WAY TRAFFIC.
Sm,-1 have read with much pleasure and a little amusement
the letter by Mr. D'Alton and Dr. Mannheim in your last issue.
Throughout the whole discussion they have never yet disputed the
accuracy of any one of my figures. 1'beir whole contention bas
been not that my figures were wrong, but that my method of
working was inadequate. No steam locomotive could p rovide tho
power necessary to attain the required speed and the requi red
time. 1 have said that, t11rn the diagrams end for end or do what
we may with them, the result is the same in time between stations.
They have hitherto disputed this, but in your last impress ion they
admit that I am quite right. They say the "distance covered
and the ri.lnning time will be the same, bot the difference in the
a!Dount of power is enormous." . so; that is pre-
CISely what I am contending for. If we beg1n wtth an acceleration
of 15ft. per second per second, and stop with a retardation of 3ft.
per SP.cond per second, the result will be just same as to time
if we start with 3ft. per second per second and stop wi tb 1 5ft. per
second per second; but the locomotive must be jnst twice as
heavy in tbe second case as it is in the first.
I have, be it observed, never s11id that the electrical train could
not all that yo11r correspondents expect. I do say that it
remams to be proved that the rates of acceleration which I have
given are not enough. Your correspondents have given up
coasting; they make no further mention of economy. They s11y
not only must they have 3ft. per second per second accelera
tion, but 4ft. per second per second retardation. To which I
reply that not only is thi3 not wanted, but that th1 public will not
stand it.
I can your correspondents' little jibe about my knowledge
of workmg subur ban traffic. Every line that they write shows
that they have tramways and tulles in their minds, not really
heavy suburban t raffic. U. R. B.
December 7th .
Ho.\ nnow SCHOOL FIRB PROTECTION.-Since the disastrous fi re
at Eton College in June last, .Mr. J. W. Welsford, of Harrow
been_ careul1y _considering the best means of protect-
mg the of bts boardersm case of fire, and bas just placed an
order _w1tb the. Pearson J!ire Limited, for a complete in-
of the1r automat1c system .' n his premises. We believo
th1s wdl be the first school-bouse 10 the kingdom to adopt an
automatic fi re alarm system.

582

SCREW PROPULSION FOR WARSHIPS.
AT the Royal United Service Institution on Wednesday, 25th ult.,
Admiral the lion. Sir K R. F'remantle, G.C.B., in the chair, Fleet
lt:ngineer Quick gave a lecture entitled "Some Remarks on Screw
Propulsion for Warships."
I n his O.Pening remarks the lecturer stated it was not his inten-
tion t o gt ve any general theory of screw propeller action or of
screw prop_eller design, but to treat the propeller as a weapon of
war, cons1dering its importance in rammi ng, for it is in connection
with ramming and manwuvring in battle that the great value of
the last knot of maximum speed becomes apparent; it is that extra
knot of speed, either ahead or astern, which may enable a battle
to be won or a ship to be saved. There is no finality in practical
engineering, in chemistry and electrical engineering, and there is
no reason wby we should consider we have arrived at finality in
regard to the design of screw propellers.
Now the maximum speed of the four great cruisers of the Drake
class was just over 23 knots with their original propellers. With-
oat doubt the various makers of those propellers considered they
were the very best propellers that could be designed for t bot e
vessels, and as those vessels attained something over the speed for
which tbey were the results appeared quite satisfactory.
But the Admiralty very wisely ordered new blades of 30 per cent.
p;rea.ter area to be made for the Drake, with the result that the
high speed of 24 11 knots Wall attained with practica17 the same
indicated horse-power as bad been required for knots. If
the original screws bad been retained, they would have required
41,000 indicated horse-power to drive the ship at the speed of
24 11 knots. Please t o consider the increase in weight and space,
and cost of the boilers and engines of 30 per cent. greater power
than the present boilers and engines, and a'so t he increased con-
sumption of fuel to provide that increased power. You would
easily see that it would be almost impossible to cram such power-
ful engines and boilers into those ships, unless t he store-rooms and
magazllles were abolished and the ship converted into a mere
steaming machine.
The enormous value of the Admiralty improvement of the
Drake's screw must be apparent to all. But this improvement
bavin.g been effected, the question arises: Is it possible to make
a further improvement in the propellers of those ships so as to
drive them at still higher speeds with the same horse-power 'I
alone on one ot those vessels can show exactly bow
much the maximum speed of those ships can be inc?r.eased, but
by some considerable changes in the present form o the screw
propellers there is every probability of an increase of speed of
at least one knot being attained with the same maximum horse-
power-or, in other words, that the of the Drake class
can be increased to 25 knots with the present boilers and
engines, and with practically the same coal consumption as at
present. To effect t his, the proposed new screws would have to
be more efficient than the large screws of the Drake to the
extent of 4800 indicated horse-power. And as the large screws
of the Drake gave a speed equivalent to an increase of 10,500
indicated horse-power over the original small screws, 25 knots is
not an extravagant estimate for the speed of the Drake with
propellers still further improved in design.
The principal points we have to consider are (1) the resishncs of
the ship at every knot of speed from, say, 10 knots up to about
two knots above the maximum speed we can expect to attai n with
t he ordi nary screws of to-day ; (2) what the maximum speed of
the ship would be with a given indicated horse-power, providing
there were no loSEes of power by the screw propeller ; (3) the
irreducible non-productive expenditure of power by the ecrew;
(4) the reducible non-productive expenditure cf power.
It is very certain that there would be very litt le sco.Pe for
increasing t he maximum speed of our shi ps if their reststance
increased as the fi fth, eixtb, seventh, or tenth power of the speed,
as many authorit ies on naval architecture have asserted, merely
on the strength of small experiments on models in tanks, and from
the rapid ri:.e of indicated horse-power of ships at their higher
speeds. The investigations of Mr. Robert Mansel, as given in his
letters in TKE ENGINEER, and of the writer also, show that it is
not tbe resistance of the ship that incren.ses as the seventh to the
tenth power of the speed at the highest speeds, but that it is the
efficiency of the screw propellers which falls off at the higher
speeds, and thus a very large part of the engine-power is uselessly
expended. .
Si nce the admirable experiments of the late Mr. W. Froude on
H.M.S. Greyhound, we have bad no further towing experiments
on a large scale, but if we coold tow t he Drake at all speeds up to
27 knots the writer bas reason to believe that the resistance would
be fou_nd to 'l"ary not more than as the cube of the speed up t o
"1.7 knots, and that with her present engines and with properly
designed screw propellers, the speed of that ship could be brought
up to 25 knots least, with a possibility of even higher speed,
while tl:e gross indicated horse-power would not exceed 31,000.
To attain such speed it will be to reduce the rotational
resistance of the propellers.
To ascertain approximately the proportion of power expended in
overcoming rotational resistances it is desirable to consider extreme
cases.
Consider the most simple case, that of a Smith's or common
screw, lOft. diameter, 2ft. length, diameter of boas 2ft., fitted to
an imaginary ship, 420ft. long, 30ft. beam, 15ft. draught, coefficient
of fineness, 0-500; imaginary engines of 30,000 indicated horse-
power ; immersion of centre of screw, 7 5ft. The ship is free in
deep smoot h water, no currents. Pitch of screw infinitely great.
What will be the indicated horse-power when the screw is driven
100, 150
1
and 200 revolution? per 1 What b_e the
maximum number of revoluttons per mmute when the md1<13ted
hone-power is 30,000 1 Practicall y all the power will be expended
in overcoming the rotational resistance of the screw, for there
will be no speed ahead. I n this case Pr, which represents the
power expended in overcoming the rotational resistance,
= 1 00 ; and Pp, which represents the useful propelling p">wer,
will be = 00. Consider another screw of the same dimen-
sions, but of 31 4ft.jitcb, to be substi tuted for the first screw,
and find the indicate horae-power when this propeller is driven at
an equal number of revolutions t o the former. Note also the
mean revolutions per minute when the indicated horse-power is
30, 000. The ship will have considerable speed ahead, and if the
tow-rope resistance of t hat vessel at that speed be known, t he
value of Pr and Pp may be calculated. Repeat these operations
with screws of pitch ratio 2, 1 5, 1 25, and 1 0, and from the re
iults the proportion of P, to P
1
, may be approximately calculated,
and it appears that the proportion of power expended in over-
coming the resistance to rohtion noro::al pitch-ratios, say, under
1 5, increases at high !:!peed3 much more rapidly than t he power
expended in producing propulsion of the ship and in producing
water recoil.
The ordinary or Griffiths' propeller blades are normal, or at right
angles to the plane of revolution, that is, the screw surface is
practically that of a and conse9uently
experiences a large amount of rotatiOnal reststance, eepectally at
high of revolution high pitch-ratio, and aleo in so'?e
cases where the pitch-ratio IS too great for the form of the sh1p.
Many bookehaped and spi ral blades have been designed duri o.g
t he last fi fty years, such as the Nyst rom and Hirsch blades, to gain
an increase of propulsive efficiency, but the iocreas_e of the
rotational resistance of those booksbaped blades and disturbance
of the currents nowiog t() and from their propelli ng surfaces have
caused the efficiency of those propellers at high speed to be less
than that of the ordinary screw. It is evidet:t that whether a
t rue-screw surface of metal be curved, V-sbaped, or square, the
t ravel in a metal nut will the 6ame if be. the same,
but in the case of water e>r a1r we have a yteldmg fl u1d to deal
with, which Ouicl :ldmit.rs of slip. But we have not to consider
THE ENGINEER
so much the percentage of sl ip, but the impor taut matter
of t he maximum speed of ship that can be obts:tned, the value
of the coefficients at all speeds. These coeffietenta betog :-
and
ga y I.M. S.
I. H. P.
Sll / D;
l . .l:i . p.
The problem was to ascertain the form of curve for the
DEO. 11, 1903
shi p would be steered to a C3rtaio extent by the propel_ling jets.
Of course, if the ship was uninjured, and wre_w ellfPnes were
disabled t he turbi ne pumps would take tbetr
the sea. ' It is a matter for the consideration of. naval
officers whether the proposed additional pumptng, p.ropelhng, and
steering power would be in. actual battl_e worth a few hu_ndred
pounds in cash, the occup!lt!On of 72 cob1c yar:ds of space ID the
ship, and the substitution of 36 tons of mach1nery for 56 tons of
coal.
CATALOGUES.
b!ade surface which should have the mini mum of rotational
resistance and which should have the greatest propelling thrust.
The power requi red to rotate t he propeller with this c_ur ved
of blade is P, x cosine of the angle of recesston. _TbtS A. \". YOUNO, 37, Walbrook, London.-Th_is_ is a leaflet deali ng
receding form of curved blades should aleo reduce with a machine for purifying water by electnct ty.
tion, and thus there should be a farther savmg of power, wh1ch CAMBRIDGE SCJ.ENTrf'IC INSTRUMENT COltPANY, Lim1ted
1
C.: .lm
power sbould be utilised for propulsion. bridge. - List No. 20, of the Duddell patent oscillograpba.
It has required many years of scientific research and hundreds b t Lo d -e 1ar
of trials to bring the ordinary radial-surfaced screw, wilb its WALUCH BROTHBns, 57, Gracecburc &tree nt"on ..
1
d
narrow-pointed blades, t o its present condition of and "relating t o the W. B. '' 1903 " type portable pneuma tc Ol an ea
it is therefore to be hoped that a series of trials be g1ven to paint spraying machine.
those new designs which appear to promise a large 1ncrease to the COMPANY, 47, Victoria-street, Westminster.;-Second
maximum speed of our warships and greater economy at all edition of a pamrblet descri bing Mr. A. W. Beutella patent
speeds, as modern conditions. of pow_er and high _speed of syotem of electrica illumination.
revolution demand changes 10 the dimensions, propr>rt10ns, and VERITY's, LnnTED, Hardman-street, DeanFgate, Manchestor.
form of the screw propellers t o suit the new conditions. Catalogues 54 and 61.-The former deals with the Aston open
Reference was made to the necessi ty for triple screws, with type arc lamps, and the latter with main swi tches. _
three seta of independent and isolated engines, being supplied to TEMPLER AND RANOE, Limited, Coventry.- Pamphlets Nos. 1 .. and
all our large warships t hat may be built in future, and to the
16
, dealing respecti.vely witb_watergauges w
1
tb_patentedeafety
that Russia, France, Italy, an.d Germany have adopted the tnple shi elds and the Emsle combmed blow-off and 180lattng valve.
screw system, Germany alone having forty large ships built or
building with tripl e propellers. HESS MACHI!\ COMPANY, Philadelphia.
The adoption of four-bladed screws in lieu of three-bladed screws - This is a well-got-up catalogue of milling machmes and
for our warships will be found of the greatest advantage in actual for large outputs. The machines range in size up to a cut of 42m.
war. Accidents to propeller blades occur even during peace; and CLE\'ELA='D CRANB AND CAn Co, Ohio,
in war injuries t o them will be much more frequent. When one Bulletins F, G, H, and J, t reating respectively of_elect nc hoiSts,
bl ade of a t hree-bladed screw is broken off or ser:ously damaged, Cleveland cranes of many types, hand-power travelling cranes, and
the remaining two blades will, if that screw be used for propemng, electric travelling cranes.
throw a very heavy stress on the shafting and cause excessive SANDERS REHDERS AND Co., 108, Fencburcb-street , London
vibration, while the speed of the ebi p will be very small. But if Second edition of pamphlet on the Ados automatic C0
2
recorder_. -
one blade of a four-bladed scruw be broken, and the engines be The apparatus consists briefly of a motor, gas pumps, and analysmg
worked, there will be less stra!!l on the shaft, less vibration, and a and recording instrument.
higher speed may be attained. This point is of importance to BRITL'JH THO:\ISON-HOUSTON COMJANY, Limited. - Pamphlets
those who may have to command ships or fleets in battle.
Twenty-eight years ago the writer advocated a combination of Nos. 155, 156, 157, 158, and 159, dealing with D A type of con
independent screw and hydraulic propellers ; the latter being tiouous current generators, i nduction motors, enclosed arc lamps,
available for pumping vast quantities of water from the ship in overhead trolleys, oil switches, &c.
case of ramming or injury by torpedoes. In consequence of the PALMER TIJUI!, Limited, 15, Martineaustreet, Birmingbam.-A
loss of the Victoria and the recent ramming of the Prince George, book devoted to the Palmer cord motor tires bas been sent us hy
it appears desirable that additional power should be this fi rm. To everyone in...erested in t he motor car the informa
supplied to onr lighting ships. That pumpmg power could be tion contained in this book will be of interest.
arranged to discharge the water astern. so as to be a considerable WESTINGHOUSE BRAKE Co., Limited, York-road, King's Cross,
au.xiliary propeller in case of injury to the screw engines and to L?ndoo.-This is a neat pamphlet on t he Westinghouse electro-
the screw propellers. But the primary object of the large pumping pneumatic signalli ng apparatus, explaining ita principles and prac-
power is t o keep the ship afloat, for it is believed that in naval tic e. Illustutions are given of the. plants in use in t his country.
battles of the future t he ships will be so injured after an hour's J om; BJ. AKE, Limited, Accriogton, is a taste-
plucky fighting that man;r ships will be sunk if they have only the fully-bound book entitled "Water Supply," and the co':ltents
present amount of pumpmg power; but that side which can keep include particulars and illustrations of apparatllS made by thiS fi r m
the largest number of vessels afloat and capable of moving, if for raising water to supply towns, villages, irrigation works,
only at eight-knot speed, will be able to compel the enemy to
sur render, and thus to bold command of the sea against that mansions, cottages, &c.
particular foe. PRATT AND WHITNEY Co., Hartford, Conn. , U.S. A.-We have
In the diacussion which followed, Admiral Sir Ejmund Fremantle received a batch of tastefully produced catalogue" of this firm's
said it appeared that the lect urer bad clearly proved his case. productions, dealing especially with thread-milling machines,
With respect t o t riple screws, be said that, having regard to the lathes, and t ur ret lathes. The agents in this country are Messrs.
fact that in case of injury so that a ship bad a very heavy list, Back and Hickman, Limited.
while the engines vn that side could not work, the engines on the DAYID BilowN AND SONS (Huddersfield), Limited.-This cata-
ot ber side might be able to work, but the propeller would be Iogue deals very fully with cut gearing of the following p1tterns :-
elevated to a cer tain extent out of the water and its propelling Spur, bevel, ecrew or spiral, and worm gearing, and rawhide
Efficiency diminished. Whereas, if there were three screws, wheels. This fi rm bas made a. speciality of this increasingly im-
whicbever side the ship may be injured the centre propeller would portant branch of. mechanical engineering, and the information
be always well immersed 9od efficient for propulsion. It was given will be found extremely welcome by many engineers who are
evident that foreign Powers bad well studied the matter,aod bad devoting attention t o motor car building.
satisfied t hemselves of t he fighting advantages possessed by ships MATHER AND PLATT, Limited, Mancbester.-A new edition-the
having triple propellers. third-of this fi rm's catalogue on two-cycle gas bas reached
Mr. Quick, in reply to the discussion which followed his paper, us. This pamphlet deals with the well-known Kurting engine, of
said: I should like to make one more remark with regard to the which Messrs . .Mather and Platt are the licensed builders in thif!
statement made by Sir Edmund Fremantle, as to the advantage country. The operation of the engine is well described and illus-
of the centre screw when the ship is injured and listing. It is a trated by sectional drawings. The second edition of t he catalogue
most important thing, but it does not appeal to the engineer in his
00
D type dynamos bas also been issued.
office, and it does not appeal to the manufacturer. The engineer
in his office and the manufacturer are principal!y iot9rested in the
results of the trial trip, and the arising t herefrom when they
published in the newspapers. But the naval commanders and
engineers, who have bad the misfortune to be in 11hips which have
been rammed, bok on these questions f rom a different point of
view. I n 1875 I stated the same thing, that all these engineering
questions shoul d be considered by committees of sea-going officers
- those who will have t o command ships and fleets in action. I am
strongly in favour that for all these qoestious Admiralty committees
composed of sea-going officers should be appointed for the con-
sideration of designs of new ships, new machinery, armaments, &c.
The duty of these committees would be to report their individual
opinions on the various points submitted, and their opinions would
be examined and judged. by the responsible Lord3 of. t he
In t his course there would undoubtedly be confttcts of oplu_ton,
but each point would be carefully investigated and folly considered
by skilled and experienced officers, who woukl be able to give their
whole time to the subject in band, and thus prepare the case for
the consideration of the Board. I n ti.Jis way the advantages and
defects of new desjgns or of new inventions would be sought out by
various unprejudiced minds having sea experience, and probably
valuable suggestions for further iroprov<>ment would be put forward.
It cannot be proved that designers and inventors are always the
best and most unprejudiced judges of their own or of other people's
proposals.
I have no doubt bot that the maximum speed of our large
cruisers and mercantile liners could be increased by one knot or
more per hour by a change of their propellers, and the speed of
our battleships coul d be largely increased also, as well as their
economy at lower speeds. The cost would be very small, and this
question should be referred to a committee. I may say that I
the adoption of the t riple propeller system in 1875, for
wb1ch I received the t hanks of our Admiralty ; and on the loss of
the ironclad Grosser E:urfu.rst, I sent to the German Admiralty my
views on the subject, a.nd received a very handsome letter of
acknowledgment, so that it will be seen that I am an old agitator
for the three-propeller system. It was my paper on t his subject
which Captain Wilson did me the honour to read in t his Inst itution
in 1876 ; I had written and forwarded it to thtl Institution when
ser ving on the Pacific Station in 1875.
Note. - Great improvements have been made in the power and
of pumping engines and pumps since Waterwitcb
built 10 1866, and the Tbornycroft hydrauhc tor pedo boat 10
1883. At the present t ime Greenwood and Batley, of Leeds, are
making De Laval steam tu rbine engines and pumps combined up
to 300 horse-power. These weigh about nine tons, and occupy a
space of about 18 cubic yards cnly. A pair of 600 horae-power
De Laval engines and pumps would weigh about 36 tons, and occupy
72 cubic yards. Theee engines of 1200 total horae-power wou_ld be
able to pump about 17,000 tons of water per hour from a ship, i .e.,
about n.s much water per hour as our biggest battleships displace.
It is therefore evident that these pumps could cope successfully
with an enor mous amount of damage to t he bull from ramming or
torpedoes, which damage, with our existing appliances only, would
cer tainly sink the ship.
The water would be discharged in equal quantities astern on
each side of the stern post, so that in the event of partial or total
disablement of t he screw propellers t he jets would propel the ship
aboad at a moderate speed, and in case c.f injnry to the rudder tho
LA UNOHES AND TRIAL TRIPS.
Dot KER, twin screw suction hopper dredger ; built by, Flemi ng
and Limited ; to the order of, the
of Cape Colony ; to raise, 2000 toOl! of eand per hour from a depth
of 60ft. ; hopper capacity, 1000 tons; launch, last week.
FENAY LoDOE, steamer ; built by, Joseph L. Thompson and
Sons, Limited, Sunderland ; to the order of, ?tfr. G. Cockroft,
Barnes ; dimensions, 326ft., 48ft. by 26ft. 4in.; engines, t riple-
expansion; 24io. , 40in., 65in., and 42in., pressore 180 lb. ; con-
structed by, John Dickinson and Sons, Limited, Sunderland;
launch, November 19th.
Tmo ros, steamship ; built by, Northumberland Shipbuilding
Company, Limited ; to the order of, M. C. Andersen, Hamburg ;
dimensions, 373ft. , 48ft. by 30ft. lOin. ; to carry, 7000 tous dead-
weight; engi nes, triple-expansion, 26in., 42in., 72in. by 48in. ; con-
structed by, Ricbardsous, Westgarth and Co.; a speed of 10;t knots
was easily attained.
LoNOSCAR, steel screw steamer ; built by, Musrs. Wm. Gray and
Co., Limited; to t he of, Captain T. W. Willis, of West
Ha rtle pool ; dimensions, 329ft., 46ft. by 23ft. 7iin.; to carry, 1100
tons ; engines, t riple-expansion, 23in. , 36iin., 62in., by 39in.,
pressure 160 lb.; constructed by, Central Marine Engine Works; a
speed of over 11 knots maintained ; t rial trip, November 28th.
ADVANTAGES O.F WATEil METERS.-Tne use of water meters is not
generally regarded with favour in American cities, mainly as a
matter of mere prej 11dice, but the enormous consumption pet capita,
with the consequent cost of pumping, &c., bas led several large
cities at least to make a beginning in the introduction of meters.
At Cleveland meters are being iustalled more rapidly than in any
other city, their use being now compulsor y, and the work being
done by the city at its own cost. From 1891 to 1901 the consornp
tion and pumpage of water increased 150 per cent., although the
population bad only increased 46 per cent., and it was estimated
t hat 55 per cent. of t he pnmpage was wasted. In 1901 the meter-
ing system was adopted, and in 1901 and 1902 the city purchased
26,000 small meters. At the present time 21,000 out of 53,000
water services are equipped with meter-a, and the work is steadily
progressing. The amount of pumpage for the fi rst nine months of
1903 was 7 per cent. less than for 1900, while that of 1900 was 39
per cent. greater than in 1897, so that the three years show prac-
tically a reduction of 46 per cent. The of 1902 was very
little than in 1901, while that of 1903 lS actually 12 pH
cent. less-up to October-than for the same period in 1902. 'l'he
receipts from water rates in 1903, on the other hand, are 32 per
cent. higher than those of 1900. Nearly all the factories, &o. ,
take city water. The meters were paid for out of the net
earnings of the Water Department, and distributed generally
throughout the c"ty, instead of in cer tain districts. The rates are
such as to encourage legitimate use of water, and t he objections
made by some doctors that any restriction in supply would result
in deterioration of heal th and decency have been proved to be
founded.

IJEC. 11, 1903
THE IRON, COAL, AND GENERAL TRADES
OF BIRMINGHAM, WOLVERHAMPTON, AND
OTBER DISTRI CTS.
(From ou1 OID7L Orm-upondml. )
TilE 860mslikoly to close quietly. Thoro is not much bu.ai-
uess fl hrnng on home account, but aome of the mails were stated
? D Birmiogbatn, on Thursday, to have recently brought
so good mdeota ; and a bet tor t one baa also been communicated
by t he & a rd of Trade retur ns, which show that the British iron
and stool exports of all kinds to a ll markets for tho eleven months
have amounted to twontyoigbt millions sterling which is an
improvement upon tbo correspond ing period of l...at ' year of nearly
t wo mi!li?n or 7 60 per c,eot. ; and upon two year11 ago of
five mslhoOB sterhng, or about per cent. Tbo circumstance
valoo of tho iron. and steel exports for tho single month
ts a httlo below last year IS more than made up for by the increaeo
in tho eleven months' figures.
Tbe bi-monthly average selling price for September and October
as declared by tho Standing Committee of the Midland Iron and
Stool Wag8f! Board, is 6 U)s. 381d. 'fbis is 7d. per too below
tho precodmg r et urn, but tho difference is not sufficient t o
inlluooco wbicb. r emain 9d. per ton for
puddlers, wsth mulmon so proportion. Tho total quantity sold was
;H,?56 toO&, or to.DB ovc! tho preceding retur n-
a cu cumstaoce wbscb souscates a progres:svo state of affairs. Tho
details of tho now a.scortainmoot are as follows: - Ba rs, 21,404
tone, and 6 14s. 4 12d. ; angles and tee3, 996 tons and
6 194. 7 66d. ; hoops, s trip, and 6298 tone' and
6 10.i .. 954d .. 'l'bo much loss profitable character, howev'or, of
tbo hJs of late been transacted compared with a
IS seen 10 tho ctrcum&tance the new average sell ing
puce li that of a year ago by 33. 391d. All tbe descriptiooa
are tskeWJSe below a year ago 10 the matter of selling price, and in
the case of hoops, strip, and miacollaoeous the redaction is as much
as 9.i. 3 06d. It is satisfactory t o 6nd that str uctural material
mai_n_tains a ':l advaotageou.a, and, indeed, an increasingly good
possb on, for 10 tho case of tees and angles the selling price is
as. 059d. better than twelve months .vreviou,Jy.
Figures newly issued as to productiOn for tbe fi rst half of th3
years show the f_ollowing-progreas _in t he make of pig
sroo 10 South Stafford11hsro : From 165,];,} tons in 1901 to
187,366 tooa in 190'l, and to 200,967 t ons in 1903. Tho make of
.BO!!Semor steel ingots for Shffordabi re and l:>hrop>hiro is belieNd
10 have improved from 7:.!,485 tons in tbo fi rst half of last yea r t o
1:15,033 io the fi rst half of tho present year .
'fbe directors of tho .Bir mingham Motor Express Company are
making a rrangeroeo.ts. to put an improved service on Ragley-
road route, by provtdsog oew double-decker motor ommbuses with
a seating capacsty of 32 pt BI!engors each.
A special meotiog of tho Wolverbamptoo Town Council bas been
bold, and adjourned, to cooaider tho details of a Bill proposed to
be promoted in the next session of Parliament to empower tbe
Corporation to construct tramways, and make further provision
with regard to their electricity, market, and other undertakings .
Tho t ramway exteosions woul d absorb 11,000, and streets improv-
monts '30. 000.
About aeveo eigbths of the mioera e mployed io the North
Staffordahiro coalti'lld a re io favour of the modua vivendi which is
sanctioned by the men's section of the Coal Trade Conciliation
&ard in the federat ed a rea.
"Tho 6rat essential for t he socceuful devolopm'3nt of Rhodesia
is a return of confi dence by the investing public." Such was the
opinion put before tho Sooth Staffordshire a nd East Worcesten;bire
loatitute of blining Engineers tho other day by Mr. Thomas Warth
io a paper on "Gold M:ioing in Southern Rhodesia." The country
is still oodovoloped, and gives every indication of rich deposits of
mioorala. In spite of many difficult ies t her e has been a steady
output of gold, which last year r eached 191,000 oz. There was,
the lectur er explained, a mining department for R hodesia, coo-
t rolled by a public official, and the territory was divided inti.>
mining districts, over Aacb of which wab a Commissioner who
examined now mineral discoveries and settled disputes.
NOTES FROM LANCASHIRE.
(Fr()Tn our oum.
i ron market on Tuesday, following tho very
general gi ving way in prioes repor ted last week, showed some
undoncy towards 11teadi nete. Tho si t uation, however, taking it
all through, was without appreciable ituprovemont, and, except
that thoro were perhaps not qui to such luw cuts, orders could be
placed at pretty mucb the fame fi goru as proviou.aly quoted.
'1'be close of the year and tho approaching holidays necessarily
have some effect in restricting bll8inesa, bot the unsat isfactory
industrial condition generally throughout W.ocasbiro is mainly tho
canso of the present depr oseod state of tho market. No one cares
to buy beyond immodsate requirements, and oven where sellers
are prepared to quote forward oxcept ioMlly low there is little
t.emptatoo to purchase at all fa r ahead.
Ptg iron users for the most part booght only as they wore com
peUed to cover immediate wants, aod with very few transactions
on the market to afford much test of prices tho position nominally
remained unchanged from last week. Laocaehire makers quoted
nominally 538. for No. 3 foundry delivered :&1ancbester, but have
to take s uLstaotially below this tiguro to secure business. One or
two Liocoloshiro makers, who a re in a special position, a re still
holding for 1a. to 1s. 6d. above tho mirumum list baaia, but for
ordinar y t ransactiooa No. 3 foundry Lincoloshir e not. average
more than 47s., with Derbyshire quoted about 52-J. 6d. t o 53s. 6d.
not delivered Manchester . Forgo quali ties continuo in but
iodiffor oot r equest, owing to tho general slackneSI! throughout tho
fi nished iron t rade. Deliver ed Warrington Lancashire makers
quote about 48s. ; and LincolDBbiro 47s. 8d. ; with Derby
s hiro nominally a bout 48&. 6d. to 49a. , bot out of tho
mar ket. Canadian forgo iron continues to compote, a nd has
been sold for delivery Warrington at 46s. Middlesbr ougb iron
remains a bout steady at the recent rates, No. 3 foundry, delivered
Manchester, averagsng 50d. 1d. to 50s. 7d., with special brands
quoted 50s. l Od. not. Scotch iron also is without r eally quotable
change, and delivered Manchester dockll Eglintoo is sh ll t o be
bought at about 548.; Gloogaroock, 548. to 54&. 6d.; and Uart-
aherrio, about 58&. to 58s. 3d. net. Canadian iron coold be bought,
delivered docks, a t 47s. 6d.; American, at about 48a. 6d. net, but
there docs not seem to be any eagern088 about placing orders even
at these figures.
&tb raw and aemi-fioiaht.d ateela remain weak and cut up by
competition. Hematite makers are under-quoted by warrant
sellorl', and although they a re easier, oven their lower quotations,
now a bout 62s. 6d. to 6:Ss. Gd. net for No. 3 foundry, delivered
?.faocbe&ter, a re still coo!fidorably above tho open market }Jricos,
which do not average sooro than about tiOa. vor ton. I n
aemi fiL>isbed material Gor man quotatioDB for biUeta remain about
4 4s. for s mall up to 4 5s. for tho larger sizes, delivered into
tbil district. There a re very low quotations for Canadian billets-
under 4 per ton, delivered bore-but are somewhat mis
loading, as they a re only for large eizoa, which a re very similar to
what a re termed blooms in the J!;nglish mar ket, and onder such a
delignatioo would not come very much below local quotatioos.
American billota alao continuo to be offer ed about 4, delivered
here. For English biiJeta makers' quotations still range from
4 7s. 6d. up to 4 6d., doHver ed in tho Manchester district,
but it would so6m exceptional whore much above t ho minimum
basis i.a being got unless on very special traoaactions. Whore
business is put through it i! only n very low-cut figur e, and tho
THE ENGINEER
cD!ront market rates scarcely afford a definite basis of actual sale
pnces.
Only an iodifl'eroot and Ull!atisfactory sort of bw.iness continuos
the general r eport throughout the manufactured steel trade.
Nomsually prices a re without quotable alteration, but transactiooa
of a ny weight are cut for at low figures. Delivered Manchester
bars range from 6 5a. 6d. to 6 5J. and 6 7s. 6J.; common stolll
plates remaining at 6 12i. 61. for IAnclllhire specifications,
delivered in this district.
. No further change of any moment can be reported in the finished
sroo trade. Hepor ta all round a re that business is exceedingly
slow, and forges mostly working short time. Quotation' remain
unchanged from tho officially reduced sates r eported last week,
except that makers outside the Association ha ve had to follow
and bring t hei r prices to t he same level. Delivered statioDB
Maochoater, l11ocashire bars remain 6 5s., and into warohoU8e
6 6s. 3d.; North Staffordshi re bars, deli vered in this district,
range from 6 5s. and 6 7s. 6d. to 6 lOs. a nd 6 128. 6d. HOOJIS
remain without quotable chango at 7 28. 6d. random to 7 7s. ISd.
special cut lengths, a nd 2J. 6d. Joss for shipment.
Tho situation in connect ion with tho engineering trades under
goes no material change, and unt il afc.or the turn of the year little
or nothing in tho shape of now wor k of any moment is likely to be
given out. All through tho tendency continues in t he direction of
employment, orders r unoiog out and not being re
placed. !'his is causing keen competition io many quarters to got
bo!d of any work that is offering, and prices consequently a re
being cut low, nod io some ioatances down to an unremunerative
ba.eis. Many of tho largest wor ks a re discharging a coosidenr.ble
number of mea, and even electrical w?rk is tapering off, wbil,t
amongst machine tool makers it i11 only hero and there tb!t
specialities a re keeping fi r ms at all well engaged.
At a meeting of tho Manchest er Associatson of Engineers held
on Saturday Mr . W. K Storey read a paper on some
of copper in engineeri ng in tho course of which he said a
general impreasion seemed to have got abro1d that as a material
to be employed in tho constructi on of pipes and vessels io con-
nection with steam service, copper at the present ti me was under
a cloud. 'fbe coodi tioOB under which st was now frequently
applied bad increased in stringency, particularly along the lines
of higher pre88uroa and temperatures, and this w"s largely
because of a lack of progress io design to moot those conds
tiona, duo to a want of definite knowledge of the
aod limitations of tho metal, as well as on account of tbo want of
ao elementary scientific knowledge of the action of various kinds of
treatment upon tho t enacity and duetility of tho metal on tho pa rt
of tho operati ve coppersmith of tho ordinary typo. Trouble bad
undoubtedly occurred from these causes wbich had shaken tho
confidence of some of those engineers who were r espoosible for
bigb- preeauro steam iOBtallatioos. By careful attention to design
on tho part of tho on6inoor, and to production and treatment on
tho part of those who combined to supply him with either tbe
materials for his own manipulation or tbe finished copper productB,
tbe advantages which undoubtedly existed io tho use of copper
and ita all oys could be safely ut ilised by all whom tboy
might concern. Tho main claims that copper had to
consideration, and, io fact, to pre-eminence amongst t he
metals of commerce, so far as ita special qualities wore coo-
corned, were (a) high electrical conductivity, (b) capacity of
conducting boat, (c) extreme ductili ty, (d) reaiataoce to corrosion.
Copper earned ita place in the regard of engiooera because
<if 1ta unequalled power of transmitting heat and itB great d ue
tility ; bot although it had many virtues, there were certain faults
attached to it. Amongst these wore that for conductivi ty of
either electricity or heat puri ty was an advantage ; but chemically
pure copper bad very little reeistance to wear, whilst ita ductiHty
was gained at t ho cost of a very low elastic limit. Notwithataod
ing the loss of strength resulting from subject ion to high
temperatures and to tho action of cer tain gases, copper remained
incomparably tho best material for many engineera' purposes.
Ao mteresting discussion followed tho r eading of the paper, tho
main t rend of which was with reference to copper steam pipes,
the colll!cosua of opinion being that solid-drawn copper pipes wer e
moro reliable than brazed pipes. Oo the other hand, it was agr eed
that thoroughly reliable pipes wit b brazed joiot.s could be obtained
if sufficient care wor e u.aed in their manufacture. In maio steam
ranges for high pr eesuro steel was thought to possess a great
advantage over copper in tho matter of price, whi lst being at leaet
equally reliable. 'l 'bo use of copper was, however, advaotageou.a
for expansion pipes and making up pipes. Incident ly, interesting
reference was made by one of tbo speakers to a recently invented
machine for producing tho Ecrewed ends of locolllotive fi re-box
stays by rolling instead of cutting, tho advantage being that tho
surface of t ho copper was not broken, and a lso tbat the stays wor e
tbns produced mor e cheaply owing to there being no loss from
ecrappod copper .
Although t bero is perhaps a somewhat larger volume of bll8inORS
jost now pa!Sing through 10 t he coal trade, t his is duo to special
conditions at tbis time of the year, and not to appreciably in
creased act ual requirements. Pits have got on to somethi ng like
full time, but supplies a re ample, and prices not more than steady
at late rates, WJtb tbe sit uation a ll through remaining uosatisfac
tory.
'1 be better qualities of round coal a re jost now moving off fairly
well for house-fi re purposes, consumers and merchants taking in
extra supplies prior to the holidays, but no better prices a re
obtainable. Requirements for steam and forge purposes r emain
indifferent, aod sodustrio.l conditions throughout Lancashire afford
no indication of any immediate prospect of improvement. Common
sorts of steam and forgo coal a re difficult to move, and col lieries ba vo
surplu.a supplies, for which low clearance prices a re still being quoted,
with ordinary current rates steady at about 7s. 9d. to 3d.
common, to Ss. 6d. and Ss. 9d. for some of the best qualities
at tho pit mouth. Jt ia exceptional whore collieries experience
any difficulty in movi ng away their pre!eot production of
alack. At some pits tho output is barely sufficient to meet
reqoiromeota
1
and st is only bore o.nd thoro that inferior sorts a re
standing. 'fnoro are, however, in some outside districts heo. vy
surpluses of slack lying which ar e being pushed on this market,
and prices, taking them all through, although strong for tho better
qualities, are only about steady at recent low rates for medi um
and inferior sorts. At the pit mouth best slack fetches from 6s.
and 6s. 3d. up to 63. Gd. and 63. 9d. in special cases ; medium aorta,
5s. to 6s. 6d.; and common alack, 4s. to 4s. 6d. per too.
The shipping trade r emai ns much tho same as r eported r ecently,
a moderato bu.ai noss pa.aaing through, bot no quotable chango 10
prices
1
steam coals delivered at the porta on tho Mersey ranging
from l:l8. to 93. 3d.; medium up to 9s. 6d. and 9s. 9d. for tho better
qualities.
'J'he coke trade r emains unchanged, foundry qnaHties still
moving off r eadily at late rates ; but fornaco descri ptioos in
limited request, with, )Jowever, no farther qootable cbange in
prices.
AP. indicated in my last week's ootea, the Lancashire Miners'
J..'oderatioo is strongly opposed to the proposed settlement for
the ConciLiation J:joard, and bas voted agai OBt it. Other
Fodoratson districU! have, however, yet to vote on the matter.
Bar'Tow.- Tbo hematite pig iron trade remains very quiet, and it
is evident thoro wiU be a still quieter shte of things before tho
turn of tho year, as orders a re coming in very slowl y, and the
make of pig iron is g reater than tho consumption. A furnace bas
been damped down at Ha rrington, and it is probable other furnaces
will be damped down or blown out, as makers are not selling iron
as fast as they are making it, although only twenty-four furnaces
are in blast, as compared with thirty-five in tho corresponding
week of last year. Prices a re weaker at 55a. for mixed Bessemer
numbers, not f.o. b. Warrant iron is a t 52s. 4!d. net cash sellers,
buyers 52s. Stocke of warrant iron are now at 13,000 toO&, but
tho iron held by makers represents from 150,000 to 175,000 tons.
Tho prospect is thoro will be loss trnde before Christmas, as tho
583
steel worka are taking smaller supplies, and it is pr obabl e they will
atop before Christmas, when makers of iron, ioatead of incr easi ng
stockll al r eady very largely bold, will be impelled to damp down
their furnaces temporanly.
Iron oro is in quieter demand than for many years pa<Jt, a nd
prices are lower a t 9s. 6d. to not at minos. Spanish or ea a re
a t 141. 6d., delivered at West Coast porta, and a re in small
request.
t:Steol makers will be boay ou rails for another we&k, and then
will close down for the year, and it is uncertain when they wi ll
make another start, as tho demand is so quiet, a nd orde rs a re bold
to such a sma ll extent. Prices remain at 5 5s. per too, but bu.ai
0088 can be dono at I oM t han this figure. J'lates are a quiet bu.ai
ness, and t ho mills a re only half employed, with the pr ospect of
sti ll quieter times in the early fut uro. Pricosare steady at 5 lOa.
per ton. Other clasaoa of steel a re io small request.
Shipbuilders and ma rine engineers are only moderately om
ployed, and no now orders a re noted.
Coal and coke a re in guiet demand. Steam coal is at 13s. 6d.
per ton delivered. Coke 18 at 194. to 201!. Makers of iron a re com
plaining that tho price of coke is too high, and a re o.tking for a
reduction, as at present they a re losing so much per too on all
tho iron they manufacture.
THE SHEFFIELD DISTRICT.
(From own
AI,TIIOl.<..l:l the spell of frost did not last long, It WSJJ sufficient to
make tho dema nd for bou'o coal much fi r mer, both on metro-
politan and provincial account. Prices wer e well maiot1iood ; and
bAd tbe wellther continued ba rd, probably several qualities now
aolliog at tho old rates might hl\vo fetched more money. But at
the tsme of writing the ram is again falling. Barosley bouse, in
which tho largest bu.aioess is dono, commands up tolls. 6d. per
too for boat quali ti es at tho pita, seconds making ls. 6d. per
t on less.
For steam coal thoro is, of cour90, a weakened demand with the
closing of the shippiDJt trade, accentuated by tho compar atively
small tonnage gomg soto tho largo works, owing to the depressed
state of t ho leading iodll8tries. The busineu dono in tho open
market, however, is still at 3d. to 6d. per ton above the contract
rate of 9a. per ton.
'!'bor e is a satisfactory call for gas coal, several of the gas com
panios and Corporation departments ordering beyond their accua
tomed contract deliveries. lhilway companies, on tbo other
band, a re taki n.g more lightly. Values remain steady all round.
Coke makers give rather more encouraging r eports, best ordinary
aor ta making as high as per ton at the ovens. Slack in
best qualities moves freely, bot in!erior kinds are a slow sale.
'!'be long-expected orders for armour plates are still withheld.
Thoro is an idea that tho purchase by t ho Admiralty of tho t wo
Cbiliao battleships may modify t he olficial programme, moderate
as it is regarded bore. Meanwhile, thor o is cooaider able distross
at t he East-end, where tho military, marino, and railway mate
r ial manufactures a re carried on. At the ti me of writing the
Lord Mayor is making inquiries, with a view to deciding whether
tho distress is acute and wide-spreading enough to jUBtify the
opening of a relief fund.
Tbere is no change in the prices of iron and stool, and very lit tle
business is doing, except in t he special ateel.a for fast cutting tools.
Tbo Yorkshire colliery eoginemon held a joint meotiog of their
aodetios io which they are combined at Baroaley, oo the 5th iost.,
to coOBidor what steps should be t:lkeo with regard to tho wages
agreement, which terminates oo December 31st. The feeling of a
l.arge mnjority of tho moo was stated to be in favour of eight
hours coostituting a shift for all week-end duty, and the Joint
C1Jmmitt9e are considering tbia proposal. The meeting was
adj ou rned until the following week, in the hope that a defi nite
proposal could tboo be submitted to the Joint lA>mmitteo of Coal
owners of South and West Yorkshire.
The death is announced of Mr. Thomas GuDBOn, at Barbury
Hou.ao, Whiligh, Hawkhurst, Kent, on tho 4th ioat. llo
wa<J the oldest eon of the late John Ganson, resident engineer of
tho Sheffield Waterworks Company, before the undertaking was
acquired by the Cor poration. Mr. GuDBOn, who was 73 of age,
was brought up as an engineer with Messrs. Davey Brothers, Park
Ironworks, Sheffield, and continued in their employment until his
retirement from business a few years ago.
NORTH OF ENGLAND.
(Fr()Tn UKr OID7L Ot'TU[J01Ul.mt. )
TlJAT the iron market ia very dull and unsatisfactory cannot be
denied; demand generally is slack, deliveries a re on a emaller scale
than for some months, and prices have further receded in several
branches. Still it cannot be said that on the whole the situation
is any worse than it was last week. Certainly, tho warrant market
bas been steadie r this week, and the downward movement, which
was so prominent a feature last week, bas been checked, a nd tho
dilfcrenco between the maximum ..and minimum figures has been
no more than 2d. Nothing so low as last week's mioimum-
4la. cash-bas ruled thlB week. That was tho lowest rate that
has been r eported since tho summer of 1898, and was lls.
below the best price of the current year, which was obtained 10
March. Cleveland No. 3 has, however, touched a price-9d. per
t oo-l>olow tho.t which r uled a week ago, a.od t hus it is now cheaper
tbao it bas been for over five years; bot
1
nevertheless, it still is
better than anything that was realised between 1891 aod 1898,
when 40s. was never roached. The regular price of No. 3 t his week
bas been 4.1a. 9.:1., tho top fi gure for tbis year being 52s. 6d. 'fbe
continued easing of prices of pig iron keeps consumers out of the
market, and practically no one will offer to uuy for next year
except at pricos a good deal below those which the producers ar o
prepared to accept . So fa r very little pig iron has been sold for
doh very in 1904, for tho out look is not good, and co!lllumers are of
opinion that. if they bought at tho prices at present ruling t hey
would not be getting in at anything near tho probable bottom.
When the prospects of t he finished branches of tbo iron and ateol
trades a re taken into account thoro does not ecem to be a chance
of improviog prices of pig iron during tho winter . Tbwi tho pro
babihty appears to be tbat consumers will lose nothing by waiting.
With No. 3 ('loveland pig iron at 41s. 9d. per too for early f.o.b.
delivery, oot more than 9d. could be got for No. 1, which is
not much needed at t his season of the year, since it cannot well be
bent to tho Continent, which is tho chief market for it. No. 4
foundry iron is still not readily obtainable, though the deliveries
of this qnality to Scotland, which is the boat mar ket for it, have
declined heaVJly. Consumers have to pay fully as much for No. 4
fouud ry as for No. 3. Forge qualities a re less scarce than they
were, and tho prices have fallon rather more than that of No. :S.
'l'hus grey forgo is now at 4la. 6d., mottled at 41a. 3d., and white
at 4ls.
'l'bo slackening of the shi pments is a prominent feature of the
market this month, but that is only what is oaual at this season.
December last year was an exception, for then, owing to the
enormous business doing with Ame rica, the exports wore tho oost
of any montb in 1902. Over 42,000 tons of pig iron were sent from
tho (.;levolaod district to the U oited States 10 that month, wher eas
tbii month none at aU is going. At the same time the deliveries
to tho Continent have fallon off, and Scotland is not requiring
a nything like so much as a abor t time ago.
'fho quieter deliveries have Jed to stocks being increased, though
not in tbo public warrant stores yet, for the quantit y of Cleveland
pig iron bold by Coonal's on tho 8th was 97,709 tooa, a decrease for
the mont h of 705 tons. There is now no experienced in


getting of pig iron from tho makers, and the outlook is
so unsatisfactory th:at firms havo furnaces that need re-lining
or otberw1.11e extens1vely repamng, have blown out or are contem-
plating shortly blowing out, such furnaces. or the 82 .Middles-
brough_ furnaces,_ 61 now at work, but only 6 of these are
producmg bematltt> prg u oo. Altogether, in the North-Eut of
England 78 furnaces are now in operation.
The hematite pig iron trade is poor and unpro6table and probably
less is being made in this district than for nearly a of yean.
Producers have not this week been able to get more than 50s. 9d.
per ton for mixed numbers, and some of t he second bands have sold
at 50s. 6d. The and prospects of the steel plate and
!-ogle do not tell m favour of any imrrovement in hematite
1roo, of are the COllllu.mera. One thing in favonr
of the hematite 1ron makers IS that pnces of Rubio ore have fallen
ba.ck. The labour difficulties at Bilba.o are practically over, and
ore has begun to come more freely to band than for five or
weeks and the price has dropped to 168. c.i.f. Tees,
wrth some busmess at l<ls. 9d. Gollivar i ron ores are imported
m_ore largely. In former years none could he r eceived in the
Winter season because of the closing of the Baltic by the ice
but this a new port, Narvik (Ofoteo) has been opened
the seaboard of the Scandinavian peninsula, and it will
be poes1ble to export all the year round. That will be an advan-
tage to the ironmasters in this country, who need not carry such
heavy stocks of ore at this time of the year.
The steel trade is active, and makers are turning out more than
at any time. Rails are being regularly rolled now at the Clarence
Steel Works, which are now carried on by Messrs. Dorman, Long
Co. The NorthE18tern Steel Company, Middlesbrongb, which
18 a of ordinary rails, lately did a good business
aleo 10 partially manufactured steel- b1llets and bara, which were
sold to mnnufacturers who rolled but did not produce steel. A
part of this trade in partly manufactured steel has had to he
up because of the severe foreign competition, and the com-
pany bas put down instead a mill and fin1sbiog plant to enable
?> ma';l ufacture. tramway electrical railway rails, and
IJimilar finiShed sections. The pnce of heavy steel rails is 5 per
ton net at works.
Iron ship plates have this week been reduced bali-a-cr own per
too, and can now be bad at 6 2s. 6d. per too, while iron ship
angles are at 6, both less 2! per cent. f.o.t. Steel ship plates
are at 5 l Os.; steel ship angles at 5 ; and basic steel bars at
6 2.s. 6d., all less 2! per cent. f.o.t. Common iron bars are aleo
at 6 2i. 6d., less 2! per cent. An authoritative statement will be
issued to the sharelrolders of tbe South Durham Steel and Iron
Company, Limited, at t he end of this week respecting the pro-
posed amalgamation with t he Cargo Fleet Iron Comfany
Limited, of which latter concern the Weardale Steel, Coa and
Coke Company holds all the shares.
The death is announced of :Mr. Henry William Holllio, who was
for a number of years manager and managing director of the
Weardale Iron, Steel and Coal Company, during which he intro-
duced many improvements. He was the patentee, among other
things, of a reheating furnace, which was used not only at Wear
dale, but at other steel works at home and abroad. Mr. Hollis
was sixty-six years of age. Some years ago Mr. Hollis retired,
and lately be bas been living at Northampton, where he died.
Tbe death is also reported of Mr. Joseph John Gurney, who was
one of the fo"Jnders of the Victoria Eog10eeriog Works, Oatesbead
his partnera being the late Mr. William Clarke, the late Captafu
Chapman, and the late llfr. J oseph Wntsoo. The works are now
earned on by Clarke, Chapman and Co., Limited.
It is proposed by Sir Christopher Furness to establish on the
river Tees a pontoon dock, and he has applied to t he Tees Con
ser vancy Commissioners to allocate a suitable site for t he same.
'l'he coal trade is quiet, but that is only what is usual in tbo last
month of the year. Prices are somewhat weak, except for
unscreened coal, which is in such good request t hat there bas
been a considerable reduction in the quantity of it used for coke
making.
NOTES FROM SCOTLAND.
(From our oton. Oorreqxyn.derU.)
THERE is a feeling of depression in the Scotch iron mar ket, due
to a variet y of cauies. As the prices of pig iron have been
gradually declining, purchasers have been in no burrv to buy more
than they actually requi re for current business. Ther e bas been
a preLty widespread impression that the breakdown of trade in
America may continue to have an adverse infl uence here for some
t ime. .R9ports are cur rent that inquiries are being made by
United States merchants with a view to making sales on this aide ;
but it is impossible to for ecast what is likely to be the outcome of
these inqu.iries. In the meantime, they have an unsettling effect on
business generally.
A quantity of l:lcotch warrants changed hands for cash this week
at 48s. 9d. per too. Business has been done in Cleveland warrants
from 4ls. 7d. to 4ls. 6d. cash, 41s. ]bd. to 41s. for delivery from
four to twenty-one days, and at 4ls. 6d. to -i ts. 8d. one month.
Cumberland hematite 18 quoted nominally 5:.h. cash, without
any business being r ecorded.
l::lince last report one furnace has been taken off hematite pig iron
at Govan I ronworks, and there are now 40 making hematite, 40
ordinary, and six basic iron, the total of 86 furnaces thus blowing in
Scotland comparing with 87 at this time last year.
. There is an easier tendency in the prices of Scotch makers'
lrOD.
The prices of Scotch hematite pigs havo again been reduced ls.
per ton, and merchants now quote 56s. for delivery at the West of
Scotland steel works. There is still a large demand for this class
of irooJ although the pressure has certainly been slackening some
what c:toring the last week or two.
Tbe stock of pig iron in Glasgow warrant stores has been
reduced during the week about 150 tons, and now amounts in the
aggregate to about 9350 tons.
'l'he finished iron and steel trades have generally fair employ
moot. There is no pressure of work, but in most cases t he makers
have sufficient t o go on with in the meantime. The inquiries at
the moment are not such as to indicate any briskness in the near
future. The likelihood is that trade will r emain inactive at least
until after tbe tum of the year.
There has been a fair business doing in the coal trade. A good
inquiry is experienced for household coal for horne UBe, and the
prices s how little alteration. The )>68t week's coal shipments
from l:lcottish ports were di.eappointrng in amount, being 32,000
to011 le s than in the preceding week, and 2'2,000 tons under those
of the corresponding week of last year. There is t his week no
change in the prices of shipping coal. The colliers are working
steadily, and thor o arc fall supplies availabl o for all p11rpose11.
WALES AND ADJOINING COUNTIES.
(Li01" our cno" Uon'CIJIQIUlcnt.)
GRA'IR accumulations of have rarely been at sidiuga
and bay than lately, all showing delayed tonnage, and at the aame
time indicating great output. This matter of delayed tonnage
baa told on prices. Best steam after touching 15s. , and in some
exceptional cases going even higher, have dropped, and of late
have been oscillating at Car diff between 14s. and l4i. 6d.
At a meeting held between Cardiff and Swansea shippers lately,
the anthracite t rade was not regarded M aatisfactory. Best large
in de i other kinds weak; steam from 148. 6d.; patent fuel
from 133. oo. Strikes at Goeret and Llanerch unsettled.
An important discussion took place at the Chamber of Commerce,
Cardiff, this week
1
when a number of leading ooalowners took part.
The meeting was neld with a view of deciding upon the course to
THE ENGINEER
take in getting tbe coal tax abolished. A member objected to the
tnx being levied on Welsh coal. If a tax were r equi red and
extended to the whole kingdom 2d. per ton would bring in two
millions sterling. The Welsh coni t rade, be urged, was not what it
was in 1899-1900, and on the aggregate, during the put twenty
years, it would not show 5 per cent. on the capital invested.
Another speaker said that the tax bad not fallen upon tbo COD
au mer, but on the shipowner. To this it was objected by a shipper
that at the present moment the duty was bor ne by the colliery
proprietor and the collier. Mr. D. A. Thomas was of opio.ion
that there was no reasonable prospect of the tax being
removed altogether, bot any action should be taken immediately,
as during tbe next few months tbe Chancellor of the Exchequer
would be preparing his bud!fet. In tbe end a sub-committee
was appointed to take etepe, erther by waiting on the Chancellor
of the Exchequer, or in some other way, to secure the abolition of
the tax on coal exports, with instructions that tbe sub-committee
should not entertain an ad val<n-em duty.
It is stated in colliery circles that the GerroaDS are making
strenuous efforts to work up thei r coal trade with France. A
Cardi ff shipper personally aaw a good den! of unloading at Rooen.
In Swnnsea district there has been a dec:ine temporarily in Fr ench
trade. Last week only 16,000 tons were sent from Swansea, but
the scant tonnage coming in from most ports wa'J assigned as tbe
reason. Ger many took 2370 tons, Ilolland :.!250, and I taly 4140
tons. In all the export was limited to 36,000 tons. One phase of
tbe fiscal discUBsion is to be noticed-that, per c?nlra, vessela
coming in with steel, &c., take out a good deal of miscellaneous
manufacture. 'fhis week loading tin plates, galvanised sheete,
and general merchandise is going on at Swansea for Reval,
Antwerp, and Rotterdam. This, obeervers remark, does not do
awllj with tbe evil of "dumping," but is some slight mitigation.
over the district, from Ebbw Vale to L11ndore, iron and steel
works managers are complaining of the steady in8ux of steel bars
from Germany, and in the Swansea district the firs., cargo of
American bars is expected early in January. One cargo came in
t his week of furnace bottoms, stove ca.etings
1
&c.
Notice, twenty-eight days, bas been g1veo at Duffryn steel
works to employers.
Some littl e more activity has been shown at the larger works,
but on 'Change, Swansea, this week it was stated that some of the
steel llmelti.og furnaces are rrtially inactive owing to unre-
munerative orders. Local etee works which used to keep tbe
smaller tin-plate makers supplied with bars, cannot compete wi th
producers. In some parte of the Swansea Valley the out-
look IS r egarded as poor.
In tin-plateprodoction conti nues large ; works are bW!y. Last
week 73,624 boxes were sent from wor ks, and near ly 90,000 boxes
shipped. Stocks are down to 135,783 boxes. Satisfactory
briskoes3 may be expected in sheets, &c., but in the finishing
departments there is no improvement. The Monmoutbshire stee1
trade is brisk ; large orders are held by the Pontnewyoydd sheet
and gal vanising . works. At Pootardawe, one of
the new sheet mills just started is on the American pnociple.
On 'Change, Swansea, this week it was remarked that there had
been a perceptible decline in tbe shipments of all grades of/.ig
iron. Scotch and Middlesbrough are lower, hematite uncbange .
Mr. Herbert Price, secretary of the Brecon Railway, has been
appointed to succeed the late .Mr. Gall as general manager. He
will bold tbe dual position, and havi ng been connected with the
railway from his youth the appointment is regarded as an excel-
lent one.
I regret to note t he death of 1\lr. David Richards, one of the
old employes of the Car diff Company. He was superi n-
tendent of stores. I wrote that this company is takmg a
prominent step in t be electric developments of the district, and
is isauing circular s amongst tbe tenants at the Dock, asking to
what extent they require electric power and correntror mechanical
and purposes. This marks tbe inauguration of a new
conditron of things.
The consent of the Board of Trade to the Taff Vale motor
having been obtained, a further and satisfactory ron was made
this week the Rboodda. 'fhe sanction of the Board is coupled
with. the direction that _the engi';le-driver be at t he
lead1og end when rnnnJng, and 1f any specml stopprng places are
used other than s tation platforms, arrangements are to be mado
showing safe limits.
Mr. Mills, general manager of El>bw Vale, and one of the most
energetic members of the Tariff Reform League, bas cited in a
contemporary, in proof of the underselling of rivals in 11t eel manu
facture, that a firm at Dae.seldorf has contracted with Ebbw Vale
for a steel building at 4200. The lowest English tender was
5835.
A lcadin$r Swansea 6rm ie about to establish a new line of
steamers. Five new deep-sea steamers will be put on, and a new
market is expected which will be of great service to the por t.
NOTES FROM GERMANY.
(From our own Corrupondent.)
EMPLOYMENT generally has been fairly well maintained on the
iron market in Silesia. Pig iron meets with lively request, and
act ivity at the rolling milts bas been ..Pretty strong during the
week. The market for scrap iron contrnoes a triHe dull, but in
manufactured iron a comparat ively good trade was done, gi rders
still selling fairly well. For plates and sheets a very poor demand
only is coming fol'ward, quotations have been r educed.
In spite of an increase in the Inland demand for iron and steel,
business on the Rhenish Westphalian iron market is still far from
good, as employment in the varions departments is irregular. On
the whole, a fai rly good trade is done in pig iron, basic and foundry
pig being even brisk of sale. Bessemer, on the other hand, shows
some slackness. On November 21st the prolongation of t he Pig
Iron Convention, al ready previously Agreed upon, has been offi-
cially effected. Not merely tho home trade, but also the business
done on foreign account, will be henceforth regulated by the ayn
dicate. Malleable iron meets with good request at 6rm quotations,
billets in steel being in specially brisk demand. On the manufac
tured iron market an irregular inquiry is coming forwa.rd. Plates
and sheets remain neglected, while for girders a better demand
was experienced lately. The boiler -making establiebmeots have been
in fairly good employment, while the machine and construction
shope are, generally, but poor ly occupied. Tbe Billet Convention
has refused the urgent r equest of tbe Drawn Wire Syndicate for a
rise of M. 5 p.t. in the export bounty.
The positron of the coal market in Germany is irregular. Jn
Silesia bouse coal was in improving request, owing to the frosts
last week, and deliveries in the last two weeks of November will
be about the same as in the corresponding montlo laHt ) oar. In
tho fi rst two weeks of November t. woro delivered, against
67,790 t. in tbe aame peri od in 1002. Gas coal and coal for coko
mr1king continuo brisk of salo. In coke a somewhat limit.od trndo
was douo last wook, tLe IJlMt furrrac.:o wor ks buying loSII tbun
beforo.
Al1 11vrl.l; of irou rowaiu in vory rtxt u&t 0 11 tbo A UIJlrv
Hungarian market, aud the machine and construction shOJ'3 are
almost without exception poorly occupied.
Shipments in coal have increased on the AUBtro- Hungarian
market, to the cold weather in the past few weeks.
Quota tions all round are the aame as in the beginnin.g of the
present year. In brown coal a strong business continues to be
done the better sorts being particularly well inquired for.
AJ{ that can be said of the French iron t rade is that employment
on the whole bas improved of late ; in the Centre especially
activity at the ironworks has inorea.sed. In Paris the market for
iron and steel continues very quiet.
P rices are tlrm on tbo l''rencb coal market, and the position all
round has remained much the same as before
DEc. 11, 1908
f or 6nished iron only a somewhat weak demand ie forthcoming
in the Belgian iron iodnatry, and, in colllleqaeoce of _the keen
competition of German firms, wages had to be reduced rn
departments of the iron and steel trade. Present quotations
aro :-Forge pig, Charleroi, 56f. to 57f. p.t. ; foundr y prg, 60f. to
63f. p.t. ; blooms, 90f. p.t.; good merchant 132 50. p.t.
home consumption, and 6 p. t. for export. Grrders nre pald With
12!if. p.t. for mland domand and .4 7s. for export.
AB boOB& coal has been but weakly called for during this week
and the last in Belgium, tho tone of the market was a _tri fle dull,
and reductions in price have, nod then, been n,otrced . Dry
sor ts of coal realise from 9f. to 12f. p. t. The Coke ( onventron 11
soing to maintain tbe present quotations during the first r1uarter
rn lOOi.
The coats of the Berlin rnetal workers' strike ar e stated t o a mount
t o 400,000 marks; besides, 145,622 marks have IJeeo spent in
eupports. It i'! rather noteworthy that the president of tho Metal-
workers' Committee declared the power of the employera to haYe
been underrated.
THE NEWPORT HARBOUR COMMISSIONERS'
WEEKLY TRADE REPORT.
STEAM coal market firm, a better supply of tonnage hnving come
on. House coal quiet as regards shipping, the rough weather
preventing arrival of sailing vell8els. The quantity of coal shipped
for week ending December 5th was 86,089 tone ; 68,907
tons ; coastwise, 17,68:.! tona. Imports for week eodang December
tb :-Iron ore, 6300 tone; pig iron, 1710 tons ; steel bare, &c.,
7553 tons ; rcrap, 627 tons ; deals, &c., 3127 loads; pitwood, 3364
loads.
Coal :-Best steam, 12s. 6d. to 123. 9d.; seconds, lls. 6d.;
bouse coal, bee'.,, 15s.; dock screenings, 7s. 6d.; colliery, smaiJ,
6s. 9d. to 7s. Pig iron :-Hootch warrants, 48s. 9d. ; hematite
warrants, 52s. 6d. f.o.b . .
No. 3, 41s. Sid I ron ore .- Rubro, Us. 6d., Tafna, 15s. Steel .-
Rails, heavy sections, 4. 16s. to .4 17s. 6d.; light do., 5 15s.
to 5 17s. 6d. f. o. b.; Bessemer steel tin-plate bars, 4 !!6. ;
Siemens steel tin-plate bare, 4 7s. 6d ., all delivered in the district,
cash. Tin-plates :-Besserner s teel, coke, lls. tolls. 3d.; Siemens,
coke finish, lls. 3d. to lla. 6d. nominal. Pitwood:-1&. 9d. ex
ship. London Exchange t elegram&-Copper, 56 to 56 128. 6d
Straits tin, 120 to 120 103. F reights steady.
TRADE AND BUSINESS ANNOUNCEMENTS.
THE Unbr eakable Pulley and Mill Gearing Company, Limited,
informs us that it bas appointed l\1r. Gustav Hartmann, of
Christiania, as their agent in Norway.
WE are r equested to say that communications for the Incor
porated Municipal Electriclll Association should be addressed in
future to Mr. C. McArthur Butler, Ion-buildings (South),
Holborn, London, W. C.
WE are requested t o state that the whole of the apparatns u.sed
in connection with the automatic signalling on the District Railway,
described in our issue of November 27th, waJS built at the wor ks of
the Westinghouse Brake Company, Limited, at King's Croes.
REDI'ATB, BROWN AND Co., Limited, girder builders, Edinburgh,
who have recently opened large works at Greenwich for tbe
maoufactnre of constructional steel work, have been euocessfol in
securing the order for the steel and ironwork for the new Post-
office Stores in Islington, amounting to about 1800 tone.
Mn. B. GRAHAM BARRIS writes to llll a!l follows:- " Heferrin_g
to the recent loss which we have sustained by the death of
Frederick Bramwell, we beg leave to say that the business of
Bramwell and Harris will be carried on as heretofore at 6, Great
George-street, \Vestmioster, and also at our offices at Edinburgh
and at Cardiff. The name of tbe fi rm will remain unchanged."
NEw machinery has recently been laid down by W. F. Stanley
and Co., Limited, for ruling a kind of profile paper, wbicb bas not
at present much vogue here, but is used largely in America and
the Colonie$. The paper is particular ly useful for railway pro61es
and si milar work. The scale is 20 bori:tootal by 4 vertical, the
tens and fives being divided by stouter lines. A sample of it !eot
to us appears to be accurately rnled.
COMMERCI..AL 1\lO'l'OR V EHICLJ!S AND LICRN INC.- A point of
interest t o motor wagon users was raised the other day at Black-
bum by tbe Liverpool R\d Carrying Company, who were enm
mooed for using an unlicensed motor car. The Ac:t under which
tbe proceedings were taken exempts vehicles solely used for the
carnage of goods or burden for trade purposes. l'be company's
Eolicitor urged that the chief engineer and his assistant, wbo used
the car for reaching broken-down steam wagons, were " burden "
within the meaning of the Act. The .Mayor decided against this
view, but as it was a teat case, imposed the mitigated fine of 20s.
and coats. The ca.ee had been brought to the notice of the Motor
Union, and the defendants had been advised as to the conrse of
action they should pursue in view of the fact that the car appeared
to r equire a licence in accordance with 'ectioo 4, Sub-sectron 3, of
the Inland Revenue Act. Tbe following is tbe text of the 11ect ioo
referred to:-" Carriage means and includes any carr iage- except
a hackney carriage- drawn by a horse or mule, or horses or mules,
or drawn or propelled upon a road or tramway or elsewhere than
upon a railwa.Y by steam or electricity or other mec.hanical power,
but shall not mclude a wagon, cart, or other such vehicle, which is
constructed or adapted for tiSe, and is used solely for the convey-
ance of any goods or burden in the cause of trade or husbandry,
and whereon the Christian namo and surname and place of abode,
or place of business of the person, or tbe uame or st yle and prin-
cipal or only place of business of tbe company or firm keeping the
name, shall be visibly nod legibly painted in letters of not less than
lin. in lengtb,-A utomobilr C:lu{, Journal.
'l'HE I NSTITUTION 01-' ELEI..'TRICAL ENOIN"SEitb.-'l' he fi fteenth
annual dinner of the Institution of Electrical Engineers took place
at the Hotel Cecil on Wednesday evening last. It was probably
the largest gathering of its kind that the Institution has ever seen,
the number of members and guests reaching a total of nearly 500.
As was the oa.\!Olastyear, a beneficent ordinance limited tbc speakera
after the dinner to five minutes each. Alter the usual Joyal toasts,
Lord Monkswell, Chairman of the London County Council, proposed
the toast of the " I nstitution of Electrical Bngmeert , " which was
acknowledged by the President, Mr. H. K. Gray, who remarked
that though all must approve of the manner in which the Council
woro applying eloctricrty to tbe propuh,;on of trails, yet be was
afraid that they could not bo HO hearty in their commendation of
HOme or the smaller wor ks that tho Council sometimes undertook.
Mr. l) winburno afterward-s proposed tho t onat o " and
'l 'elograplls" in tho st ylo wbicb is his own. !;ir C. J.
OweDS
1
General Manager of the Londoo aud Jtnil
way, replied for and :ii r J ohn Wolo Barry, as l'hai rr oau
vf ibe Eastern Telegraph l'on1pany
1
who gave some in tore t ing data
regarding submarine cables and their working, replied for Tele-
graphs. Finally, Professor Silvanus P. Thompson, in a happily
worded speech, proposed "Our Guest s." Lord Claude Hamilton,
Chairman of the Great Eastern Railway, Sir William White
President of the Institution of Civil Engineers, and M. Edouard
Hoepitalier, Pr esident of the Internationals des Electricieos,
replied. The la.st named, who made a most courteous speech in
French, in which he r eferred to his friendship with Britieh
electriciaUB, and to his long connection with the Inst itution, was
the most heartily applauded of any speaker of the eYening.
After wards an adjo11rnment was made lo another room, and the
remainder of tbe evening spent in social intercourse.
DEc. 11, 1903
TBB PATENT JOURNAL.
Co!ldtmtd {rtmt.
11
I'M 04k'al
of PcUt1W,
AppUoat ton for> Let ten Patent.
_. Wben in Ten tiona haTe been
11
com.munJoated " the
name and addreu of the commu.nJcatf.na party are
prln ted in 1 t&llca.
25tl Norrmlm, 1908.
25,728. Cov&R9 for P:.-woMATIC TIRU, J . A. Torrcn.s,
Coloraino, Co. Londonderry.
2:i, 720. D&AIN.&O& of FJLT&a B&oe, F. P. Cwdy, Re:l
hlll , !Surrey.
25,780. C.au COI!IT.uJ(&JUJ, B. von Prittwtb: De rlln.
2),731. NUJCBI R Puna for MOTOa CAM,' J . Derry
Northampton. '
732. P1or oaa PoaTc .&aos, L. R. B unt, Ll veJ"EOVl.
2.5, 733. POTATO RlDDL& I::IT.urD3
1
J . B . Peck, Boeton
Lines. '
25,734. Bac L&TII, 0 . A. Wilder. London
25,736. BTIAM 8Uf' .1Ril&AT&R with CoNCUTBIC 1' 01111:3
N. Notkin, London. '
26,736. RIOI1LU1lJO P80PO&TIONB of Ala, B . Austin
Wolverhampton. '
25,737. BAYONft J . Forl!os, London.
AciDS, il Idjln.aky and R. Wedekind and Co.
LOndon.
2.1,789. 8nnno Oua for Va.suLS, B. B.U'Db7
London.
740. P!IOTltcriBO BOTroxsofTaooBERB, 0. B . Dall' ry
London. '
2!i, 741. L.utP BoLD&R8, P. Babam, London.
25,742. FoNN"&LS, G. E. Reville, London.
743. Bll&LV&S, F. N. V. Hu nt, London.
26,7. Bn.ut Boruaa or OuzaATollll, A. Barris,
London.
25,74.5. H 4KLNO AIIJOLUT& ALooaot , H Suoyf.,

25,746. Bn.&INO M&CBANlUI forV&BIOLI8, H . J. Heas-
tn3n, London.
25,747. MUNB!or F ASTII!flNO BELT J OINTS, J. F. Watz
London. '
25, 74.8. BOBNliRB for BuazuNo under W AT.U, W.
Smethurst, Lo.odon.
25,7(9. l:iroPP&II.INO V&88ELS under Pauaon1, J. M.
BJclu, London.
26.750. PJBa wsed for SEOU&INO 11.\TII, )f. Morton,
London.
2S,i51. PULUYII for ROPU o.nd CABLD, J. Roberta,
London.
26,762. LII'TINO or HOIIITINO APPARATUS, H. L. Hulton,
Loudon.
2:1, 753. MAILOARTS and A. B . Archer,
London.
25, 76!. FoorWIP.Ia or 81o11 Bausu, F. 0. A. Pinckney,
London.
2;).755. Toa.&cco PH' Et, A. 8. Whitmore, London.
25,76G. F LYING HAOBIN&, 8. 0. Dalton, Loudon.
25,757. CBAINII&LT for ?tloroa CYCLES, c. G. n. Oaborne,
London.
25,768. Rmlfr'ORCINO CONOR&TI in B OU.DIBOB, E.
Homan, London.
2.1, 769. P11LL&Yd, B. E. Page.-(J. Salomon, United
Statu.)
25.700. Fa1crroN CLoToa&s, J . Y. J ohn.son. - (TI.e
and Gwb & 1Ding llfacltim Company, United
Statu.)
2.5,761. R.t.J Lw.&v Foo B!O:iALS, A. Stamp and S. Deane,
London.
25 7()2. UTILIBIII'O FLUID PR188UB&, J. C. Fraley,
London.
25.763. HA..Kilio GAS, E. and a Brcullle,
London.
25.764. V ALVJ: Onun 'lilo and Coi!ITROLLINO M&CBA.NIBM
for CoMP.IlE880aa, B . H. Lakc.-(Rand DriU Companu,
United Statu )
2.5.765. ELECl810AL RI CO.IlDUiO APPARATUS, 0. Cervera,
London.
25,766. APP.&8.&TUII for 8UPPLVINO L!(l'JID, J . Boor.et,
London.
2.j 767. Ttau, C. J . Pigeon, London.
25 iUS. KXBAI18T 81LIJrO&M, F. W. Hamilt.>n, Lood.)D.
:!i, 769. Brova, A. Mc3. Deoh1m, L< ndon.
CL&ARUJo PCRPORATJONB in Ku.N T.LEB, G.
Xthcrldg , London.
25,771. FA.N, II. Hobbs Lherp:>oL
:!\ 17l. MOOLDIBO BATIH, P. Dupont, Loudon.
773. FoLDING UP BLnva , Malo P rincess at
Y11onburg, Berlln.
2i,774. F LOtr.ll HILLS, B. BlcuJcr, London.
:1.6 TRAcrJON ENOUJ&8, 8. J. Dip!ock, Londoo.
:!i.776. APPARATUS for DRIVIBO .MonoN, W. o.nd F.
Me!achke.SmHb, London.
25,777. MCBCITRY V P uxPS, C. E. B. FWlllps,
London.
25,778. Suo BLUT APPAUTOB, N. Farnb1m, London.
2J.779. INDICATOR Pun B OLD.&B f<Jr M01'088
1
N. T.
Rlddle, London.
'25. 780. INTERNAL Esouru, G. B. Bowell,
Loudon.
25,781. lssoL& for BOOTS and Baoa , H. A. KlAus,
London.
25,782. Suo MoULu:xo ?t!Acmsu, T. W. Ford,
London.
2.5,71>3. Fua1cs for llso&RCLO'l'BIBO, F. Lota and L.
Slmon.s, London.
2.1,784.. H&ABU&IIfO Al'PABATtrs, D. Anderaon,
London.
2.5t785. Powca 'l'&ANUHTTIIfO E. Thomaon,
LOndon.
25,786. WBIBTLI , J . Drucquer, Loudon.
25,787. VARIABLE SPaiD TnAN&MI88ION GJ:.&u, C. Monlu,
London.
25,788. FuUJo LIV.IRB, H. J . Badd.m.-(0. Pelfkile,t,

25,7 :1. L1qow LEv .lUI, C. Calame, London.
261 Noremher, H>03.
25,7110. Collol.lf:IIJ Extu.06T VALv&, B. J. Uowtlrd,
London.
2:iJ!ll. TwosPu u V ABIA.BLI GJAR, A. E. B ickford ,
.a;nfield Wa.sb, Mldd.lctcx.
25,792. AOITATI.lfo BoLanos, J . Speed, London.
:!5,793. Locu for CARRUOI Doou, R. Cosford, C.
SteeD&. and A. Smith, Northampton.
2517114. H.U:UfO liA.IIOI\.lJIEU BTuL, R. A. Ha1 1ield,
London.
25,795. J. J. Rooker, Blrmlogbam
251700 Bsll'b' BIRTBa FaolfT 8Lw.u, W. F. Glbeou nod
B. Gibson, Birmingham.
25, 7rn. tor .tiii. U881LB CARPETS, E. A. Douet,
KJddcrmlnat er.
26,7113. 0 Ol LLOTI'Iill: CUTTINO ?tl t.OH INI8, R. B. I B . I ij, I
and F. 8. F urnl val, lllaocbostcr.
2.5, 799. ROTARY PII.I..IITUIO lthoann:s, R. B , H., S.,
and F. B. F urnlval, Hnncb011tcr.
:!5,800. AoTOJUTJC Dav Bur, W. ThomiJOll, Northum
berland.
C.&LCJ OM CABBIIJI CARTRIDOJ:, v. J . v. !'ragg,
wndon.
J lfT&lt!UL (;Q)IBUITlv ll ENOINIIJ, W. Autlrcwe,
Krdingtou, ncar Binnlngbam.
26
1
803. H IABUJllliO Oli.UN, 0. J:hldtlvu nod H. J .
Fowkr, Manchester.
25t.804.. H YOID.IO OLOen StiT Cu.uraa, F. Pltt.s,
u.mdon.
25,805. CoAL EooJrOKISJ:RII, A. E. Hnrab. Prc.ton.
2.5,808. D&VIELOPDJO PuOTOOILU'lUO Pu.TU, c. B.
Berryman, London.
2.5,807. Ltrlluroue DUJTBaa BroJJAL, R. H. Earle,
O!ugow.
2:ie. Bm TuLator CoTS, s. 1. Whitfield, Blrmlng
B.t.oe for C.URVINO Gou (;LoBS, A. M Lermlt,
lnningham.
24,810. 8 8UTTL.I8, B. Waddington, Bradford.
26,811. CoLUJ>IIBL& TaoonRB Bn&TCao, L. Garbutt,
Cheltenham.
TH E ENGINEER 585
2.5,812. AIII'IXIliO POIITAO& 8TAMI'a to E NV.I.LOPU, 0.
Crankellaw, lllancbester.
I RONS for Lt.U'IilDR118
1
J. W. Blakey, Bradfor d.
T80LLI YBUDB for E u crarc Ta.uo, W.
wlllc nbUcher, Ma nchester.
CouJulfo Da vrc a for DILLlAJlD CUIII, C. 1.
Michaol.8on, Edinburgh.
2S,816. ACI'TYUN'& G..s 0&N&RATINO APPABAT08
1
J.
Cleland and J . C. Btcw.u-t, Bolfllllt.
2.5,817. llUT hm1cnoaa, R. B. B:1xter, Droughty
Ferry, N. D.
2o,818. Ou TICKIT lloLDIBO CAS&, J . o. A.llau and J.
L. Wbtto, London.
2:>,819. BOTrow for Bonu 0Aeu, T. Wllllams
Southport. '
25,820. La.ur TuaND for H oar< , W. Griffi n Wolver
hampton. '
25,821. RIPA181BO 811AYT8 of MUII.N'II EI!1015&J, B.
Allison, Glaegow.
t or WA&MINO 0. Wbooler ,
25,823. GAs 8Tova , 0 . Corfield,
Blrrulogham.
25,82t. STITUOBCon , W. E. Lowe, Lontlon.
2.5,825. Mftl aa.ur&s ol OaAPUOPBOND, A. C. Picci nini,
Li verpool.
2.5,826. Dooaa of BoliiT WILLS, J. C. Jackson a.nd J.
Ogden, Hancbeatcr.
25,827. Taooau CuP, 0. R. Barnet t and J . K. Beard,
London.
25,828. CoAL W. O,plvy, Binningham.
25,829. RoT..nv POLI.IIBili'O )fACBIND, L. Kuphal, Blr
mlngbam.
25,830. GLASS R.IOIPUCLU for HOYEYCOliiB, M. B .
Tilley, Blrmlngham.
25,881. Moi'Y CUAlN, M. Levy, Londvo.
25,832. RoTARY SrlLUol EI!10INII, A. P. Schmucker,
London.
2.5,883. B OLLS o! V.CSSILS, J, J amieson, A.lloa, N. B.
25,834. APPARATUS for 8T80PPJ:NO Ru?aa, L. N. Loeb
'
2.5,8Sa. Tov, W. K. Carew, Lond JD.
25,836. MP&J:D IIIDJ04TOR8, J. Rennie, London.
25,837. BRAK18, P. Fla.Uot, London.
25,888. LooMa, H. Lindsay, KingatonOUTbllmce.
2.5, 839. WtNDINO MACBlN&S, V. Whitcbal.l and G. C.
Orcwo, London.
25t.8t 0. MAmiYAOTORE of BOOTS and Buozs, E. D. Tyler,
LOUdon.
25,841. ELIOT&IOAL BKIB KXOITU, T. Berendt,
London.
25,84.2. H01'oa Btc voLa, C. 0. Billaden, London.
25,8<l3. POCKIT CASu , E. E. L. Manhall, London.
25,8-lt. EARTH CLOSETS, B. J. B . ParldDJ!OO, London.
25,84.5. TWIST Lt.c& MACB.UBB, J. R. Hancock and F.
Loudon.
25,840. VAPOUR BoanRB, B . B . Lake.-( Tl.e But Street
Light Company, Uni ted Statu.)
25,847. DYNA.IIOILitcrarc )foToaa, J. D. R. Blain,
Godalming, Surrey.
25,848. M&&BOBtBo BPI IDB of RoTATIOI", The British
Thomaon Bou.aton Company, Llmltod.-(T/.e Gentral
Blectrn Companu. UniUd Statu.)
25,849. ELIC.T.RIO RIII06TATII, The Urltl.eb Thomson
B ou.atoo Company, Llmited.-(T/or Omeral Elemic
Company, Uniud Statu.)
25
1
850. Tut&LlKlT DEVIOI for ELI.craro BwJTOBES, Tho
Brltillh Thomson Houston Company, Limlted.-(T/.e
General 11ltctrn Company, United Statu.)
25,861. OP.ctu.TtNO RIPOLSION MOTOaa, The Briti.sh
ThOillliOn Boustou Company, Llmlted.- (Tl.eGemral
Elertrn Company, United State1.)
25,852. EXtt 408TIBO VAPOUR CONDUOTOR8
1
The British
'Ihom.eonHoueton Ltmltcd.-(T/.e Omeral
Etectrv Compan)t, UniUd Statu.)
2.5,b53. hrsoLATIBO HATDU.L, The Brlti.sh Thom
son-Houston Company, Omeral
Elutm Company, United Statu.)
25, 854. 0YJ:Ril&4D ELJcr&lo Co!wocroaa, T11e Britlah
Thomaon.IIou.aton Compa.ny, Llmitod.-(The Omeral
Euctric Companu, United. Statu.)
25,855. ELICTII.IC SwiTCB&S, Tho ThGmcon
HoW! ton Company, Limited.- (Tite Gemral Bltric
Company, United Sta.te1. )
25.856 AUTOlHTI C AI811lAKI 1 ho BriU,b
Company, Llmltcd.-(T/.e General
fil,.(ctric Company, United
2., %7. TOBitCOATDrO MAOBJ:N&II
1
1 bo Britl8b Thomson
.tlouat1n Company, Limlted.-(7/.e Gn.tra.l Btectric
Comp' "'!l United Statu )
25,858. Wti'I DlNOS fOr 0 YNAMO:ILI CTII. IC The
Britis h 'Jhowson Bou .too Compaoy, Limlto i .-(T/u
Gtmral Eltctrlc Company, United Swtu )
25,859. )1UL8tONB, Scott and Browne, Llmlted.-(A.
F. France )
25,860. FIRIB>Xca for O.ltli'EIIATO.JUJ, L. Spiegel
halter, London.
2>,861. ADJUII'Ttzro To&JON of DlttVl.lfO BuTS, F. R.
bimmr, Londoo.
25,862. S1UR18 l or RABBITS, W. R. Potlge, London.
25,863. HlLtTA&Y LA.II PS, G. and 0. Po1key, Blrming
bam.
25,864. MOTORS, E. 8., L. A., and B. D. Hindley, and
W. Stanfor.:l, London.
25,865. COAUIUJ.ID RoLK and BLO'IT&a, P. A. Redman,
London.
25,866. P RUn'I.NO MACBlii'E8, W. B . Lock and T. )1.
North, London.
25,867. PaooucrroN of CABII )Nic AciD, 0. A. SchUtz,
London.
2.5t!OS. CooLili'O MELTED FATS, A. E. I veson and A. n.
w London.
2.5,869. Pos, H. W. Soutbc.:>mbJ, London.
26,870. EL.Icr80LVTJO EL1o ra10 MJT&aa, The Bastian
Met er Company, Limltc:l , 0. 0. Baatlao, nud C. 11.
Cburchlll, l ..ondoo.
25,871. MOTOR CvcL&B, B . A. Plant, London.
2.5,872. SORIW NOT HLANtt8, Hortot. and Son, Limited,
and L. W. Horton LoBdon.
2!>,873. LAMPS for VAPORIIIJSO LtllOID FUJ:LS, J. Spiel,
London.
25,874. B OIITlNO Al'PAII.ATOII
1
J. Pclraon, London.
26,875. Fooo for ANuuLS, P . Roeber, Loudon.
25,876. TRIATlNO ZINC Suo, J . Cebak and L. von
Bzczytulcki, London.
25,877. DuanRafor LIQUID FowL, J. J . Gri ffin and
Sons, Limited, and 0. L. ,\I cAlpine, London.
25, 878. PzrEUMATIC P.IBCll88tVE TooLS, ll'. D.
-(Tiu Pncttmatic Toot Companu, United
Statu. )
25,879. fiotLlJ'O COTTON for BLUOBIBO, 0. P. Norton,
London.
25,880. APPARATUS for CaAO&INO NUTS, F. Haake,
London.
25,881. 8TKAIII 0&.1(&81\TOB8, A. F. Bpoooor.-(J. Ba!UI.tl
and C. Alfain, Fra11ce. )
PROf'IILLJna, 0. J. 8te\'CDII and W. E. Richards,
LOndon.
2S,883. GolD& l or S&WINO MAOUU(EII
1
0 . J . 8tE.veoll and
and W. E. Rlchard11, London.
25, 884. A.llTJ f'IClAL BTONa:BuaJ, T. Goffin,
Btlqit!m. )
2.5,885. LA.IIP BuAOa, ll. Wol fenden,

25,886. Collff'RI J:t> EL&crRIOITY .MITKM, J. H. Uick,

25,1>87. Bu u RIOULI\TOafvr ELKcrRIC lliOTollll, W. 11.
Scott, Loudou.
25,888. PlAlfOt onns, W. '1'. Rohor l.l., Lvuduu.
2Ci,88!1. 8 r&AJot GUIRATOR ll TbuUIBun,
London.
'25,800. APPARATUS tor SuanJSo RAOIII, B . A. Wltbcrtl.
-(P. L. ll'itAer1, QUnlla.nd)
27th. \'or:tmhcr, 1903.
25,&91. CALICO PRI:NTI.NO w. E. Wood, J .
C. Becombc, aud L. Bridle, LlmiiMI,
fil\ OLUTION in TMCTION
1
J. T. Poar80n,
J:Surnlcy.
25,893. AUTOMATIC WAOON CoUPLING, R. Oallowayand
J. Cook, Newcutlc-onTyoe.
25,894.. AllTl LLDY WI.I.UL for Va u rct.u , E. O'Reilly,
O.waldtwilltlo, Lanes.
Davie& for liARKlNO F.&uarcs, A. van KomJien,
Jllancheator.
2J,896. PAPER POLl' llAKlNO llhCBINIJ
1
S. Milne,
Olugow.
25, 897. BOTru 8roPI' IIUI and C.u>aOLJ:8, J. Richmond,
G!Mgow.
25,1l9b. D&VIOI for B ANOIBO PJCTURJS, W.
Glaagow.
25,899. AI88BlPS, W. L. J ac'uon, Owgow.
2.5,!100. hiPLDIIIT for DIOOINO l'01'ATOa, E. Skinner
and H. J oboson, Sheffield.
COALBO&INO Tool. ,, G. S. Waterf,dl, 8beflleld.
25,902. MACIUNE, B . C. Longsdon,
Keighley.
25L.OOS. Bao&B.IBO and POL181il li0 TooL, J . W. Blakey,
!Jr.ldlord.
25,004. Dooa LATCBU
1
B. 0. Cope, BIQxwlcb, 8taffd.
26.005. BP.uxrxo PLoo, R C. Meredith a nd 'f . YouDg,
Bou rneville, nea r Birmingham.
25,906. S ru&IBO G&t.B for HOTO.a C.&.RB, F. n. Wade,
Btccbford, ncar Biun ingham.
25,907. "DLIB3, " A. E. Oebom, Plymouth.
TII.IAT.M&NT of RAlLS, J. F. Bennett and n. s.
Jlloorwood, Bheflleld.
26,009. 8CN81T181'D PLAT&8 for PUOTOORAI'UY, B.
J umo1ux, Southwick, Sussex.
Wun GAUOE9 tor LocoxOTIVE3, J . Conchar,
.tSradl or .:1.
25,911. OIL Cua, C. Geul and 0. Booth, Bradlord.
25,912. GAS ElfOrND, J . DaviOII, Wedneebury.
2.5,913 Taa rmo Al'PAII. 4TU8
1
C. A. McCalla, and T. E.
nod C. T. Gambrell, Lonaon.
2.5,91( 1'.111: BPEZD MIT&Jl, C. 0. B. Holman, Visa,
Norfolk.
25,916. LAMPs for :&101'08 Y.latCLI8
1
A. Johnson, Liver
pool.
VAL\' .1, Fletcher, HuKtcll and Co., Limited,
w. R. NeU, and W. Flctcht:r, Manchester.
26
1
1117. TII.AKCA.& TIOKIT HOLDIR, R. 0. WUIIams,
!funcbuter.
21.918. U&\"JCII: for DA&!flo GAaKUTd, J. W. Ilaran,
London.
.H01'oaa tor RoAD C4&81AO&l, W. and 0. W.
Drum1.0ood, London.
2:J,920. Co!fvrvoa for P.IOPL1
1
H. J . Toogood, Leeds.
25,921. Fall WuaL for Cvot.a, A. R. Turner,
Loudon.
Da.uNmo NICOTllf& from PJPI'B, A. Allbton
yward, London.
25,!123. CoiNI'II.J.CD HACBI.Bll:3, J. Ironside and A.
AehtouBayward, London.
:.!5,924. Foor&I8T for HOTOB Cvoue, A. B. Olark,
London.
25,!125. ELicrRIO.&L RaliiT4IJO&II
1
P. H. A. Mattbowa,
.Manchester.
2.5, 926. BYDB.\OLIC R.uta. W. Simpson, Aberdeen.
26,927. APPARATUs for WINDINO CLOT.B1:8' LLN, C.
'1blol, Magdeburg, Gormany,
25,928. A TIIRIAD&D Box, M. M. F. Peteracu, Bamburg,
Germany.
25.929. ADJ OSTABLI BOTToN, J. Wolfaon,

2:i,!l30. PAPD CLtPS, G. D. Duelnberre, London.
2.5,1131. RoLirtrP V.l:lfKTlu BLllfDB, F. E. Churchyard,
Jpewicb.
25 932. TII.IATlNO Bn&L with C.UB1DE8
1
E. Engela,
London.
PooLrnv a!.d Pro&oN Hoosu, T. E. L'lne,
London.
KILNS for BURNIBO LIM I and BBIOKB, P. Kilby,
London.
25,985. PXIIBOLDZ88, 0. Armadale Emmett, R.
WUUama, and E. Smith, Loudon.
25,986. FABTENliSO! for FLI\08, J . 0. Mc Bryde and C. L.
Bu11ch, London.
25,937. AOOUII.OLI\TOM, A. Blackman, Hampton Wick,
)1Jddleaex.
P BOTOORAPBlC PII.IBTINO J-'.B..Utl8, E. S. Snell,
London.
25,039. lNTENSIYVINO 0A8 LIOBTINO, C. 8. Snell,
London.
26,940. IKPRova o FORM of 0Lo.l PoT, E. B. Snell,
London.
2:;,1141. lii PBov.co BoaPDDi l\O NOt EB\0
1
M. V. Bllgb,
Brighton.
2jl!l42. 8TBilJO&D MUSICAL lt>IT8UXJ:l\TS
1
W. G. Coker,
LOndon.
21
1
943. DUCBAROIBO CoAL from SBJI'J, J . A. Thompson,
London.
U,9H. D a or; a t or CLIA.NlNO liiiTAL Goo DB, C. Bra wa,
London.
'26.1116. BucKLE FMT&NINOB l or B.ILTa, J . Butler,
London. .
25,046. Ba1 DOl H.&BK&a, H. V. Cvbb, London.
25,947. HooK for BosPilfDtlfO Ploroa&, J. H. Morga'l,
Londo:1.
INo.uroucDT G..s L&MPII, B . Tatler .. all,
LOndon.
EXTRACTIBO Do&T from Cu.t.Pt
1
0. Pnteu.a,
umdou.
2.5,1150. Al'PAB.&TU8 for M.&&INO ST&IL, c. E.
BwaoJey, Kent.
DAbiPINO M4c BlliB
1
E. ) 1<>118 and G. Paddock,
London.
25,1lb2. Rovu;o FII.AK&II, W. Draper and W. ColLl.son,
London.
25,058. M01'0R CAR F'JuME, P. Arbel, Loudon.
25,954. 8PEIDCBAN0180 APPARATUS, M. F.
London.
25,965. ELZcr&JO SAt'.ITY SWITCH, a J . Lccvcs-Johuaon
and .H. Moser, London.
CBANoiNo SuOTTLZ3 In Looxs, G. B . P!acb,
LOndon.
Buroaa for SsuTS of Pun, J. '1'. Stevie,
LOndon.
MuNs for llOLDINO DocuAI.ENTS, J . T. St.eolo,

25,0.:ill. SacoRINO Loos1: Luva o! PAPD, J. T. Btc<lle,
London.
25,983. Buro&RB for Puun&rs, J . P. Ranoo, London.
2G,984.. T&ACUIO COUMD on CUARTII, II. E. 8. Holt,
London.
2[;,085. ROLLI B BLtzrDJ, G. Turner, London.
25,286. P.ROC&88for CABB HAnD&IfllfO, 0. C. Harke. -
C. Italy.)
25,987. Bow PAtH lor B oaaaaoa, E. TheiBcn,
London.
25,988. I sPAI!ITo Fa:muro Bonu,, F. L. Payne,
London.
25,989. Hnuoo of POBIYYINo NAPSTUALIN.I, B. J .
Haddan.- (/. P. ftlat.tu, Spain. )
2(;,990. ELECTRICAL Bau&uIIOLD.IIIB, H. A. M&vor and
Mavor and Coul.eou, Limited, L?ndon.
25,1191. Gua API'.&JL\TUS for Rt.J LWAY8, A. StJOnccr,
London.
2:i 992. Ba.A.KI D.&vJOJ RArLW.&Y W.&.oose, R. Pick,
Loudon.
28tA Not:ember, 1903.
25,993. BoLLIER lor Wtzroow BLIII'Dfl, J. Thoma , , Roath,
Cardltl.
25,99(. EL.IOI'JliOAL 8UAD& RI.NO F01lO&P8
1
T. D. Frew,
Perth.
25,905 .ADJ oNcrJva BIOYCLI Br.uro, K. D. D. Grazz ..
h rook and B . Spooner. London.
25,996. T80UIII .IUJ 8 0Tl'0\f PSOT&crOB, o. a Oran, Live--
pooL
26,997.
11
Vot&INO&" Bu:zrne, E. B. Gray, Loudon.
25,998. li4RKIBO .Al'PUATtrs Lor FoLDuro MACBIII'JIB,
W. B. Bucking, a H. Ba rrl.a, and J . B ilton,
Bury.
2.i, 999. hlP80\ .ID CvoL& 8.\DDLD, J. B. Brooke, Bir
mingham.
26,000. FIR& LIOBT&R, J. Fcambead, Bolton.
20,001. D&VIOK for RIPAIRINO Plf&Oli4TIC TIR&II
1
A.
Budron, B ul l.
26,002. TOBNllfO L.&TII'U, 8. Ba rdwl.ck, Bradford.
26,003. Cn.IlfDCR for R<1rARv PaorTxNo lf..&c nuru, D.
C. Paterson and F. R. Molr,
20,004. HACKLING H.t.caiNI8, J. Barbou.r and M. Hont.
gomery, Ballld.x.
26,005. GAS Srova, J. Fcarnbea.d, Bolton.
26,006. C&IB for use lu F.nomo CATrL.I
1
E. A Bellow,
Blrmlngllam.
2G,007. llh.Kuo Oav6TALLLif:l GvPSo.w, W. Brothcl'!i,
Mancbostor.
26,008. 8&LYAOTUIOSPlNlfUIO MuLa, J. HoorhoW!e and
T. Sampson, Mancbeater.
26,009. NolfRII'It.Lo\BLK BoTrLJS, A. Brown, and B.
and F. Lomax, Maucheetcr.
:!6,010. lsC.urDI8C&I!IT GM LIOBTB, W. Beal, Birming
bam
26,011. Maonue fJrWI&EWJAvrso LooMS, W. HcCce
nnd A. Donald, London.
26,012. Al'PAJUTUB lor RIPIBIBO PoLl', J. B. Annan
dale, London.
26,013. T.&PS for 8TON&WARI BonLa, H. L. Doulton
and B. Bean, Londou.
26,014. for Srow& WAR.& BOTl'LIII. B . L. Doulton
and B. Bean, London.
26,015. FOLDlhO GA&Du or DxcK SlAT, A. B . F. Perl,
London.
26,016. BELT FIRI I8C.&P&, F. W. Whympcr, l?crl lo.
26,017. PRIV.INTLNO BIDI-&J.tP, w. Bunt, Co'cotry.
26,018. CoN&TRocrJON of CYCLI Ht:st, J. J. Lee,
Coventry.
26,019. NIPPING Pa&88 for BOOKIII.lfDIBO, A. W. G.
Cocking, London.
26,020. WARP STOP MOTION H.ICUoUIUM
1
0. B orn,
Dresden, Ger many.
26,021. lNTRODUClNO ColiS& into CoiN T Ulll8, 0 .
Bertling, Berli n.
TRIPUX 8oOI.ABl.l T81CVCU , J . P !tti.son,
.111iddlcsbrougb.
20,023. R-aoaoiNo Tau Nur, R. llfccban, Dublin.
26,0'U. WBIBTL&II, I. and W. Smith, Nottingham.
26,025. 8Tua WAY8, M. Graham, London.
26,0l6. LocK.B tor S&CVRIBO BRAC&L&TS, J . S. Hantle,
Birnliogham.
26,0l7. HAIRDRIIIIII.NO MAC'UIIIIDY
1
C. H. Parton,
Birmingham.
26
1
028. DA.IIPINO HACBIRE, E. Hosa and G. Paddock,
Loodou.
26,029. MOTOR V&BlCI.JS, E. R. and E. G.
Brewer, Loodon.
26,030. F.11 11 Fun &10!1LATINO .APPUATO&, A.
Bitchou, Accrlogron.
'26,031. Bow LNt.TII.UMit!IT without L.&TERAL B.ue, J .
P ugh, BamiJurg, Germany.
GA,

W. Parton and E.
London.
26,033. l:!ca1. w Paonu&ae in Sar Pa, B. Gutzo,
I.A)ndoo.
26,034 !IJ OD)OAIID a nd IDENTJPIO.\TION PLAT& for
MOTOR CYOL&1, F. W. Tompson, Limpslicld, Surrey.
26.035. BOLDI'IilO Poe, X. Uargano and W. White,
London.
26.036. PozZLas, M. J . Cawley, London.
26,037. Tun na, E. Bertrand and E. VorbJ cb,
London.
26
1
038. TOWIB WAOOY8
1
8 ., J ., and W. Rawll.n.eoo,
Burnley.
Ci..TJ, R. G. Evered and R. 0. E. F rccml.n,
London.
26,04.0. E NOINJ:, A. Mantborpc. London.
26,0U. P BONOORAPU8
1
B. J. Orchard and A. E. Kew,
London.
26!04.2. Wlli'D GoARD, J . D. Ha nnah and J. Walton,
LOndon.
26l0t3. R.uLw.&v BtoBALLIBo, V. Ct:.B:\rand E. Cuuinl,
LOndon.
26l0t(. I NVOlOl NO C.l.llB PAYKDT8, E. Wood,
LOndon.
20.045. M01'0R V&nJOLI 81'&10 G&Aa, A. n. Ni cholson,
London.
26,04.6. FlLLINOTuau wi th P A.BTE, :M. and E. J . Detmold,
Loudon.
25,!160. lJinTliSO Bou TS of PAPJ:n, J. T. Sl.e4:1e. London.
W .&TO!l&3 tor Ttxt!IO PJOEOlis, T. V. Beatoo,
Loodll.
25,962. HITALLIO LACE, 8. F. llfeyer, London.
26,04.7. TABLI G.uu, S. J . Davia, Stroud, Gloe.
26,04.8. T. WU11uuaon, Greenock.
20,04\l. PIIOOISS for PRJPA.&lli'O 8JUNa, J. B. DJl.lt
' London.
Cru.II.NEY ToP or V&:JTILATOR, D. Kennedy,
LOndon.
lloLLow AB1 UICIAL Sron , E. Pot?.holt z,
LOndon.
2!i, OOli. llll'liiC&RATLNO AltAnuus, B. H. Lake. -
( Vereini{lte lll!Uclti'IU'IIjalmk A tglwrg und bfrUll:luncn
/IIJ.uguetuclw.(t /l'urnbcrq, A. G. Oermo.nu.
25
1
900. Couo1 SPU D G&AR, W. H. Alltcll and C. Eradf,
London.
2:.,967. TUB I Co I'U.IUJ, fl. F. Du ke, H. Ockendcn, a nd
0. E. 0. Lamb, London.
25.9GB. llforo.a CARll, I I. Cntlullot, Loudon.
25,000. H Y.ITY OIVJCI for t o ELitClii.IO Tl\l\ l1 tON,
W. Griffi ths and B. B . Ucdoll, London .
25,0i 0. CoLL&C.TO.Il, w. Oli ffi thHand
D. B. Bedell, London.
APPAR.&TUB for CuAJ\OI.NO SvPBOli's, L. Lemoine,
LOndon.
25,972. MaASs for PRIIII BVINO the 8T&I SOTO Of 0 '1Y
ouLORJIJU, 0. J. Atkil11 and 0 :-y..:hloridea, Lhnlto:i ,
London.
2.5,073. I MPL&MINT for " ULD lNO ' INJ>IARUDIII R
'1'a1.1:11, The Ea8tcrn Produ'o and E11tatc11 Cowpaoy,
LlmiLud. - (T. P. Swtp11'11, C>ylQot. )
Oao.&Nl'LAVINO ArrAIIATUB, J. A.
LOndon.
2!1,975. 8T&AM TUBIIINEII, J. W. Clvud, Lvudun.
25,976. L4UBIIR1' W.uo&.No BsusaBO.UD, F. Nixon,
Rnmagate.
Saco.al!fo 8TOPPiaaln BonL&B, F. W. &hroedcr,
LOUdon.
25, 978. STI.ul TOBBI.N&II, A. J. Taplin, Londun.
25,!1T9. B&LT GIIAJlllfO, F . .H. Vavtcs, London.
25t.980. BI'RIBO Wlli:ELB for V&oioLa, E. W. Oyer,
LOUdon.
25c,?81. of PuOTOORAPWc FtuJ CAll OS,
r. H. Justicc.-(La 81JCUti ckt Pla,tlu tt
Papi.tr1 PluJto(fla.phit,IUt A. !Mmicre ct ttl tu,
Framt. )
25,082. S.uro-acausUIO AI'I'ARATOe, T. and
T. W. Ford, London.
20t.050 . .Al'PARATUI for CALOULATINo, E. Wald..:ckcr,
LOndon.
26,0jl. VOLTAO& II.IOULATINO DIIVlCU, 0. Fiozi,
Londuo.
26,052. Bu t P.&n Box or CASJ:NO, J. a L. Trevorrow
and the llni vcre:1l 'lube Com1>AD), Limited,
London.
26,053. W&JOUIBO Al'PUATOII, L. E. Cowey, London.
26,054.. NAIL-lUKll!10 and DRI VI'l!IO H.t.CDIB&II, n. u.
Lake.-{Su.[IOlJ: Xaili11q Ma.chane Compa11y, U11 itecl
StaUI.)
26,055. <.;oorLIIIOII, B . E. Oreaham, L<.ndoo.
:!u,054i. V AL\'1. CYLIND&R8
1
J . nod B. E. Or011baw o.nd G.
Kiernan, Ltm dou.
26,0(17. fiOLDl!IO TBUIWAY 'l' ICKIT8
1
J. niggina,
London.
26,058. 8PA.RK ARIII >TIB81 J. Y. J obns,n - (TAl Bld:
tri.:ilat. A ktu I\Oudl4Cit!l[t 1.'0rnU1t. II'. La.luneyn ana
Co., Oerma'll).)
OI'ENIBO Doxu, U. Uelnrichacn,
LOndon.
2G,OOO. Bo&NEI!.Il, B Can<, London.
2u,061. Bul\lf&NJ, D. Ou .-(P. Run, 0 r""''' y )
2G,062. BunliiM, D. C.1rs. (J. lltTICh/tiJrt', Gmlllltl!f.)
26,003. OM AD\ &RTIIIlNO V&\ lOt., J. WohUcU,
Lond ou.
2tJ
1
064. FtNlllUINO KNtrr111 K. W. Hartllitg,
London.
26,065. BoRli'I.IUJ for GA.B and O.I.)Oillf, B. RiQ81!
1
Ll VCT})OOl.
26,006. PB.&IIU\'I I!iO BITB>T.ui"OIII, D. B.
Adamson, LheT}J<IOL
26,06i. AD\ DTJIJIO Al'PLUl'ICllll, P. F. Corlthill,
LiverpooL
26,005. l:iPU:D OJAR, E. 0. Meyer and A. J. Mudlord.
- (R. llaqcn, Om,c.any. )
20t.060. EL&crato MOTOR 0oi!IT80L, T. von ZwelgiJergk,
London.
21.1,070. FLYllfO IIIACI11N18
1
T. B . Stringer, London.
:!dt.071. CRU TllfO Da4oOaT in Ft.OIII, w. l:lhone,
LOndon.
-
585
26,072. Cosv&BTJ.liiO Monol'l, B .. J. B addau.-{ll't l
and Lange,
801/4 lOOS.
26.073. C.&RRI R fur Sour M oa1c, H. M. Sidoy,
London.
26,074. t:hoso-cosvv1so APPARAT08, I. B. Hogv.o,
J ondon.
26. 075. CaucJBLE HIIATINO FOlUIACJ:S, R. S. )Jo)rc,
Blrmlogh11m.
26,076. CoOKlNO APPLIANCE, J . J. Leonard, London.
21!,077. TEt(j'JA.:.&1 f 1T URAWUIO 8 0A8Dl
1
.I:J . F'allet,
Gal DBborough.
26,071!. OATIS for S r ARTINO R!O&BORSB8
1
W. Coley,
Birmingham
20,079. fi' ABT.IN&RS, A. J arman, London.
4!6,080. PORTABLE Coo&I..NO APIARATUS, A. R. Ruyda,
Ma ncheattr.
26,0!>1 . APPARATUS {<or PLAYING TABid S&ITTLB8
1
R.
Allen, Bristol.
26,0!>2. Pa"' no'rl.lilo Exo.ss1v& SPUD or EL&CTRic
CA8.8, E. F. Kent and Y. Hogers, Cambridge.
26,083. 8 t. CTRIO 1' URIUC&S
1
W. Card no J. G.
Dalt'ln, KirkhUI.
26.084. Gaonm UoPz.s of TRAWLI..HO N&TB, J . Hull,
Stocktoo.onTees.
:H,035. CJN&l'BUCTIOS of "SLJP311'1'EBB," J . Teglln,
tltokeOn Trer. t.
Exc&LSJOR Rtasol'l Puzzu, W. 0. Wilaon and
L. C. Howldcn, Sbeflicld.
2ti,037. CoNTROLLlNO APPARATUS for Loolll8, The Brittsh
l'lorthrop Loom Compsny, /iorlllr()fl
Loom. Company, United S14tu.)
21J,088. BOOI(ld \BI(IIR, T. B uddleatoo, LiverpooL
:ltl,089. M &NUUCTURE of ION'ON&
1
A. Verley and L.
Oiv.ludan, Manchc3ter.
26,0JO. F'oLomo PARTITIONS and DooM, J . H. Tbomp
son and F. W. Porter, Manchest er.
2t1,09l. Pa nooR&PBIO MnaBP, A. Wntklns,
Here for d.
26 002 ADJI18TA8L'C GUABDfor ElfliBY WHSIILS,
M. WadJwortb, Rlppon:len near BnU'ax
26,093 Nt>N31UDDINO HAND for TIRJ:S, J. B. Biggio
and E. Kick.ham,
2 S.OO(. AoJ USTABLK 't'&I.ACOPJC D'>X, J . A. Tipping
and A. E. Stringer, Ashtonuoder-Lyne.
21.0)5. CABO Tov or Aov&BTI>UIO D&VICI', T. B uddie
stoo,
2u D4SIOH of WumowSABB FA'iT.IIfi:BS, W. Clark
11 >n, HuU.
!6,097. TILE LAvmu, R Cunolng, Olaegow.
26.008. TtJa LloBTIUNO Ah rAL PI)Le a, F. R. B.
t'erri&m, Exmouth.
26, 0:>9. TAOI fur L\CJ:S, T. W. Roberl s,n, Holywood.
26 100. FIRIITOB& !:IT.IUI BOIL&RI', 0 . 11. Manu, Leeds.
BP&ehL 8BAPINO MAOBI!fB
1
T. P. and J.
Macnab, Manchester.
SPn D ALARUM for MOTOR Caa, W. H. Baxter,
London.
26,108. RoTARY E '1011'1".1.9, J . Brundrit, Lherpool.
26, 10i . WINDOW J.;ucu, E. P. Mnrtio, Lonaon.
26,105. CoAL 8BOOTd, J . Manners, .Biytb.
2 J, I0i!. BIIAD and !:lrOPPJ:R fur Bo1T1.13
1
A. DIU<on,
Dublin.
2 1,1117. F1sauo TAC&t.E, F. G. Turner and C. Gotso,
London.
2 i, l OS. Tou KCTTJJB, H. J. Stewart, Canterbury.
:.I t 10:>. P N.IU.II.ATIC CII8HION8
1
W. Macaulay, Lome,
Co. Antrim.
23, 110. RoBB.IR B&aL
1
J . Thom1s and W. Smitb,
Cardiff.
26,111. J\11CBOP8osu, C. J . Ander.80n, London.
26,112. hDUCTIO.ll MoTORS, K. A. Lindetrom, London.
PBOTOORAPBIC 88VTTJ:B81 T. Wllls!c, London.
2tS 114. Ks1 z SaABPU.IR, J . Smith, London.
2; J 15. l.IIPRWNATINO Wooo for PRo n c nos agnlo&t
0AMP, W. R. HodgkiDJ!On, London.
26,11 6. I:IPRLNKLB88
1
1!. and A. Jd cyer, London.
2t!,ll7. PASSJ:PARTOUT F&.OI B8
1
F. E. Maine, London.
26, 118. AnV.IRTIBliW D.&VICES, C. T. Holloway,
London.
26, 119. TKLJ:SCOP.IB, T. Crawford, London.
26,120. PRKSSUR&RIIOOLATINO V AL\ 'k8
1
J. McCulloch,
London.
26, 121. BLIND6 and SoR.DNS, H. Straker and W. Tull y,
London.
11'.LORA.L Moun u to PlCTORII CUT MousT, 0 . C.
R. Rowbotham, London.
23,123. FI'QRAL UUT PICTURE Moo.sT, G. 0. R. Row
b:>tlulllll;- London.
26,124. OP RATUiO the POIIiTil of ELECl'l\IC R.\JLWAYS,
T. B. Stewa rt, W. B . Turner, and R. E. lJlxon,
London.
26,125. Movum 8rAI RWAY8, M. Graham, L:mdoo.
23,123. VUTILATID SOOB8
1
F. Eyman, L. Stoffel, and
S Ltmb:ch, London.
23, 127. CJLLU'fiiBt.E TAB!.J:3
1
F. Scbmidtmann,
London.
2:},128. FAST.&YlBO a PORT&l>I ONBAt:a to DBB8ll POC!lftll
1
C. Schoorreoberg, London.
20, 12!1. REOULAToa for F. Zit zmann and M.
Walther, Lo:1don.
20,130. :-l' c w CARD OUI.I
1
A. G. Brookea.-(Parktr
Brot1.er1, United, Statu.)
26 131. DR1 \' II'IO Ou R for Y.ILOOJPm>-.s, H. Tayler
and C. E Baker, London.
2?,13:.!. PaoooCTIONo{ N.1w AZOoDYDTtJYJJ, B . E. New
wn.-(Tite <"orma.U PrWJ.rir/. Bayer and
0:1., Ger11&any. )
26, 133. Alll TUBas of PNKO>I \TIC TIRU, C. Andrcvert,
London.
26, 13-C. POli P for TIRB3 of P. J .
J\fcGioo, Rhodesia, South Africa.
2J, 186. PR.I\' &IiTION ol Fauz1110 In GAB p, v s, G. Babel,
London.
21},186. Ga t LLB for Coogt NO, C. E. Du cy, London.
2U,137. CARBURftl'.IRS, A. J . Boult.-(&cieU Cl.ena.rd,
Walclctr, and Co , .)
23,138. ROTARY .EIIonru, 8. A. E. Hickson, London.
26,139. MOUBTACIU CURL.IJI3
1
J. W. Schofield, London.
26, 140. G \B BuRNJ:BB l o!fiHD by CATALYTIC Acnolf, P.
Yl&llh'b ar, l-ondon.
26,Hl. DOOR BIKOD, F. J. J. Oillbons, London.
26,142. PakMATIC T.ILIUICOI'U, J. Stuart and J . W.
Ha.ssulkus, London.
AOJ08T1NO f!IT.IIRM&DIATEJI
1
0 . J uoggren and
D. C. Ga1roway, London.
26, 1H. CoNT&oLLLHO 8Tu x TOliBLHKB, T. Reuter,
London.
26,H5. ?d&ANS for MJILTI NO HnALB, 0. l mray.-(lloer
dtr &rq,rerke un<l Hutt.on Vtrem, Germany. )
D&vtc.l for RAILWAYS, V. Cesar and E'. Oua.r!JJI,
London.
2d,H7. Un' .IRSA.L J oJ.liiT8 or COUI'LU/08
1
W. B . Xew
man, London.
:H,I48. I'RBPARATJON of Oxvoa:11, 0. F. J aul10rt,
London.
26, 149. M&NUYACTOB& of P.&l.ca POLP
1
G. P . Hortcloup,
London.
21;, 150. TR&ATKDT of f'ITBU, 0. P. Bortelcmp,
London.
26,151. Saoa Tan lor WLHoow DRae!llo, A. Savage,
London.
26, 162. PlA!roroRn ACTIOI'IS, F. C. London.
2tl, 163. Atr.'OMA'l'IC Puv M for 0Rous, J:i .Hoyer and
L. Ricca, London.
26, 154. CooLJ.liiO of lJRAKI IJRUlliJ
1
C. blountford,
London.
2d, 155. F u .IRS t or Rov1110 II'R.wu , W. P. Thorope)n.-
( P. D . . Marlin, United State&.)
26, 166. 8 0BOIOAL VJBRATIOI>'AL APPLLANCE8
1
A. J.
Mc Donald, London.
2 j,1CI7. PaOTOORA.PBIO P&lliTiliO APPABATus, T.
Vanderbilt, Li verpool
hr&RlfA.L Coxuo&TJO!f E sonra, T. S. J ames
aod C. King, London.
2tJ,169. APPARATUS for STAliiPJNO LrrKIUI, F. de
C<.p;:ct , London.
i'ACKINO or SToar.so Rac &PTAOLI
1
R. M. A.
Farrow, London.
26,161. J::I..&ATl!IO APPARATUS for BATos, 0 . Behwnr7.,
Loudou.
20, 162. HAIL J oi BTi1
1
L. T. London.
THE ENGINEER
26, 11!3. SaAPT CouPusos, D. 8. Sioc!Air, London.
26,164. CLOI!INO Dsvro.s for DO'ITL118
1
.E. K. Chapman,
London.
20,165. ELIIO'TRIOAL ELCVATORS, n c. Smi th, London.
26,166. EbUJOUII D P APJ:R, F. P. aod L. C. Follot,
London.
2il, 167. EXTBAOTIOI'I of DuST from AIR, G. Shenton,
Lono.lon.
26,168. C11TTU10 Sron, P. Klrkup, A. P. Stoker, F.
Bowman, and W. Aldcrsnn, London.
2u,l69. Fun At iCBABibH, P. Kirk up, F. Buwman, and
W. Aldori!?U, London.
26, 170. EL&Cl'BIC SwrTCBEB, P. Kirk up and W. Alder
son, Loudon.
26, 171. SoUTua rso FJu&oos SnM, W. J . Keymer, B.
R. Balldon, and T. Uurrows, Loudon.
26,172. PROCI88 for AI.\ KlNO MILK Powon, F.
Streckeieen, London.
26,173. Gt.AB,BLOWJ.liiO TooL, A. IJowcrpe and J .
Ma.ycur, London.
26, 174. EL&CTJUO CaBLE CooPLINO&, F. W. Howorth-
(P. Bcerhart atwl J. JJouert. Uniwt St.U1)
26,175. OIL ENOII'IB8, J. E. Thornyer oft, London.
26, 176. OIL E!IOIN&a, J . E. and T. Thoroyeruft,
London.
26 177. PRODUOINO SUPilRBII:A'l'IU S'TILU1
1
P. C. de
LoeweDBtcln, London.
26,178. ExtrROI81NO GLOVE or B &NU D.IV&.LOPJIA, L. J .
Bingham, London.
2u,l79. SPaA.vrso API'ARATUB, A. B . B. de Aliolerea,
and D. nod P. Capdevllle, London.
2G,180. EL.IOTRIO l"utlt1
1
A. Bepke and B. Abeher,
London.
26, 1bl. EXPLOSION ENOIN&8
1
L. P. Bowe n, London.
26,182. Dv&&TUI'II'd, 0. l mray.-(Parbwtrke -ronM.ll
Mruttr, Luci, and Brii.niny, Gtruwn>t. )
26, 183. BAND lo'.&8T&NIIB8 { or URI VUIO MOTOR CAB8
1
A.
Ma1 tin, London.
lit DectrnlJtr, 1!1()3.
2tJ.l84. GOV.IRNUIO D&\' JC&8 for MOTOM, G. L. Hogan,
London
26,185. AoAPT'I.NO ELECl'BIO BI LLS ko Muuc.& L PUB
P08&8, J. Howarth. BalHax.
26,186 Wnroow LOCI[, ij. Bligbt, Croydon.
26,187. Rut for MOTOR CAR WBUL8
1
P. T. Some-rville
Large, Kilcullc o, Co. Kildare.
26.188. AIR 000LINO for PIITROL li!OTOR8
1
W. A
Stevens, Maldatonc.
23, 189. GRIP l1r HOLOINO ROP18, C. B . :iunder
l'llld.
211, 11M>. JAC<I'l' ARO BuLDS and vmo, E. Oberholu r ,
Manch0$t()r.
2o,19l. MIITBOD for H&liOiliO CURTAI N 1
1
l:f. Wallace,
Belfast.
26,192. CocKS or TAPa l or STKA)I, J . We&tley,
Manchester.
26, 19S. R.nLWAY BRAI(E L. D. Whitehead,
Bristol
26, 194. CoLLAPdiBLJ: Tua oLA.R BODIES, A. J . Skilton,
London.
26,195. F URNITURE Pile i , W. S. McLennan, Glasgow.
26, 196. V A.LY.IS
1
A. Harrison and W. Crawford,
Glasgow.
26, 197. SLIDINO LIYr WATER VAJ.U, W. Hodgson,
Donclllter.
26, 198. V .u>ORIBJ.liiO 81'1BIT, G. F. Lawrence and A. J .
Field, London.
26,199. CunJ.lilo CAKB8
1
J . A. Bennett, Kings tonon
Thames.
26,200. EL&CTRIO GENERATOR, D. BnmB and J . M.
Fleming, Ollulgow.
26,201. ToT POLE, A. Burton, Olaagow.
26,20l PLAT.I8 for BOOT B&J:L PAllll, E. W. Woodere,
Bir mingham.
26,203. Dai VINO Gua, D. :\. Ber t ram uod S. Mtlne,
Glasgow.
26,204. LooMS for Wu VINo F18BUIO Nars, B. M. Knox,
Gla.sgow.
26,205. ARMY WATKR CARTS, ll, S. Brownlow,
Manchester.
26,206. Too \CCO P1n CLU.NTRS, J\1. F. Buchner,
Liver J0'l.
26,207. I:I.IPA&ATORS for l:IPL!ININO and TWISTING
Fa.uas, T. A. Boyd and J. and T. Boyd, Limited,
Glaagow.
26,208. Covaa for Et.KCl'BIC TRAliiCABB, J. E. J eggar,
Leeds.
26,200. Al:JU&TUIO PoiNTS of TRAlll RAILS, F. Tu< s tall,
Bolton.
26
1
210 HOT WAT.IR SuPPLY APPARATUS, W. M. Burdon,
Gla.sgow.
26,211. T.IL!tPBONY
1
W. Fair weather. - ( II'. bf. Mi ner,
United S14tt4.)
26,212. CABtNIITB, A. C. Clark, London.
26,213. FuRNAO.I'l, W. R. Roney, London.
26,214. Fu&L R.IOOLAl'ORSlor MOTORS, B. H. B conegin,
London.
26,215. APPARATUS for FAOJLITATJNO CoNSTRUCTIONAL
TABOJ:l' PRACTICE with 0 JDYAYCB
1
A. J. B.
London.
26,216. TooOUI[IIUIO GLASS, F. E. Rlddilur d, Kr lington,
near Blnnlogbam.
26,217. BoOTS, W. L. Robertson, Keighl ey.
26,218. CL1Pil, L. C. McNeal, London.

DRAUODT RI011LATOR
1
Par&an ManufM:toring
Company nod H. E. Paraon, London.
26,220. BOOTe, J. Whlte, London.
26,221. B&D!'TJ:ADS, A. C. Kelghtley and L. Ceckcrell,
London.
26,222. BRAKE JIJ ICB.ANI&ll
1
S. Peck aud A. C. Trill,
Wnllingtoo, Surrey.
26,22S. 1'ABLIIT8
1
F . .tl. Loring, London.
26, 224. 0. P. Macfarlano, London.
26,22.5. CAN for HoLDJNO DRY POWD.IRS, 0. L. Wilcox,
London.
26,221l. ST:&A)f TuBBINK8, B. Davey, London.
26,227. I LLOMI!IATJ:J) SION8
1
J . Price and W . .Arter,
London.
26,228. Co)tBll'f.ID COLLAR STOD and T1.1 A. J .
Gregg, London.
26,229. APPABATU8 for OPULNO 0YBT&RS
1
II. Childcr
stone, London.
26,230. TROLL&Y ARll for ELJ:CTRIC T8AMOAB8, Inter
national Trolley Controller Company and J . Kynocb,
London.
26,231. FJLLUIO MIDICill.l CAou&Ta, F. A. RouiDJlou
and R. E. 8mltb, London.
20.232. Oaou and SzonKTAIRE B. Baggott,
London.
26,233. TAULE Gut ll, C. R. Dickeru, London.
26,2:U.. SPitTOONS, E. T. Br coot , London.
26,235. Boa t A.L CA&KIITB, J . P. Brady, London.
2G,231J. RKMOVUIO :i fOlfU from li' RU1T
1
C. A. Alll.!ion.-
(A. A. Wyckoff, United S14tu.)
26.237. I>RIVIIIO NAIL& Into HnL& of Boon, A. F.
Pr eston, Nottingham.
26,238. PUR8B8
1
E. G. Bck, Birmlngbnm.
21i,2311. WJ.lii D GAuo H for BACK !:!lOOt'!$ of R nza, J . D.
Thor neycroft nnd .M. G. Farquhar, London.
26,2( 0. or CI>IIII'IT, L. H. Y.acbaria,;c o,
London.
26,241. EL&CTBODI!I for S.IOONDAll\ BATT&Ria
1
H.
Leitne r, Byllect.
26,242. T.ILPII DI, Sleme011 Bros. and Co., Ll m.ltei.-
(T/.e United Telplttrage COIIIpany, un.ua Statel.)
26,243. l NTKRbiAL CO)IB!1bTIOI>' EetOJ.liiB8, R. E. Philllpe.,
London.
26,244. Ctur c oB8 for PIPBTBBIIA.DJNO MACBUIM, B.
Borden and W. A. Neracber , London.
26,24.5. R A v l:lwn Pd, C. Cot tie, London.
26l240. MAOW!f.l8 for IIAYM.A..K.UI0
1
F. P. Xorbury,
London.
26,24 7. ELIOTliiOALLVOPBJI.Al'U) Da tvllfo ?dJICBAliUM,
W. L. D' Ollor, London.
26,248. T&LKPBOn TBAB&lU1TIIB.II
1
P. G. BnndaU,
London.
26,249. BoOYd
1
B . B . Lake.-(8. II'. Roberti, Uniwt
Stat<.)
26,250. 00UPLJ.lil081or RAILWAY CARS, A. II'. Kuhlmann,
London.
1!6,251. HoJ8TI!IO APPA.BAT08, L. Mou, London.
26, 2.52 PAP&R CuTI'.IRII
1
G. C. Markli.-(T/" H'e!l.ttr
and Ptrb Ttool Cqmpany, UniW Slntt. )
26,268. CL&AB.LHO RoLLERS, A. Ogden and J . Hobl.111,
London.
23.254. PRl!ITINO and Uoi'LICATINO AlPABATU&, M. J .
D. Cat ter, London.
26,255. ATTAOIUII NT8 to UB8g 'l'.ILIPBOIJJ: l .N8TilUM.I'NT81
.B. P. Chlldrell8 and N. M. l:!&ul.s, London.
20,2S6. UTILJ8LNO the DRA.UOUT In AIR FLUD1 E.
Nlt.aebc, London.
21! 2Si. CoMPOSIKO BTICKJJ, S. Steic(.-r a nd L. t:llmao,
LOndon.
26 268. RocK DRu.:.s, M. Knzel, London .
2tJ,259. RtwULATJNO the S1.11D of ENoon:s, J . \' . J <,bD
Bltrlri.:itutAictimGueluclwfl rOTm0/1 II".
LahfMl/tr and Co., Germany.)
26
1
260. TRACTlOI>' KNOINI 8
1
J . Y. J ohnBOn. - (TI.e
SorUtJ. Anonyme d' Btvde !l a B rploitation dtl lneftll
.A. Clulelin .Mwl1inu A(J? irolu AvtomobUt,
Pranre. )
26,261. I !!T.IRNAL CoMIIU8TlON ENOUIU, c. Bailly,
London.
261.2112. FASTBlfiNO FURlfiTUBE TRi lUUN091 D. W. Tower,
JAn don.
26,268. HAIR PJNS, E. 0. Whlte, Waltham11tow, E1111ex.
20t264. EL&CTRICALLY Wt!IDJ!IOUP SPa!llos, E. d u Bots,
JAndon.
2tl,266. DAYLIGHT PLATII D.IV&LOPBB8
0
J. Leapcrance,
London.
26,261i. BzDBT&AD8, C. and E. Michaud,
London.
26,267. EL&CTBIC M.IABoRtNO D.lvtca, C. W. At kin
eon, London.
26,268. ELKCrBOLYTJC MII'BR8
1
0. W. At kln80D1
London.
21j 269. ELKCTRIC SWITCBB8
1
W. P. Tbom)l60n.-(fl.
Srhor, France. )
2C,270. PObTAOE STAMPS, C. (). Snavely, Liverpool.
26 271. Co&llUNO RICEI VIIM used In SPAc T&L.I

ORAPBY, II'. E. Peters, Liverpool.
26,27t. Dn"TAL TooL&, (.;. M. Freeman, Liverpool.
26,273. CoNTROLLUIO ELB<. "TRIC MOTOB8
1
0. A. E
Kohler, London.
26,274. Vn "TILATLNO ELECTRICAL llic aLNB8
1
'Ihe
Aetlcngcsc\lecbaft Brown, Boveri , and Ole , Ltmdon.
26,275. V.csnmo MACB!llll:8
1
E. Shaw, London.
26,276. ELECTRICITY MnaBB, W. Geipel and F. M. T.
Lnoge, London.
26.277. WORICFII:.UINO PONCOINO 1t!ACB1N&II
1
J . W.
Mackenzie- (Titt B. II'. Btl$& Company, United Sw.ttl )
26,278. htPaova:D W&I CDUIO SOALr , F. A. t!olley,
.London.
26,270. JOINTd for RAJLROAD RAJLB, P. J. a nd
J . B. Brassel, London.
2ill280. BREAD MUINO :&1ACUJND, S. R. Steams,
JAn don
26,281. CoMBINKD Sur.P.&YOER and BKLT, S L. Engel,
London.
26
1
282. TOOTB BRUSS and D.INTII'RICE CONTAUI' R, J.
A. Cochrane, London.
26
1
288. APPARATUS for MAKINO Suxva XoTa, W. E.
Rennor, London.
TSR&ADORUSINO lfACBUiaS, 0. A. lo' rede!l
burgh, London.
26
1
285. UONTBOLLINO GAll BURIJJ:B8
1
J . and G. Keith,
London.
Motnn"lNo ol RoDO.I&II io STERN FaA)I D, J .
v ale, London.
26.287. F OBNAC&S, W. K. Mooro, London.
26,2SS. MICROJa'TEB GAUOU a nd 0 ALLII'I:M
1
J. C.
Smith, London.
2U,289. 'fRJ:AD for STAIROA819, W. D. Bishop and E. G.
River s, London.
26,290. KILNS l or BoBNJ.liiO BRICK&, C. J . Barham,
London.
26,291. ATTACBINO DIITONATOBB to Fuu TAPJr1 W. B .
Ed warW., New South
26,202. FLUX ( ..,r SOLO.IRINO ALUKUIIUK
1
C. Ellle and
0. J. Flanigan, U B. A.
BBLBOTBD AMERICAN PATENTS.
1'rtnt4 1M UJ\IU4 &GCU O.,Dicial 9<ulfU.
738, 767. T.&LKliOTOR APPARATUS YOR SBJPa OR THE
J.;I&E, .J. B. Broum, Bdinbvrgli, &oUan<L.-Pilcd
Ftlmary 25th, 1003.
Ctaim. -(1) A telemotor a pparatuij comprising a
bydrauUc cylinder and piston, and pipea leadlog
ther eto. In comblnati:>n with mechanism for forcing
fluid thr ough said pipes, conalbtlog of three single-
acting pumps ll!ld a dtstrlbutlon val ve connected
therewltb, a band whoel abaf t anti. p:1rts for
log such pumps nod valve therefrom, two cyllnoera, a
spring-controlled plunger In such cylindera, two
pointers, gearing connecting the plunger witb one
pointer, and the second wll h the hand-wheel shaft, a
clutch coonccte1 wilh thc seroud pointer, with means
for putting it into and out of gcu on the movement of
the first point er, and pipe connections l eading to the
hydraulit- cylinder aud n180 to lbc plunger cylinders,
eub41tant1Ally as dc..cribed. (2) A nptoaatull
comtrislog a hydmullc cylinder aud ptston, a nd pipes
lc'ldl ng thereto, In combination wi th mechanism for
fordng fluid through raid ,,tpes, consU.tiog of
moehautsm to indicate a t tho actuallog atati m the
r elati ve posltlons or tbc hand whet! aud or tbc
bydraullc cylinder, comprising t wo cylinders C>n
wltb the fluid a plun&er aod sprlngd
In such cyliodcu, a ha nd wheel two po10tera,
gearing connectiog the plunger with one poloter , and
the lulndwheel fjbo.ft with tbe poi nter, ond
means for putting the second poi nter i nto and out of
attlon 0:1 the movement of tho fi rst pointer, aub-
&tantlally as descrllJed.
738, 814. VARIABLII SP.IED D&VJCB, B. JJ. KtUII(J(J,
Uaray. Jll.-Jo iltd Jkwnbcr 201A, 1002.
Claim.-(1) Tbu combluatlon with a shalt end a
friction wheel mounted thereon, of a driven shaft, a
pl urality of friction wbecle l!lidably mounted thereon,
moans mounted on said 1118t-nnmed shaft for l ur cl ng
the Mid last-named frlctlon wbeele Into engagement
with tho said friction wheel, and means
a mmgcd In &.lid dri ven 11haft for operating the 8'lld
DEc. 11, 1903
means. (2) The combination with a ebaft, 11 pl urality
or Lrietion whcd slldably mounte:l thereon, a
J'od, means fur bllCC.IIslvely moving said flictlon wbecls
when the slid r od Ia moved, ana a rotablyrnounted
friction wheel engaged by the said first-named friction
wheels. (3) The oomiJi oatloo with a friction wheel . of
a pluralit y of elldaiJiy mouoted friction wheel'! adapted
t.o engage the aald nrs! Damed wheel, and means for
sliding aaid !ni-t-named wheels, Mid meanaeoutptWng
pi voted arms, a od weans for opemtl1g the aawe. (4)
fbe combination wllb the hollow abaft formed with a
ol openings of a plurality of f rl cttou wheels
i lldalJIV mountc1 c u aaid s haft, a aeries of arms
plvotaiiy mounted on aald abaft between eaid wheele,
and having their free coda normally c xtendlng through
t he openlog of aaltl shaft, means arranged In said abaft
for for ci ng 1111id anna Iota engagement with tt.e
reapective l rict.lou wbccts
1
and a frtctlon wheel Rdapted
to be engaged by the first-named friction wheels.
(5) The combination with the hollow abaft of a friction
(738.814)
gel!' alidably mout. ted ou said shaft, on arm rl voted
on said shnlt a nd having Its free entl. cxtendmg into
the interior tbcrc'l', a 1 o 1 u:ountt:d In aald t:h&lt, a
collar secured to aaid rod for e:gagemcnt with tbe sald
arm, and a friction gear for engagement with the aald
first-named gear. ( li) 'The oomhlnatlon with 11 ratably
mounted friction wbccl t f a Ehaft, a series of friction
wbeel.s slllably mou1.1ted on said Hhaft at each side of
tbe centre ot tb(l first-named wheel, an operating
means and me4ne whereby as the said operating means
ls moved the whcolH of bJth series will .,,
moved into e ogngement with Lh.c fi rst-named wheel
(7) 1 be eomlltnatlon wltb a rot.ably mounted friction
wbtcl of a b.ollo" shllrt, two een es of oppositely
dlapo&cd lllct.lon slidall'y mounted on said
Hhalt, movable mcmbera on said s haft for eliding said
laat-named frict ion wbeele Into eogagcmflnt with tbe
first. namtd friction wheel, and me:uJB arranged In said
shaft for operating aald movable member&. (8) In
combination with tho r otably mounted friction wheel,
:md a aerie& of alldabiy mount ed friction wheels , an
operating menn.s comprts!Jlg means for engagement
with eal<l tsst.named wbeets, and a means common to
tbe last-named means and baing ada pted to suceea
sively operate tbe s ame.
739, 225. SPAR!( ARRB8TII:ll, P. B. Rogtrl attd B.
ing, Gambin, &ulll Audralia, A!Ulra.l&a.-
Pilcd Avgu1t 4th, 1902.
Claim.- A spark a rreater, comprtslog a bmokelx'X
provided with a cylindrical smokestack, 1111 ellhust
nozzle mounted within s aid smokeh x and fr ee to
discharge into said smoke-stack, a revoluble member
pr ovi ded with eubet.antially sen:Jel rcular scr eens
r .ldially mounted thereupon, said revolublc member

being 80 disposed that Bllid screeru. aro free to sucees
s ively obstruct the ).oath of di.scbarge from lillld exhaust
nozzle into aald smokestack, a t cmlclreular lip
mounted upon each of said .-urvod edges and project-
ing therefroJD, tbe arrangament being such that bald
lips project from s1id curved edges and arc B'ICCC6
rslvely directed townrd said nozzle for t he
double purpose or dlrcetlog the exhaust therefrom
against said screens and of causing sparks to deHect
ngainr;t said scr ccna.
739, 268, OF M t.KUIO CosC&JrrK P ILla, F.
Shuman, Pltiiaddphia
1
Pa.- Fil.ed. April 23rd, 1903.
Claim. -(1) The of forming concrete Jile:o,
which coneibta In formlog a pUc With a
coffer-dam around the same, binklug aald plle ll!ld
coffer-dam Into position to form a hole, wllh 1rawing
the pile, a nd then filling the hole with concrete and

-
\)Crmltting tho latter to set, substanllally as apeclfied.
(2) The method of {ormJng concrete pilll8, which e m
ststa in forming 11 preparatory pile with a det achable
point composoo of conerete, and a s urrounding coffer
daw, sinking said pUe and coffer-dam ioto position to
form a hole, continuing the movement of the pile to
form a bole below t ho cofler .dam, then "1thdrawlng
tho pile without tho concrete point, nnd then filling
the hole with concr ete nod permitting the lllttcr to
act, '<Ub4itanl1ally O IJucifi<.-1.