THE LE BOEUF HYDRAULIC LIFT. work up and down, whilst it is held back into its place above and below by the fitting ends of the Germany by the morning mails, whereas now, as I learn from the Post-office authorities here-Florence -only a portion of the correspondence, sent in a special bag made up in Italy, goes on by the WE illustrate above, in sulit lint, con detected by ponton aga tawh with durinishling present a bote 7.40 a.m. train to London. The letters coming from arrangement of hydraulic lift, constructed by constantly though with diminishing effect above the North will arrive in Florence at 9 23 a.m., and the well-known Maison Flaud, after designs by as the piston and platform rise. The advantage will, therefore, easily be distributed before noon, M. Le Boeuf, a French mechanic of considerable of the system consists in dispensing with the long thus allowing time to answer them by the evening talent. The continuous ram is dispensed with in ram or plunger, and limiting the length of the post. This seems a perfectly satisfactory arrange- this machine, the mode of application of hydraulic column to a very short excess over the length ment, so far as it goes, reducing the time of transit pressure being similar to that of pneumatic pressure travelled by the platform. The disadvantage to for letters between Florence and London to forty- under the old pneumatic railway system, though which it is subject is the necessity for employing eight hours. But it will still be virtually sixty hours the mode of closing the slit is different from that a tube with a continuous slit to be opened and from London to Florence, since the morning mail which was commonly employed in the railway closed at each passage of the piston, an arrangefrom the former city will be the one delivered here tube. The column consists in a jointed cast-ironment which has heretofore invariably defeated the in the morning. What we still want is a morning tube bored throughout, and having a narrow slit object of the inventor wherever an attempt has mail from Paris to Florence, which would bring the letters posted at night in London. The accounts faced with steel ribs extending for its entire length. been made to employ it. One of these machinesfrom the Mont Cenis Railway continue to be favour- Within this an elongated piston with a water-tight a small one-was exhibited at Paris last year, and able. The public seems getting over its groundless working joint at each end traverses, carrying with worked exceedingly well without any apparent fears, and the trains fill well. One day last week it the table of the lift to which it is attached by leakage. The system is worthy of trial on a the two morning trains from Susa conveyed eighty- a T-shaped lug projecting through the slit. The larger scale. The hydrostatic pressure was obtained eight passengers. In a very few days the goods "fermeture" employed consists of a thin ribbon by means of Giffard's injector, the most simple, traffic is to open. The trains have hitherto kept of steel of segmental section, so as when closed though perhaps not the most economical method their time admirably. The railway people are by the pressure of the water itself to complete the of obtaining it if employed in conjunction with an sanguine of geon running the remaining diligences internal circular form of the pipe. off the road. This is probable, for, although there of the T-connecting piece within the tube, and a On the stem atmospheric accumulator. There can scarcely be will doubtless be to the end of time a few old ladies between its side and the body of the piston-which hydraulic power to ordinary lifts. There remains, more direct application than the above of frightened at innovations, and setting their faces resolutely against mountain railways, it is incredible here consists simply of a rod of much smaller dia- however, the exception which we have already that anybody who has once gone by the Fell Rail- meter than the tube-there is an enlargement to taken to the practical working of the valve closing way will ever revert to the tedious lumbering dilithe slit, and we have not yet sufficient data to show gence under the most mistaken idea that it is a safe that it will here be more successful than have been mode of conveyance. previous attempts embodying the same principle. provide for a vertical slot through which the steel 6 "8. It is to be borne in mind also that while the engines of the Achilles' develope only about 5,700-horse power to drive 6,000 tons, those of the Bellerophon,' the 'Lord Warden,' and the 'Lord Clyde' were constructed to develope about 6,000"REAR-ADMIRAL WARDEN TO THE SECRETARY OF horse power to drive 4,000 tons. It is a result, THE ADMIRALTY. 1867: "The Minotaur,' at Lisbon, Dec. 3, 1867. "Sir, I have to request that you will acquaint my Lords Commissioners of the Admiralty that the cruise of the squadron under my orders from the 20th of November to the 2nd inst. was, on the whole, a satisfactory one, and the time well employed. I think, calculated to give rise to very serious re- "9. The diagram, illustrating the above trial, will be forwarded, at an early opportunity, together with the details of it, for their Lordships' information. "10. Friday, the 29th ult., was devoted to target practice, and I regret to add that it was attended "2. Previously to the departure of the Royal by three accidents-one in the 'Achilles' by the Oak' for England, on the 23rd ult., I availed my-premature explosion of a cartridge in loading one self of every opportunity of practising evolutions in three columns. On the afternoon of one of these days the wind freshened so much as to render such exercise further inexpedient; and accordingly I put the squadron under sail on the starboard tack, and made the signal to chase to windward,' and 'optional disconnect screws.' "4. When the recall was made at four o'clock the following was the extraordinary result:Yards. Miles. The Achilles beat the Minotaur 9,774 or 43 Lord Warden. 9,610 or 43 Bellerophon 9,268 or 4 Prince Consort 8,940 or 43 Royal Oak. 5,513 or 2 Warrior 2,527 or 1 appear to be so numerous that it is surprising it has not been adopted for deep sea cables long ago. The first Atlantic cable, which was of iron, was so oxydized in the second year after it was laid, that the expedition sent to raise it at the Newfoundland end could not obtain any long length of it, in consequence of it breaking through loss of strength by oxydation. The iron wires also in the present cables, though galvanized, and also to a certain extent protected from the salt water by the hemp covering, will rust in the course of time, and in rusting will also destroy the hemp immediately around it, just as a rusty nail does the wood in which it has been driven. Hemp alone, on the other hand, will remain good for a great number of years, as in the case of the "Royal George," which of the guns, by which one of the gun's crew un- remained sunk off Portsmouth for 50 years, fortunately lost his arm; the second in the 'Lord and of the " Republique " which remained sunk Clyde,' by the bursting of a shell in one of the off Brest for 70 years. Some samples of the hemp 7-inch 6 ton guns, by which a piece of the cable of the "Royal George were exhibited at the muzzle was blown off, without, however, any meeting, and were in a remarkably good state of further accident to any one; and the third, in preservation. Under Capt. Rowett's process the the Warrior,' where an 8-inch gun of the main-hemp is steeped in a preserving solution, which has deck battery, in firing the first round, drew the been found to render it safe from the attacks of the pivoting bolt. teredos and worms, or the attachment of marine plants. The hempen cables exhibited to the meeting were flexible and easy to handle; and being of very light specific gravity are, comparatively with their strength, much stronger than a mixed iron and hemp cable. An iron wire will break with three miles of its own length in the sea, and mixed with hemp, as in the Atlantic cable, it will bear eleven miles of its own length in the sea, but alone, it is stated in the Blue Book Report on Telographs, 1861, that a hempen cable will bear nearly 20 miles of its Thus there is here ample own length in the sea. strength to bridge any submarine valley over which it may happen to be suspended. With regard to cost, we may observe that the Atlantic cable cost £300 per mile, whilst Capt. Rowett states that his hempen cable would only cost £130 per mile. Capt. Rowett, however, comes before the public under great disadvantages, not having a single instance of the practical adoption of his system to point to during the ten years his patent "11. After this the weather began to break up, and I returned here on the 2nd inst., as stated in another letter, No. 223. "12. The remainder of the time not thus par- "I have, &c., We take the subjoined very interesting account "The Lord Clyde is not taken into account, as she was thrown to leeward by having to pass this ship, and was placed at a considerable disad-Times":-The fleet left Portland Roads under steam on June 4, and during the cruise made bac fine weather, with the exception of fogs and summer mists, and, consequently, no opportunity occurred for trying the seaworthiness of the ships, or what their behaviour would be in a gale or heavy seaway. On June 20 a trial of sailing was made with the following conditions and results:Wind, N.W.; force, 4 to 5; signal made at 11 a.m., "Chase to windward." A 1.25 p.m. the fleet tacked to signal from the flagship, and at 2.50 p.m. "The Lord Clyde' lost to leeward 436 yards, discontinued the chase. From 11 a.m. to 2.50 p.m. 6,139yds.; the "Warrior" gained on "Minotaur "Bellerophon," 11,432yds.; "Royal Oak," THE LONDON ASSOCIATION OF FOREMEN "Defence,' 5,641yds. ; 3,800yds. ; Achilles, ENGINEERS. 4,695yds.; "Prince Consort," 5,737yds.; "Pallas," Prince Consort Bellerophon,, "5. It is very remarkable to find a ship, in the 4,465 yds. On the 29th a second trial of sailing bers of this Institution took place on Saturday, short space of four hours, boating a very similar ship, as much as five miles dead to windward; and beating some of the latest constructed ships almost to the same extent; and this, it is to be remembered, by a ship which, but one year ago, under a different system of masting, had great difficulty in getting from one tack to the other by tacking, and had actually, on one occasion, refused to wear. "It is impossible, I think, to advance anything stronger in favour of giving the 'Minotaur three masts instead of five, whenever concurrent circumstances admit of the transformation being was made, lasting from 10 a.m. to 5.15 p.m.; wind, east; force, 5 to 6; signal, "Chase E.S.E." In the 4th inst., at the George Hotel, Aldermanbury, this trial the "Warrior," still retaining her un- City. The chair was occupied by the president, "Minotaur," Mr. Joseph Newton, of Her Majesty's Mint, and conquerable character, gained on 15,549yds.; "Bellerophon," 19,004yds.; "Royal the attendance was large. The sitting was mainly Oak," 10,647yds. ; "Defence," 7,159yds.; devoted to business connected with the Society, "Achillos," 7,043yds. ; "Prince Consort," and after the election of several new associates the 17,023yds.; "Pallas," 19,928yds. On June 27 auditors, Messrs. J. Irvine and J. Humes, presented the fleet left the rendezvous, on return to Plymouth their report and the balance-sheet for the half-year Sound and Spithead, with the wind foul from the just ended. From those documents we find that eastward. On July 3, the wind continuing foul, the number of ordinary members (foremen of enthe "Warrior" took the "Royal Oak" in tow, gineers) at prosent on the books of the Association and the "Achilles" took the "Prince Consort," is precisely one hundred, and that of honorary 6. On November 26, the weather being favour- the coals of the towed ships running low, the fleet members (employers of engineering labour and able, a full-speed trial, under steam, was made from having been steaming since 1 p.m. on the 1st inst. other scientific gentlemen), fifty-three. 8 a.m. to 4 p.m. The patent log of the Mino-At noon on the 4th inst., the "Royal Oak" and general fund invested or in the treasurer's hands "Prince Consort were cast off from the "War- amounts to £431 2s. The superannuation fund, taur,' the sternmost ship but one, showed 90 miles, and that of the 'Helicon,' which was the head-rior" and "Achilles," and on the 5th, at 5 p.m., projected for the partial support of decayed foremost ship, showed 140 miles; and the following men, has reached to £903 18s., whilst the fund for was the result, viz. :the assistance of the widows and orphans of deceased members stands at £12 4s. only, and is far too small for its purpose. After some discussion, both the report and balance-sheet were unanimously accepted. Messrs. Salmon, Smith, and Vinicombe were subsequently chosen as committeemen in lieu of three others, who retired by rotation, and Mr. Bunt was appointed co-auditor with Mr. Irvine for the current half-year. The chairman finally appealed to the members to exert themselves in the production of papers for the monthly meetings of the coming session, and expressed some dissatisfaction as to the paucity of volunteers in that direction during the half-year which had just elapsed. As the transactions of the Association were now regularly printed, it was the more desirable that abundant material should be forthcoming. After announcing that Mr. G. F Ansell, an honorary member of the Society, would, on the 1st of August next, read a paper and otherwise explain and illustrate certain new processes for the manufacture of sugar, the chairman closed the proceedings. the two divisions forming the fleet parted com- OCEAN TELEGRAPHY. «7. Here, again, we have the Achilles, one of the A telegraphs took place yesterday weeks, at the first ironclad ships built after the Warrior' and City Terminus Hotel, Cannon-street, over which the Black Prince,' distancing in a run of Mr. Kendall, M.P. for East Cornwall, presided. 100 miles, occupying eight hours, some of the The specific object of the meeting was to hear the latest constructed ships (and they containing views of Capt. William Rowett, R.N., with reference generally the most recent improvements which to the light hempen cables, patented by him in have taken place in condensers, &c.), in a very 1858. In carrying this invention out, Capt. Rowett remarkable manner; and even holding her own, leaves the conductor and insulation of the cable to within a couple of miles, with a very fast electricians, but uses a simple hemp covering for despatch vessel, in weather very favourable to the the external part of the cable. The advantages of this system, as pointed out by Capt. Rowett, latter. THE MONITOR "DE TYGRE," FOR THE DUTCH THE MONITOR "DE TYGRE." be handed over to the King of Holland's inspectors. between the outer and inner bottoms shall be The first of these vessels is the "De Tygre,' filled with water when preparing for action, so as MESSES, RO1 TERT N Geranyard and a fee illus construction of which we ("Engineer") now to sink the vessel to her fighting draught, which establishments-the Govan-yard and Lance- illustrate from drawings kindly furnished to us by will be about 9ft. 6in., thus leaving only about field Factory-are at present almost exclusively Messrs. Napier, who were themselves the designers 2ft. of the topsides exposed to the enemy. Under occupied in the co struction of ironclads for our of both vessels. The principal dimensions of the ordinary circumstances, however, the draught will own and the Dutch Governments. For the former "De Tygre" are:-Length, 187ft.; breadth, 44ft.; be 12in. less than this, thereby adding to the comthey have at presen t on the stocks two of the class depth moulded, 11ft. Gin.; tonnage (builder's fort and seaworthiness of the ship. The armourto which the "Invin cible" belongs, from Mr. Reed's measurement), 1,613 tons. This vessel is built in plating on sides of vessel is 54in. thick, having a designs, whilst two t ret ships for the Dutch Go-compartments with water-tight doors, and has a backing of teak 10in. thick, and an iron inner vernment were launc bed lately and are now about to double bottom-it being intended that the space skin supported by strong iron girders and frames. IMPROVED LOCOMOTIVE ENGINE. The turret, on Captain Coles's plan, is protected | two runs, was 7.946 knots an hour. The turret end view looking on the firebox of the engine, show- The "De Tygre" was tested at the measured mile on the Firth of Clyde yesterday week, and in four runs displayed an average speed of 9.945 knots an hour with both her boilers in operation. With only one boiler, her speed, on the average of direction, the links G can be lowered down the slot links HH, when the pistons will travel backwards and forwards in the cylinders and will communicate their motion to the two connecting rods QQ, which are connected at one end to the slot links H H, and at the other end are attached to the cranks R R on the wheels S S, which wheels are coupled by the connecting rods T T to the wheels D D. It will be seen that by this arrangement in starting In our engraving, fig. 1 shows that part of the the engine or in mounting heavy gradients, the united elevation of a locomotive engine wherein the method actio of all three cylinders can be employed, and of connecting and disconnecting the motion of the when running on favorable gradients the outside two outside cylinders of the driving wheels is shown. cylinders can be put out of gear and the centre Fig. 2 is a sectional plan of the same showing the cyl der alone employed for propulsion. The slides arrangement of the three cylinders. Fig. 3 is an of the two outside cylinders are worked by the ec centrics U U and the siot link V, a small shaft W connecting the two spindles X and Y together. Should it be desirable for the two outside cylinders a a to work on cranks which are not in the line with one another, each slide would have to be worked by separate eccentrics; the slide for the large cylinder b is worked by the eccentrics Z Z. 1 is a diaphragm separating the slide chest of the large cylinder from that of the small cylinder; 5 is a regulator admitting steam through the pipe 3 to the steam chest of the large cylinder; 4 is a regulator admitting steam through the pipes 2 2 2 into the steam chests of the small cylinders. The exhaust steam The outside cylinders may thus be connected direct to cranks either on the wheels D or S, and steam can be supplied at will, either to the centre cylinder alone, or in conjunction with the two outside cylinders, or the two outside cylinders may be allowed to operate by themselves solely by the adjustment of the regulator handles 4 and 5, but in the latter case the piston slides of all the cylinders would be working with their full motion. 6 is a reversing handle attached by means of a rod to lever 7, the weigh bar 8, and the lever 9, for reversing the slides of the small cylinders; 10 is another reversing lever connected to the lever 11, hollow shaft 12, and lever 13, for reversing the slide of the large cylinder. It will be apparent, therefore, that the action of the small and large cylinders may be regulated by the means above described, and without disconnecting the outside cylinders, but by allowing them to work direct on to cranks on the wheels D and S, since by placing the starting handle 6 in a vertical position the smaller cylinder slides will receive no motion, and they will therefore cease to be actuated by the steam. On the handle 10 being placed in a vertical position the steam will be shut off from the large cylinder, and the required motion given to the small cylinders by the lever 6 being put either into forward or backward gear. the large cylinder goes through the passage 14 into the blast pipe 15. The exhaust steam from the two smaller cylinders passes through pipes 16 16, the passage 17, and also into the blast pipe 15. 18 is a ball valve worked by a spindle 19 attached to a rod and handle so situated as to be convenient for the engineman to actuate, whereby the exhaust steam from the small cylinders may be either taken through the passage 17 into the blast pipe 15, or by raising the ball valve 18, so as to close the passage 17; the exhaust from the outside cylinders may be directed downwards and passed through the pipe 20 in front of the engine without entering the blast pipe 15. In this manner, when running with the three cylinders, the exhaust steam from the whole three may be made available for the purpose of creating a draught, or the exhaust steam from the centre cylinder alone may be so used when thereby sufficient draught is secured. When the outside cylinders are arranged to work direct on to cranks, and the pistons are always in motion when the engine is moving whether actuated by steam or not, Mr. Kendall allows small quantities of steam to enter either by the slides or by other means to lubricate the pistons and prevent injury to the cylinders. We may add that one of these engines is in course of erection at the locomotive works of the Blyth and Tyne Railway at Percy Main. When completed, we hope to place the results of its working before our readers. THE LIBRARY AND MUSEUM OF THE COMMISSIONERS OF PATENTS.* of 1,300,000 persons have visited it. It was in- which was so arranged as to form a portion of one The want of sufficient space either for the library or for the museum has proved to be a chronic complaint. As regards the library, a a select committee of the House of Commons reported, July 19, 1864, that the place used for the inspection of specifications and drawings was little better than a dark passage in which there was barely standing room. The library the Committee found to be one of great value and utility, but its utility was seriously impaired by its crowded state and the want of sufficient attendants; the books were stowed away in a number of small rooms, or rather closets, some on floors, some on tables, some in passages and some on shelves; while the store rooms were so overloaded that the floors had already sunk, and the surveyor of the Board of Works refused to allow them to be loaded any more, lest they should break down. At length, at a cost of £15,000, new rooms were built in the upper portion of the building, which the Patent Office was allowed to use for the various purposes set forth in the Act of 1852, and these were opened in April, 1867. The arrangements for convenience and assistance of readers made by the officers of the Commissioners of Patents were and are of the highest order of excellence; and the library is increasingly resorted to. But the additional rooms were far too small for the purpose. Barely sufficient for the accommodation of the books which were in the library at the time they were erected, they contained no provision for the extension required to meet the growth of the collection by purchases and by presentations. The Report to Parliament for 1865 very distinctly points out that the building at present devoted to the purposes of the Patent Office, is not now, nor can it ever be made to be, suitable for the requirements of the office. In corroboration of which statement it ceives. as IN connection with the Office of the Commis-opened April, 1867, though they are as spacious as In 1859, the Lords of the Treusury and the Chief Commissioner of Works approved of a site lying at the northern extremity of the gardens of Burlington House, and thereupon plans and estimates were prepared for the proposed building, MANCHESTER BOILER ASSOCIATION. THE last ordinary monthly meeting of the execuTH tive committee of this Association was held at the offices, 41, Corporation-street, Manchester, on Tuesday, June 30, William Fairbairn, Esq., F.R.S., &c., president, in the chair, when Mr. L. E. Fletcher, chief engineer, presented his report, of which the following is an abstract:-During the past month 318 visits of inspection have been made, and 677 boilers examined, 397 externally, 15 internally, 6 in the flues, and 259 entirely, while in addition 4 have been tested by hydraulic pressure. In these boilers 84 defects were discovered, but none of them proved dangerous. places out of shape, 5; fractures, 19; blistered 12; internal grooving, 15; external grooving, 3; plates, 6; internal corrosion, 9; external corrosion, water gauges out of order, 1; safety valves out of order, 1; pressure gauges out of order, 7; without feed back pressure valves, 5; cases of deficiency of water, 1. During the past month advantage was taken of the stoppage during Whit-week for making as many internal and flue examinations as possible. The whole of the staff were in active operation, the office assistants turning out to do duty as inspectors. The result of this is shown in the very high number of entire" examinations given above. Notwithstanding this, however, it is gratifying to be able to report that no dangerous defects were discovered. Four explosions have occurred during the past month, from which five persons have been killed and six others injured. The scene of the catastrophe has been visited in each case by an officer of this Association, and full particulars obtained. Not one of the boilers in question was under the inspection of this Association. The following is a statement of explosions from May 23, 1868, to June 26, 1868, inclusive:-May 28, multiflued marine, internally-fired,-2 killed. June 8, plain cylindrical, egg-ended, externally fired-2 killed. June 20, single flue, or Cornish, internally fired1 killed, 6 injured. June 22, two-flue Lancashire, internally fired. Total, 11-5 killed, 6 injured. |