THE past week has introduced two old friends with new faces to us-the "Novello-Craft" and the "Velocivane"-both of which are intended to supersede screw steam-ships of the ordinary construction. The Velocivane is brought to our notice by a paragraph in the Bulletin, and, although it now comes from France as a novelty, it appears to be only the old plan of forming the bows and sterns of vessels of revolving cones, in order to escape the direct resistance of the water upon them. At this system Captain Beadon, R.N., and Mr. Paterson, have been at work for years past, with no remarkable results thus far, we believe. We will only say of it that the sounder a man's knowledge of the science of fluids and of dynamics is, the more likely he will be to deem it chimerical.

The "Novello-craft" proceeds, we are sorry to say, from Mr. J. Alfred Novello, of deserved celebrity as a music-publisher, and is designated "a proposed method for the accomplishing great speed [sic] in journeying over water." A paper descriptive of the same has been put into our hands, and from this we learn that the invention is "not patented in any country, but open to the free use of all." We can only say to Mr. Novello, "Thank you for nothing!" But, before we pronounce an opinion upon this invention, let us hear what Mr. Novello has to say of it. He tells us that railroads have lately made travellers so accustomed to from 30 to 50 miles an hour, that the swiftest steam-ship progress has failed to satisfy the requirements of the age; and ship-builders have taxed their invention to modify the shape of their vessels, with the object of gaining additional speed. It was thought that the limit of profitable and safe dimensions had reen reached when steamships from 300 to 400 feet in length were constructed; and yet the resulting speed has practically never exceeded 14 or 15 miles an hour through the water, and has generally been much slower. The experiments of further enlargement (as in the Great Eastern, and other long vessels said to be building at Liverpool) are looked forward to with great interest; yet he believes it is not expected, even by the designers, that the speed to be attained will be more than a small increase beyond the apparent limit of 14 or 15 miles an hour. Every existing modification of boating resolves itself, according to him, into a water-sledge. Buoyancy is obtained by displacing a sufficient quantity of water, and such displacement is then forced through the waters either by oars, sails, screws, or paddle-wheels; but it has long since appeared to him that the successful attain ment of high speed can only result from completely abandoning the old methods of forcing these boats or water-sledges through the water. He proposes to do on water what has long been done on land, viz., to place his vehicle on wheels, instead of on a sledge, the wheels being modified to the watery surface over which they have to "The principle being a new adaptation, I have called it," he says, "The Novello-craft prin

run.

ciple, and the vehicle itself I have called a Novellocraft, because they are convenient terms, and also for other reasons." The engraving shows one of several modifications tried on water. "4A44 are four cylinders or drums made of thin sheet zinc, and they serve as the wheels to the wooden frame B, which rests on their axles at a a a a a. In the centre of the wooden frame are also CC, short cylinders or drums, both fixed on the same axle, with a pinion between them, and motion is given to this axle by a strong clock spring in the box e attached to the cogged-wheel d, and tapes are passed round C and 4 to impart motion to the A's. The diameters of the cylinders are 7 inches, and, when lying on the water, the weight of the whole machine (29 lbs.) sinks them into the water 14 inch (or about a sixth) below the surface." "The displacement of water," says Mr. Novello, "(by thus sinking one-sixth) supports the whole weight, as in every precedent floating vehicle; but the novelty presented by the Novello-craft is, that instead of forcing this same displacement through the water, the cylinders, by being rolled over, cause successively a fresh displacement to take place, leaving the previous displacement behind." He explains the action thus:-"With sufficient power, the cylinders may be made to revolve very fast, and the displacement being no longer forced through water, but rolled over it, the speed will cease to be limited by the reluctance of the dense watery fluid to open in front, and the slowness of water to follow into the vacuum behind, but will be equal to the speed with which the fresh displacements are successively brought under the weight of the machine; and as the resistance to onward progress will be reduced to that of climbing the hill presented by the angle at which the cylinders meet the water, there appears every possibility for the Novello craft to attain the speed of a railway train on land (50, or even 70 miles an hour), as both have to overcome the resistance of passing through the air. It will be remembered that a watery surface is a dead level, and the Novello-craft would not meet with varying gradients, as on a land railway. In the model Novello-craft, the friction of the smooth cylinders pressing against the depressed watersurface has been alone relied upon to produce forward motion, and I think in practice it will be found that no mischievous amount of slip will take place. The absence of anything like the floats of a paddle-wheel will save the waste of power caused at their first entering the water, and in their throwing up the water behind. The weight of the Novello-craft will make the cylinders adhere to the water, as a driving strap adheres to a drum. Getting rid of floats will probably be found to work as well as the smooth driving-wheel on a railroad."

Now, to save Mr. Novello both the time and the money which he seems disposed to squander on this hobby, as well as to preserve him from experiencing the bitterness of becoming acquainted with his error when it is too late, we at once tell

him that his views are essentially unsound, and have no novelty whatever in them. Let him, or the reader, turn back to the 59th volume of the MECHANICS' MAGAZINE, and to those Numbers of it which were published on the 24th and 31st of December, 1853, and he will there discover all that he proposes forestalled and disposed of. A correspondent signing himself "N. B."-a gentleman as well able, we believe, as any man in England to discuss this subject-there gives an account of what really is no more and no less than Mr. Novello's invention.

Its author was "M. Planavergne, Professeur de Mathématiques au lycée de Cahors." "He wishes to effect," said the journal La Presse of that day, "such a revolution in ships as was effected in locomotion upon land, when some genius, probably unknown, displaced the sledge by a car mounted on wheels." "Our vessels plough through the water, and thrust it out of their course; he imagines them to roll upon the surface." He constructs what he calls hydro-locomotives, which, either alone or dragging a train of carriages, skim over the seas, the rivers, the canals, at the rate of 80, 90, 120 miles an hour: "they outrun the tempest." "The constituent parts of the vessel are three in number-a case corresponding to the body of a coach, four great floating cylinders to the wheels of it, and a motive power in the interior of the case." "This case is light, has two floors, and rests upon a strong frame, to which it is firmly secured. The bottom compartment contains the motive power and the provision; the upper the travellers and the luggage." The supporting cylinders were supposed to be hollow and perfectly water-tight.

At the conclusion of the articles in La Presse, from which the description of M. Planavergne's invention is extracted, the editor apologises to M. Mondot de la Gorce, an engineer in the service of the French Government, for having treated this invention as entirely new, although another somewhat analogous was invented by him, and noticed by La Presse in 1844: then quoting from a book published by him in that year, on Chemins de Fer Flottants dans la Méditerranée," it describes M. Mondot's invention as consisting in causing a drum or cylinder, 18 feet in diameter and 30 feet long, to roll on the water; this drum is the ship, and contains motive power, passengers, luggage, &c. Large circular holes are cut in the ends of the drum for the admission of air and light, and it is propelled by a common locomotive engine, running on a line of rails encircling the interior of the drum at the middle of its length, and of course producing motion in the same way as a squirrel does in a revolving cage; the passengers are packed in and upon the locomotive, by which clever contrivance certain disagreeable

consequences are avoided.

We shall not enter upon a discussion of the false views of science which enter into Mr. Novello's plans. If he possessed a proper knowledge of mechanics, hydrostatics, &c., he would never have said what he has said, or done what he has done; and without such knowledge on his part we could not hope to convince him. The truth of the matter is virtually contained in these words of "N.B":"It seems to me," said he, "that the effect of the cylinders would be the same as that of inclined planes pushed through the water at a high velocity, for the revolution of the cylinders continually presents the same amount of surface to the water in front, at an angle depending on their immersion and diameter."

Mr. Novello will not understand this, we dare say; but, if he be a wise man, instead of spending time and money on experiments in this matter, he will spend them in the acquisition of a sound knowledge of elementary science. Meanwhile, we would recommend the letters of "N. B.," before quoted, to his attention.

of Civil Engineers, received a distinguished company Mr. Joseph Locke, M.P., President of the Institution of members and friends of the institution at a conversazione on Tuesday evening last. A splendid dis play of drawings and models was exhibited.

HATTERSLEY'S TYPE-COMPOSING

MACHINE.

BY HENRY BRADBURY, Esa.

myself in promoting the substitution, if possible and practicable, of machine for hand labour in the composition of type.

Unlike previous attempts in the construction of machines for this purpose, Mr. Hattersley's is at once simple and compact-not liable to derangement -delicate, but strong-and not requiring that type should be cast with special grooves for the

The machine consists of a horizontal table, divided into channels of sufficient width to allow the type to slide freely. At one end of these channels is fixed a metal slide, against which, by a vulcanised india- | rubber cord, the type is constantly pressed, and held with suflicient force to prevent the last one in each channel from falling through an aperture immediately under it. Under these apertures is fixed what is termed the guide plate, fitted with downward channels directly under, and corresponding with, the apertures. These channels verge, for the delivery of the type, into one common mouth, which is immediately over the stick holder, in the shape of an inclined plane. A modified composing stick is adjusted to the stick-holder, in which it is made to slide longitudinally. The machine is furnished with keys, arranged as near to the present system of compositors' cases as possible. Each key, marked with the letter it represents, is connected with a piston or pusher, situated immediately above the face of the last type in the upper (horizontal) channels. The action of the key is to push the last type through the aperture leading into the guide plate, thus liberating the type, when its own gravity causes it to descend through the channels of the guide-plate into the compositor's stick as each type drops it is guided into its place in the stick, which at the same time is pushed longitudinally forward, thereby making a place for the next descending type. A vulcanised india-rubber spring raises each piston into its original position as soon as pressure is taken off the key. Towards the end of each line a bell gives a signal, enabling the operator to judge how many more types he may play into the stick before justifying out, as in the ordinary way, the stick being in a convenient position for such The channels of the horizontal table are calculated to hold a quantity of type equal to that contained in two pairs of ordinary cases. To avoid delay, arising from the channels becoming exhausted, the machine is provided with extra supply tables, which can be changed in a few seconds. The average speed as yet attained by the youth who has been practising upon the machine may be said to be 4,000 letters per hour, from reprint copy, including the justification. To bring it into operation would involve a systematic

purpose.

division of labour, as follows:-
:-

1. Distributing type by hand.

2. Classing type, i.e., arranging letters of the same character in rows.

3. Charging tables with classed type. 4. Composition. Distributing, classing, and charging the tables, are mere mechanical operations, and can be done as well by youths as by adults. Composition from MS. or reprint, however, is an operation necessarily of a higher kind, but still capable of being done equally as well by the one as the other labour.

The following statement, comparing the old with the new system, is an example of what might be realised from the employment of machines. The calculation has been made simply with reference to the cost of the number of letters composed, and quite independent of all other extras to which all works more or less are subject, in the shape of makingup, &c.

The extra, or advertisement sheet of the Times consists of eight pages of ruby type. The composition amounts to 1,029,888 letters, or 205 galleys, at 4s. 3d. cach, or £43 12s. Whereas, by the new system, the same number of galleys could be composed for £14 148.; this multiplied daily, or 313 times, would yield a difference of £9,045 14s. in the year. Again, Knight's English Cyclopædia consists of 489 sheets, or 7,804 pages of brevier type, The com

three hours.

If the screw or paddle-wheel could drive a ship without any slip occurring, as if they worked in an unyielding medium, the engines would work of larger diameter, and then the thrust of the slower, but they would require to have cylinders

shaft would indicate the exact resistance encoun

tered; there would be more friction against the bearings, but no benefit would result.

In like manner, if the driving-wheels of a locomotive were toothed and worked in racks, there would equal the hauling power exerted, but the would then be no slip, and the thrust of the axle would be at first attended with a certain amount of pressure of steam, and no gain would ensue. The introduction of the one system for the other engines would require a greater diameter, or higher inconvenience; the two instances given, however, If the resistance a vessel meets with equals, say show that sooner or later the type-composing machine 20 tons, and the slip of the screw is 50 per cent, will be adopted by necessity, and will have the same the thrust of the shaft would equal 10 tons only. relatively proportional advantage over hand-composi Owners of towing vessels might avail themtion as the printing machine has had over the hand-selves of these facts, and, by altering the dipping surface of the paddle-boards, could work their engines at one uniform speed, whether towing or not.

press.

THE CLEARING OF DRAINS AND WATER

COURSES.

MESSRS. EASTON AND AMOS, the well-known engineers, of Southwark, have patented a curious method of adapting to some convenient part of a drain, sewer, or water-course, a grating of peculiar construction, whereby any extraneous solid matters such as weeds, pieces of wood, brick-bats, stones, the dead bodies of animals, or other substances may be arrested in their progress, and removed, so as to prevent them from blocking up the watercourse, and stopping the flow of the water. To this end a chamber or recess is constructed at some convenient part of the drain, sewer, or watercourse, and made to extend across it from side to

side. In this chamber is mounted a moveable grating in such a manner as to extend transversely across the whole of the water-way. The grating is to be formed of a suitable number of endless chains, connected together laterally in any convenient manner, and provided with projecting pins, points, or hooks. Or a number of short bars similarly provided with projecting pins may be jointed together in an endless series, so as to form an endless grating, which is to be passed round

It will

[The principle involved in our article is a deduction from the first law of motion, and is thiswhen a body is in uniform motion, the forces which act upon it are in equilibrium. That is, in this case, the force (the thrust of the screw-shaft on the ship) which pushes the ship ahead, is equal to that (the resistance) which opposes its progress. We don't see very clearly upon what principle Mr. Moy's theory is based; but he holds that when there is no slip, the thrust is equal to the resistance; and when the slip is 50 per cent., the thrust is only one-half the resistance. follow, therefore, that when the slip is 100 per cent., which is the case when the ship is prevented from going ahead by being lashed to a wharf, or otherwise, the thrust is zero. It is quite a mistake, therefore, for engineers, when trying the engines in a wet dock or basin, to place the bow against the jetty, and protect the cut-water from injury by fenders; there can be no mutual pressure between the ship and the jetty, for there is no thrust of the screw-shaft on the ship!Eds. M. M.]

wheels or rollers mounted in the chamber or recess. This endless chain or grating should not be placed vertically, but at an inclination to the line of the drain or sewer. It will be understood that MALAM'S PATENT PORTABLE APPARATUS the water and liquid matters will pass freely through the endless chain or grating, but that FOR MAKING GAS. THE great superiority of gas over every other solid matters of any great size or dimensions, or source of artificial light renders it so desirable, that would be likely to cause an obstruction in the water-course, will be arrested by the grating, that it is not now, as formerly, confined to the and by causing the same to rotate (by communi- street, the public building, or the shop; but is eating motion to the wheels or rollers on which extensively introduced into the dwelling-house; the endless chain or grating is mounted) the pins, all but universal in a few years hence. Hitherto, and there is little doubt that the practice will be points, or hooks attached to the grating will be caused to lift up such solid matters out of the in order to be enabled to enjoy the advantages of chamber formed in the drain, and deposit them gas, it was necessary to be located somewhat conin some receptacle provided above for that pur-public gas-works, but that necessity is now comtiguous to towns or other places where there were

pose.

THE THRUST OF THE SCREW PROPELLER.

TO THE EDITORS OF THE MECHANICS' MAGAZINE."

GENTLEMEN,-In the leading article on "The Engines of Her Majesty's Ships of War," in the MECHANICS' MAGAZINE of the 27th instant, you state that the thrust of the screw-shaft on the ship is an exact measure of the resistance that the ship meets with in moving through the water, and suggest that a simple and efficient dynamometer would register the actual amount of resistance. This is a very important subject, and I respectfully beg to suggest that you should reconsider it.

The thrust of the screw-shaft can in no instance equal the resistance encountered by the vesselthe thrust, also, of paddle-shafts is never equal to the vessel's resistance, and even the thrust against the axle-bearings of locomotive engines is below the tractive force exerted, simply on account of the slip.

I have often been surprised that scientific men should speak of "slip" as power lost; it is nothing of the kind.

pletely obviated by the invention of portable gasmaking apparatus, and particularly, we believe, by that of Mr. Malam, just patented, not only on account of its portability, but also of the ease and cleanliness with which the operation is managed, especially when the materials are oils, fats, or bones. Any lad or other person, without any previous experience, can conduct the process with facility; but in a manufactory or other place where steam-power is used, it is the easiest thing imaginable for the man who has the charge of the engine to make gas for the supply of the establishment.

The portability of these machines may be judged of, when it is stated that one capable of supplying twenty-five gas-burners (each burner equal to ten wax-lights) occupies only the space of 2 ft. 6 in. square and 4 ft. 6 in. high. Another important feature of this invention is its adaptability for making gas from almost any animal or vege table substance; hence wherever such material can be obtained, a beautiful and powerful illuminating gas may be made. These gas-machines are admirably adapted for the farm, where there is always a supply of animal and vegetable refuse,

as they can be used with the most economical results, for after producing gas, the remains of the material will be found useful as a manure. In the colonies, where population is comparatively thin and organic matter abundant, nothing could be more useful than such an invention as this; it can be carried anywhere, placed anywhere, and managed by the merest tyro. On shipboard the services of this gas apparatus must be invaluable, both for the interior illumination of the vessel and night signalling. It would occupy too much space here to do more than name a few of the numerous other instances where such a contrivance would be beneficial, such as mansions in the country, small towns and villages, paper-mills and manufactories of every description, railway stations, railway carriages, lighthouses, beacons, churches, river-steamers, omnibuses, mines, &c.

The invention consists in the following new arrangement of apparatuses. Over a fire protected by fire-lumps, the inventor places two retorts into which oil is fed through gauge-tubes from, above. Over these retorts in a suitable chamber he places coke, and above this chamber he fits a vessel containing fat or grease. Flues from the furnace at the bottom of the apparatus surround the coke-chamber and grease-vessel. The gas generated from the fat or grease is made to descend and mix with that from the oil, and is passed through one or more strata of cleansing material.

Instead of coke, ordinary coal may be placed in the coke-chamber, when it becomes an ordinary retort, and the gas generated from the coal may be mixed or not with that from the oil and grease.

Fig. 1 of the annexed engravings is an elevation of one of these gas-apparatuses complete. 4 4 are two double retorts set in the exterior cast-iron frame

A'A'; B is a three-chamber retort; C Care sightholes in the covers to the mouths of the retorts; D is the furnace-door, which has a second or smaller door

E formed in the centre thereof. This door E is made for the sake of convenience, and to prevent the necessity of opening the larger door D, except when the furnace requires cleaning. FF are doors through which fuel is supplied to the furnace while the apparatus is at work; G is a door to the ash-pit; HH are tubes of glass, iron, or other suitable material, the upper ends of which terminate in cups or receivers a a for the reception of fatty or oily liquids employed for the manufacture of gas; b b are stop-cocks; ec

the

are graduated guages to show the pressure in the apparatus. Fig. 2 is a sectional elevation, and Fig 3 is another sectional elevation taken in a different position (both of these are on a smaller scale than Fig. 1). The feed-tubes H H, Fig. 1, are screwed or attached to the pipes 4" 4", Fig. 2, which pass through the apparatus to the chambers B B; CC are other chambers above the chambers B B; P is a purifying retort. The oils or liquids are supplied to cups a a, and pass through the feed tubes H H to the pipes 4" 4" (the quantity being regulated by the cocks bb), to the chambers B B, where the gas is generated from the oily or fatty liquid employed. The gas then passes into the chambers C C', where it becomes partially purified, and finally leaves the apparatus by passing through the purifying retort P to the pipe, and thence to the gas-holder. The gasholder preferred in connection with this apparatus is that patented by Mr. Malam on the 31st Jan., 1854, No. 242, but any other gas-holder may be used. LL are fire-clay cases, formed either in blocks or segments, and placed in the interior of the case A' A', a small air-space being left between the case A' and the blocks L. The three-chamber retort B is also surrounded with a fire-clay case K, which is arched, and serves as a support and protection to the retort. When these fire-clay cases are once thoroughly heated large fire is not necessary in the furnace, as the heat retained by the clay will be found sufficient for the manufacture of gas for several hours after the fire has become low. Grease or fat is placed in the retort FF, the vapours and gases from which descend and pass into the pipes 4" 4", enter into the chambers B B, thence to the chambers C C, where they are subjected before described, and pass off to the gas-holder through to the same action for their purification as has been the common piper. With this apparatus gas may be manufactured from oils alone or combined with grease, or with gas from coal, or any other carbonaceous materials. Any required number of feed-tubes may of lights to be supplied with gas. be applied to the apparatus according to the number

a

A splendid screw corvette, the Charybdis, was launched at Chatham on Wednesday last. She appeared to us, in passing her after she was afloat, a very handsome vessel.

or earthenware insulator 4, with its cover, B B, shown in section. It is affixed to the insulator by screwing on a thread upon the neck of the latter. The spaces between the thread of the screw should be filled up with red lead, or any cement adapted to the materials of which the insulator and cover are made, and to the climate where they are used. Fig. 2 is an external view of the insulator A A, and cover B complete, affixed to an arm, C, by a bolt, a, fastened into the stem of the insulator by a cement composed of pitch, gutta-percha, red lead, and bees'-wax. At Fig. 3 is shown the mode of applying these insuwires described in the specification of a patent lators to the system of suspending over-ground granted to Edward Brailsford Bright and myself the 21st day of October, 1852. My invention also consists in connecting the insulators to the posts, arms, or other supports, by means of a slightly elastic medium, by which the difficulties arising from the unyielding nature of the cement commonly used are obviated. Figures 4 and 5 show the manner in which I effect this part of my invention. In Fig. 4 the insulator A, shown in section, is attached to the arm B, by means of an

iron pin, C, which is tightly sewed with well tarred yarn, upon which the insulator is then screwed down. At Fig. 5 the insulator is shown in section, and with a cover also in section, the form of connecting pin C is different. By increasing the size of the hole in the stem of the insulator, a wooden pin may be used with advantage in place of the iron pin; and it is obvious that many variations may be made in carrying out this part of my invention, both in the materials (as by the use of leather, felt, or other yielding substance around the pin), as well as in the form of the insulator, pin, or cover used. I also employ, where the curves are very sharp, or the strain very great from any other cause, the form of insulator shown at Fig. 6, which may be attached to the support by an upright pin passing through it, as there shown by the dotted lines a a. I prefer to place a piece of vulcanised india-rubber tubing round the pin. Or the insulators may be used in the manner represented in plan at Fig. 7, and in side view at Fig. 8. In this case the strain bears evenly upon the insulators at all times, and great facility is afforded for leading down wires on each side of the insulators for testing purposes, if the great weight at which the wires are erected, or other circumstances, render it desirable to do so.

"At Fig. 9 I show a convenient mode of employing this insulator for terminating line wires. The form of shackle shown was described in the specification of the patent to which I have before referred.

"A cover may be fitted to this insulator, and when it is used to break the continuity of the line wire (as for leading into a station) where it is not convenient to place a terminal pole, a weight may be fixed to the under side of the metal strap, in order to keep the roof, or cover, in its horizontal position,"

indeed, has been the first to aim a decided and effective blow at the worn

out system of ages. Captain Schomberg has availed himself of that officer's labours in his proposed rig; indeed, it is the application of the

"Cunningham system" of working sails from the decks which perfects Captain Schomberg's design.

The accompanying engraving represents an ironsided heavily-armed ship, fitted with Capt. Schomberg's proposed rig. The principle adopted by him is the "double topsail-yard rig;" that is, the topsail is divided into two parts; the lower part or topsail is set upon a yard fixed at the cap. The upper part or topsail is set above this, and works up and down the topmast in the ordinary manner. This topsail Capt. Schomberg proposes should be on the

ment as at present.

The restless desire for the attainment of excellence in foreign navies is undoubted; and it is only to the zeal, intelligence, and talent of our own naval officers that we should legitimately look for the production of improvements calculated to keep our navy on a footing with those of other countries.

When we look at the equipment of our shipsof-war aloft, precisely the same as it was nearly a century ago-when we compare it with the progress made in our mercantile marine, we cannot help being painfully conscious that we have been asleep!-that, considering the changes which have taken place in navigation, our navy has not kept pace with the times. It is, in this matter, refreshing to see any attempt to break out of this lethargy; and we gladly call attention to Captain Schomberg's proposed rig. We should not, in fairness, close these remarks without an allusion to one naval officer, who, although in the "non(xecutive" line of the service, has done very

rolled up its entire depth by the simple action of lowering; and again unrolled and set to any extent required by the action of hoisting. Instead of fitting topgallant masts, pole topmasts are proposed, continuous spar. The top-gallant sail is also to that is, the topmast and top-gallant mast in one be fitted with the "Cunningham System," to roll up its entire depth, and to be deeper than an ordinary sail, so that it shall contain sufficient propelling power to dispense with the royal; thus condensing the top-gallant sail and royal into one. By this arrangement it will be seen that all the upper sails can be taken in and set from the deck without sending men aloft. So that in the event of the screw being damaged in action-say in engaging a fort-and it is desirable to withdraw from under fire by means of sails, sufficient sails can be set to draw the ship off without exposing a man aloft, which now that the use of the rifle is so general, its range so great, and its aim so precise, is a most important consideraion.

Henry D. P. Cunningham, Esq., ex-Paymaster, Royal Navy, F.R.G.S.