tance of wood and iron in certain graduated proportions, beginning with a fire of musketry, and rising up to that of grape-shot, by which it is proved, that a three-eighth thickness of iron plate is necessary to resist penetration, not by a shot of iron, but a bullet of lead; so that pistol practice, or at the utmost, distant musket practice, not that of 10-inch guns, with 121b. charges, was the only true or rational use to which the Ruby, as a target, could have been used at all-even if her plates had been sound-in which state their power of resistance would have been equivalent, as the scale shows, to no more than that of a 1-in. oak plank.

But by supposing this latter equivalent to have been reduced by "wear and tear" to the same decayed and nailsick state as the iron actually was, it will at once be seen that it is no metaphorical description to say, that the only serious experiment for which the Ruby was truly fit, was that of the school-boy with the tallow candle; which, as the decayed fragments of the one side were driven clean through the other, there is every reason to believe would have been tried with as complete success as that of the 10-inch 81-pounder, and certainly with far more regard to the character of a British three-decker; and its effects, if duly described and measured, and pictured, and then presented to Parliament, with all the other effects of all the other shot, would have been the most appropriate way of exhibiting the real character of what was then imposed upon the credulity of all this people as a true representation of the material to be used in building the frigates.

It is very painful, and even humiliating, to be compelled thus to write of what ought to have been, if required at all, a serious Government luty: and, as an Englishman, nothing should induce me to expose- possibly to foreign criticismsthe workings of our national peculiarities, and the mode by which a great people have been so long deluded out of the employment of their most envied gifts, to the noblest purpose of which they are capable, were it not for the hope of thereby leading to a truer re-consideration of this whole subject, and to a change of course from what may seem to many besides myself as a spurning at the gifts of providence, for the sin of which we are all now suffering.

NATURE'S DISTILLATIONS.

hogsheads of petroleum annually. The heat by which these chemical changes and transformations produce from vegetable matter such enormous quantities of petroleum, may also cause this substance to be forced up to the surface, in its native state, where by expe different varieties of pure and earthy pitch or asphalsure to the air it becomes inspissated, and forms the tum, as in the case of the vast accumulations in the island of Trinidad. Bitumen is an inspissated mineral oil, of a dark brown colour, with a strong odour of tar. It sometimes occurs of the consistence of jelly, bearing some resemblance to soft india-rubber, and as it will remove the traces of a pencil, it has been named "mineral caoutchouc." Native bitumen and the substance of that name obtained from certain varieties of coal, when heated, if not identical, are closely allied, or yield products which are so. The varying proportions of bitumen which different varieties of coal are capable of yielding depend on the amount of change which the vegetation has undergone since its deposition.

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HARRISON'S IMPROVEMENTS IN ELECTRIC TELEGRAPHS.

MR. CHARLES WEIGHTMAN HARRISON, of Plumstead Common, Kent, Civil Engineer, has recently patented some valuable improvements in electric telegraphs.

Fig. 1 is a plan of an electric telegraph line connecting the stations A and B; but instead of forming this in one continuous circuit, as hitherto done, the inventor divides it into two circuits, the currents generated at A or B going to earth at C, after having induced a secondary current which flows through the onward circuit and passes to earth at A or B, according to the direction given. In this arrangement, it will be observed, there are four points of discharge to earth, instead of only two, as in the ordinary plan; the line will, there

these are mineral oil, an inflammable fluid, sometimes forming powerful springs, and frequently occurring in carboniferous deposits. Likewise naphtha, a transparent and nearly colourless liquid, burning with a copious flame and strong odour, and leaving no residuum. Springs of naphtha may burst forth during mining operations, as in the coal-shale of Derbyshire, where, in driving a level, a large quantity of this liquid poured forth and covered the surface of the water in the level, and being accidentally set on fire, it formed a burning spring, which lasted several weeks. There is also petroleum, a dark coloured substance, thicker than common tar, which rises in immense quantities from some of our Own coal beds, and from the carboniferous strata of some parts of Asia and elsewhere. Petroleum

springs do not seem to depend on combustion, as has been supposed, but to be simply the effect of subterranean heat. And it is not necessary that the depth should be very great beneath the surface to give a temperature equal to the boiling point of water, or of mineral oil. In such a position the oil may be supposed to suffer a slow distillation, and so find its way to the surface, or it so impregnates the earth as to form springs and wells, as in Persia and India. Petroleum springs are those whose waters contain a mixture of petroleum and the various minerals allied to it, such as bitumen, naphtha, asphaltum, and pitch. They are very numerous, and in many cases undoubtedly connected with subterranean fires which raise or sublime the more subtle parts of the bituminous matters contained in rocks. Petroleum springs occur in abundance in Modena and Parma, in Italy, but the most powerful of which we have any account are those on the Irrawadi, in the Burman empire. In one locality there are said to be 520 wells, which yield 400,000

In

matter, and reduced the coal to a state of anthracite. of equal length, thereby permitting double the ture and great pressure, has expelled all the volatile charge in half the time occupied by a single line The amount of volatile matter in coal and bituminous number of messages to be sent through it. The minerals may vary from 10 to 63 per cent., forming sectional line may also be worked with greater the different varieties of dry and fat coal. The bitu-safety than the ordinary continuous line, because men of coal resembles the bitumen of nature known as asphalte and mineral tar in its sensible qualities and general appearance; but it does not contain the same Proximate principles; nor does it by dry distillation "They belong, however, to yield the same fluids. the same natural group or series, and tend to streng then the opinion generally held that bitumen, petroleum, and asphalte arise from the decomposition of fossil vegetation. The natural bitumens always contain some volatile oil ready formed, and their varieties depend on the greater or less proportion of this volatile oil present in them."

An event worthy of notice occurred at the office of Messrs. Negretti and Zambra one day last week. About two o'clock in the day Mr. Negretti while standing in the shop talking to a gentleman,thought he smelt tire, but he could nowhere detect it, until a person came in the place and told him the window was on fire, and such was really the fact; a large reading lens hanging in the window exposed to the sun, its focus happening to be just within range of the woodwork of the window fittings, set fire to them, and no doubt in a very few seconds some serious damage would have been caused. Is it not possible that in tropical climates, when vessels are becalmed, they may be set on fire by the eye-deck lights every where observable on ships' decks, or, nearer home, in warehouses, &c., where such means of lighting is resorted to? The matter merits serious consideration and should serve as a caution.

current beyond the sectional resistance. For inthere is no necessity to force the intensity of the stance, an ordinary line, which would require 40° of intensity to work it, is capable of being worked if divided into two or four sections; hence the liaon the sectional principle by currents of 20° or 10°, bility to injury from this soarce would be reduced to one-half in the first case, and to one-fourth in the other. The conflicting influence, too, produced in ordinary submarine lines by natural or earthcurrents, is reduced one-half by adopting the sectional system, and connecting the batteries, so that they shall deliver plus and minus currents alternately.

most suitable to use, not only in the sectional The inductive apparatus, or battery, which is system, but in telegraph lines generally, producing the highest effects, is illustrated in Figs. 2 (longitudinal section), wherein a series of primary and secondary helices, with the soft iron cores (a), are placed around each other concentrically, so as to bring a large amount of surface of these different elements in close proximity. In the construction of the helices, the inventor prefers to employ a flat ribbon of copper in place of the ordinary cylindrical wire, as being the most perfect form of primary conductor; and for the secondary conductor he uses a square wire,

thereby, in each case, avoiding any loss of power from vacancies. By alterations in the lengths and sectional areas of these conductors, the inductive current produced in the secondary helices can be varied to any extent to suit the nature of the line through which the effects are intended to be propagated. An intense or quantity current can be obtained from this induction battery as desired; for intensity of current, the conductors of the secondary helices may be joined, so that the current will run undividedly through them from one end to the other, the two ends forming the two poles of the battery. If a quantity current is requisite, the ends of these helices, having a like polarity, are collected together; the sum of the quantity, which is divided between their number, is thus united for producing quantitative effects. The cores are made of thin, soft iron tubes, by which they are able to gain and lose their magnetism with great facility; and to prevent the establishment of inductive currents within them, each tube is split down from end to end. In place of tubes, bundles of iron wire may be placed similarly. To preserve the iron, it is coated with a durable

varnish.

A peculiar feature possessed by this induction battery is, that the whole of the secondary conductor is surrounded by particles through which the inductive effect is developed, thereby yielding the full extent of duty.

terminal secondary conductor t, which is joined to the case e, to form the path to earth of the second section of the line, the other end being joined to the line of the second section, as herein described. To secure the cases of induction batteries to their positions on submarine lines, cords, or ropes of a fibrous or other material, are placed around them, and fastened to the line. Although this part of the invention is peculiarly suitable to submarine lines, yet it is also applicable, with great advantage, to land lines either suspended or subterranean, in which it is calculated to supersede the ordinary relay instruments and Voltaic batteries. It admits also of being used with a voltaic battery, conductors from the poles of which, may be brought by the attraction of the keeper to the cores of the inductive battery as herein-before described, into contact with the conductor of the primary helix, the voltaic current passing with, and increasing the effect of, the line current in producing

induction.

In carrying out the second part of the invention, improved forms of construction are given to conductor by employing a strand of any required number of wires, and then passing the strand as it is being formed (so as to press out any loops which might otherwise arise), through rollers grooved of a suitable size, by means of which the wires are pressed close together and made to form edges on angles which fill up the space facilitate the discharge of electricity to earth at that is lost in using ordinary round wires. To the conducting terminals, edges or points are formed upon them. The surface of the insulating medium is reduced, and thereby the leyden jar effect is lessened by forming its outer surface in angles, as shown in Fig. 5, in place of making it round, as hitherto done and seen by the dotted line in the figure.

The compound of gutta percha or india-rubber, the third part of this invention, 1 lb. of gutta or similar gum, which is used in carrying out percha, or india-rubber, dissolved in 4 gallons of tar-oil, and 24 lbs. of resin dissolved in 12 gallons of bone or Dippel's oil; these are well mixed, and heated together in an iron vessel. The fibrous material, which may be of strips or strands of hemp, or cocoa fibre, is then dipped in the hot be wound around each of the outer or protecting liquid, until thoroughly saturated, when it may wires previous to their being laid on the cable. The advantage of using this compound is, that it remains viscid for some time, and thereby unites the convolutions of fibrous material into a close and durable covering, ultimately becoming hard, and preventing decay of the metal from the access of water.

The above-named arrangement of helices and iron cores may be varied with nearly equal advantages when placed, as seen in cross section, Fig. 3, thus-viz., iron core, primary helix, secondary helix, iron core, primary helix, secondary helix, &c., to any number of elements required. A suitable mode of connection, by which the current induced in the secondary helices is conducted onward to an adjoining section of the line, and made to form the terminal portion of that end of the circuit, is shown in Fig. 2, and, separately, in the face view, Fig. 4. f is a disc of copper or other metal, having an opening cut in the centre of the form shown at g, and a slit made through to its outer edge, to prevent induction. This disc is insulated with a suitable varnish to prevent metallic contact with the soft iron cores of the helix upon which it is placed. h is an arm, turning on the axis i, and supported by a bearing fastened on the disc. A forked end on one side of this arm carries a small plate of soft iron, which acts as an armature to a part of the two interior cores in front of which it is placed, and is attracted by them whenever a current is passing through the primary helices. The other side of the arm carries a stud, 7, of platinum or other similarly inoxidizible metal, which through its axis, and a light spring pressing it against the stud, is in metallic contact with the outer metal case e, thus forming a path to earth. A short tube, g, is then placed upon the disc in the case. To the inside of this tube a standard of ebonite, p, or other suitable non-conductor is fixed by the brackets, q, q: on each side of the top of the standard studs of platinum, rs, are let in; these studs are each in contact with the primary helices of an inductive battery. The primary conductor, o, of the first inductive battery being joined to the stud s, and the primary conductor from the second battery to the stud r. Upon this tube another disc, f, similar to the one already described, is placed, and then soldered around its edge to the outer case, e. One end, t, of the se- MR. T. GREENWOOD, of Leeds, machinist, has condary helices of the first iuductive battery is just patented an "improvement in the construcjoined to the outer case c, and the other end to the tion of projectiles," the object of which is to line of the second section. In like manner con- effect an economy in the construction of projecnection is made with the ends of the secondary tiles, whether solid or hollow, but chiefly for ordhelices of the second inductive battery to the case nance, by avoiding the necessity for such accurate and first section of the line. The operation of workmanship in the manufacture of projectiles as this part of the apparatus is as follows:- On is now required and employed to secure accurate the transmission of a current through the first and efficient firing from the Armstrong and other section of the line and primary helices in con- guns of the. public service. To this end the nection therewith, the iron keeper, k, is attracted patentee proposes to construct shells or projectiles to the iron core, drawing with it the stud, 1, by casting them in iron, of an elongated form, away from contact with the stud r, thereby break-with a conical or other shaped forward end, and ing the earth path of the primary conductor of the second inductive battery, and leaving the

GREENWOOD'S PROJECTILES.

to rely upon packing rings of felt, canvas, or other suitable fabric, applied in a peculiar manner, for

HUNTER'S MINING MACHINERY.

MR. J. HUNTER, of Coltness Iron Works, Cambusnethan, ironmaster, has recently patented improvements in machinery or apparatus for boring and winding for mining purposes, by means of steam power in lieu of manual labour.

One arrangement consists of a portable or locomotive engine constructed with double cylinders arranged on the upper part of the engine, the piston rods of which are connected to and give motion to a horizontal crank shaft, the bearings of which are carried in brackets fixed to a convenient part of the engine or its framing. This shaft has keyed to it a pinion which gears with a spur wheel carried upon a horizontal shaft having its bearings arranged on a separate frame contiguous to the engine. The spur wheel shaft has upon it a cam or series of cams arranged parallel to each other, and fitted so as to be readily moved to and fro on the shaft. Immediately in front of this arrangement is the framing which supports the lever for imparting the vertical percussive motion to the boring rods. The backward end of this lever extends within reach of the cam, so that when motion is communicated thereto from the engine, the end of the lever is depressed each time the cam comes round, and a corresponding rise and fall is imparted to the boring tool. Where a differential cam is used the height to which the boring rods are raised is regulated by moving the cam along the shaft, so as to bring a longer or shorter projecting part opposite the end of the actuating lever. In addition to this adjustment there is fitted to the lifting lever of the boring rods a box capable of adjustment along the backward portion of the lever. A weight is placed in the box, so that by adjusting its position on the

tect it from destruction, and yet in a position to 1 be kept hot by the products of the combustion, which, after having surrounded it, escape through the flue Q into the chimney. On the cover of the steam chest Care fitted the safety valve, the steam pipes, and the usual appendages of a boiler.

The generator must be continually provided with water, the level of which can be kept less or more high, but never so very high as to reach the opening of the tubular shaft c. In order that the attendant may regulate the supply of water, the feed pump is so arranged that the stroke of its plunger may be varied at pleasure.

When the feed water is of bad quality, in order to prevent the calcareous sediments destructive to the plates and injurious to the speedy transmission of the heat, a wire brush might be placed into the generator and fixed to the tube m, so as to clean the former continually by rubbing the turning interior surface of the same.

COCKEY'S IMPROVEMENTS IN DRIVING AGRICULTURAL MACHINES. AMONG the patents recently obtained on agriculture is one by Messrs. H. and F. C. Cockey, of the Frome Iron Foundry, Somerset, engineers, which relates to a peculiar mode of driving chaff and root-cutting machines, corn crushers, malt mills, apple mills, grinding stones, brick, tile, and pipe-making machines, clay mills, oil-cake breakers, thrashing machines, and other agricultural machines, whereby such machines may be actuated by steam power direct, the fly-wheel of the steam-engine being the fly-wheel of the machine to be driven.

In applying this invention to the driving of a chaff-cutter, which the inventors prefer to be on what is known as Corne's principle, they mount

a small steam engine on the framing of the machine itself. The wheel which carries the knives or cutters of the machine forms the fly wheel of the engine, and the main shaft of the machine is fitted with a crank by which it is driven direct from the small steam engine above referred to. Suitable arrangements may be made for driving either separately or simultaneously two or more machines; thus a root cutter, or corn crusher, and a small thrashing machine may all be driven by the same engine, the fly wheel

of any one or more of these machines serving as the fly wheel of the engine.

Fig. 1 of the above engraving represents a front elevation of a chaff-cutter arranged as before stated; and Fig. 2 is a corresponding plan of the

same.

A, A is the main framing of the chaff-cutter which may be constructed either of wood or of iron. Sufficient space is afforded in this framing for the reception of the bed plate B of a small steam engine, of which is the working cylinder,

D the piston rod, which is guided by working through the stationary bracket E bolted to the bed plate; and F is the forked connecting rod jointed to the crank G, formed on or fitted to the end of the main shaft H of the chaff-cutter; I is the eccentric for working the slide valve, and K is a feed pump for supplying the boiler. The

main shaft of the machine, as will be seen on referring to the engraving, thus forms the crank shaft of the engine, and receives its rotatory motion direct therefrom without the intervention of gearing or driving belts. The fly wheel L, which carries the knives or cutters, is keyed on to the shaft H, and forms also the fly wheel of the engine. The feed rollers M M are driven from the main shaft by means of the gearing N, and may be thrown out of action when the machine is not in use by part is made to slide back a means of the disengaging clutch

O. The

short distance so as to be entirely out of contact with the knives as they rotate, when the machine is not in action for chaff cutting, leaving the wheel perfectly free and unimpeded to act simply as a fly wheel to the engine. The engine may then be used for driving any other machine, which may be connected by universal joints to the main shaft at H, or by strap to the rigger R. In applying this invention to brick, tile, and pipe-making me the patentees do not con

fine themselves make a rotatory machine, as it may be made in such a manner that the piston or pistons for forcing the clay through the dies may be connected to the same rod as the piston of the steam engine, and be worked either with or without a fly wheel.

SILVER'S REGISTERED EBONITE RIFLE SIGHT PROTECTOR.

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AMONGST the numerous inventions that the volunteer movement has produced perhaps none is of greater practical value than the rifle sight protector, registered by Messrs. Silver and Co., of Bishopsgate; simple in its construction, and of small size, it is readily understood, and may be carried in the waistcoat-pocket. As its name indicates it is intended for a protection to the foresight of the rifle, not only from accidental injury but, what is far more important, from the rays of the sun when firing.

It is so formed that when in use it allows the

foresight to be seen without shadow in the tube of the protector. To explain this we must refer to the engraving. 4 is the sight protector as seen when not in use; B is a view of the same in position on barrel

of rifle; C being "the sight" as shown shaded from the rays of light.

The advantages obtained by the use of this contrivance are a very greatly increased certainty of aim by getting a telescopic view without anything to distract the eye; the keeping" the sight" dead nuid free from all rays of light, and coupled

with these, the protection from injury when not used in firing.

We believe it has been approved by some of the chief commanders of volunteer corps, and there is no doubt its adoption will be universal.

Proceedings of Societies.

INSTITUTION OF NAVAL ARCHITECTS. SATURDAY, March 2.-The Right Hon. Sir J. S. PAKINGTON, G.C.B., in the chair."

The first paper read was "ON THE WAVE-LINE PRINCIPLE OF SHIP CONSTRUCTION," by Mr. J. formed the concluding lecture upon that subject-two Scott Russell, F.R.S., Vice-President I.N.A., and previous ones having been delivered in March, 1860, and published in Vol. I. of the Transactions of the Institution. In the present paper the author, after recapitulating the leading features of his previous lectures, in which the nature of the Wave-Line Principle was set forth, proceeded to point out, with the aid of numerous diagrams, the effects of the waveline upon the stability of ships, and on the area of the load-water line; showed how it affected the structure of the vessel, and the form of the deck; how vessels should be built upon that principle so as to have a maximum capacity, which it appears to militate against; how the various proportions of length, breadth, and depth affect resistance; how the whole form can be so constructed as to properly arrange the balance of the ship; how this form affects the rolling and pitching of a ship; what are the places for the centres of gravity of the hull and the after body; how the wave principle affects the quality of the materials with which a ship should be built; and how it affects the properties of sailing-ships and of paddle and screw steamers.

After the reading of this paper a brief discussion took place respecting the relations of length and breadth in a ship, and some other points referred to by the author.

The second paper read was "ON THE CLASSIFICATION OF IRON SHIPS," by Mr. J. Grantham, Member of Council, I.N.A. The author commenced by asserting that the evils incidental to the faulty construction of iron, ships were on the increase, chiefly because the tendency to urge vessels to higher performances, and to increase their size, power, and capacity was interfered with by established rules. He observed that circumstances have raised up two powerful instrumentalities which exert an immense influence for good or harm on iron ships, viz., those of a Government Department and of Underwriters. But

besides these there were other influences at work. Theory and common sense demand, he said, that first safety, then profit, and then speed shall be secured; but of these the owner usually places "profit" first, then "speed;" "safety" having to be looked for last. Nor do the public act more correctly. Their demand is speed first, speed second, and speed third; leaving the owner to see to the profit, and taking the safety if they can get it. It therefore becomes the duty, the author contended, of all engaged in the construction of iron vessels to bring "safety" into the foreground. High speed is not incompatible with safety. Want of speed is a source of many nccidents. But at present, the Board of Trade, Lloyd's Committee, owners, and shipbuilders do not agree in their requisitions; hence the Institution of Naval Architects, which is fortunately possessed of all the necessary elements for producing agreement comprising, as it does, many of the leading representatives of all these several classes-is looked to for a remedy. He had heard many complaints of the existing Regulations made privately throughout the country; and he hoped that if the Institution should undertake to investigate the subject, with the co-operation of the Board of Trade, Lloyd's Committee, and their respective surveyors, these complaints, so freely expressed in private, would not be withheld when the question was thus brought forward publicly; because it is due to all parties, especially to the gentlemen who are publicly responsible, that the truth shall be fairly stated. The author next laid it down as a principle that all seagoing vessels should have a class; but contended that, for this purpose, the classes must be as varied

as the objects for which steam vessels are employed and so expansive as to keep pace with, and not retard, the improvements that are every day in progress. He then enlarged on some questions relative to the strength of iron ships, alleging that require to possess the full strength of a girder, as a ship might be viewed as a beam, but did not every ocean vessel is partially borne up at all parts,

whatever be the state of the sea. Again, when we have to consider the strains arising from rolling, from the action of the masts or machinery, or from the shocks received by the concussion of the waves, we have to provide supports of another description. Then, again, we have to view the vessel as she is taking the ground, all ordinary attempts to provide for which in a very long ship are furtile. It is simply a question, not of safety, but of cost and of insurance, whether a ship shall be made strong enough to support herself when supported on shore at the middle or at the ends; but as to securing the absolute safety of a vessel when knocked by the sca upon hard and pointed rocks, that, the author considered, is utterly impracticable. He showed, howheads iron vessels do often go upon rocks, sustain ever, by several examples, that with water-tight bulksevere local injury, and yet come off again safely. After dweiling upon these matters the author said he felt confident that, as we pursue the question, we shall find that the length of iron ships may be greatly extended, but that there will be great difficulty in providing any code of rules that can even approximate to the circumstances of very long vessels. In maintaining this position he worked out the proportions assigned by Lloyd's Regulations to two ships, one double the length of the other, showing that the weight of the plates in the larger vessel would be increased about 17 per cent., and that of the frames 40 per cent. on the whole, 28 per cent. At the end of the ship there was, he contended, no material difference in the strain, but an increase of about 150 tons weight; in the centre of the ship, however, the tensile strain on the upper part taken as a girder was increased from about 10 to 24, or 140 per cent., while the strength was only increased 28 per cent. second example of a similar kind was also given. The discretionary power, which Lloyd's Committee now reserve to themselves, respecting the increase of scantling amidships for very long vessels, only proved the case, he said, against the rules, and showed that they cannot be adhered to. The author next recommended that vessels should be classed by Lloyd's according to there capabilities, and their probable employment. A passenger vessel should be classed as such, with the addition of a distinguishing mark corresponding to the present letter and figure. A cargo vessel the same. A vessel for a mixed trade the same, distinguishing whether for inland waters, for coasting trade, or for long voyages. These things should be denoted, or such other general descriptions be given what kind of risk they were taking. They would as would enable underwriters to know at a glance not, however, be confined by these definitions, or any by suggesting that the Institution should appoint a other; they would simply be guided. He concluded

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Committee of its Members and Associates to conduct of Trade and Lloyd's Committee should be requested an inquiry into this important subject, and the Board to allow their surveyors to take part in it in their official capacities.

The next paper read was "ON UNSINKABLE IRON SHIPS," by Mr. Charles Lungley, shipbuilder, Deptford. The author commenced by referring to a paper read by Mr. Charles Wye Williams, of Liverpool, before the British Association, as long ago as 1837, in which the adoption of vertical water-tight bulkheads, placed transversely across the ship, was strongly urged as a means of safety in iron ships; the author (Mr. Williams) at the same time giving an account of their advantageous application to several passenger ships over which he had control. "The plan is not restricted," said he, in concluding his remarks, "by any patent, and all are free to adopt it; and I expect hereafter to see this principle so adopted and improved that the security of steam vessels will keep pace with that greater utility and extension to which they seemed destined." passed, said Mr. Lungley, since Mr. Williams thus Nearly twenty-five years have urged the use of water-tight bulkheads upon the attention of shipbuilders and shipowners, and the invention has risen more and more in public estimation from that time up to the present. Many scores of persons now living owe their lives to this valuable invention. At the same time, it must be acknowledged, Mr. Lungley went on to say, that there are disad vantages connected with the use of transverse vertical bulkheads. When riveted to the sides in the ordinary manner, the rivet-holes, being under each other and