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Hobday • . . .1/6 Garden Receipts. 0. W. Quin 1/6 Potatoes : How to Grow. J. Pink . . . . 2/- Culture of Fruit Trees. M. Du Breuil . . . 3/6 Tree Planter & Plant Propagator. S. Wood . 2/- Tree Pruner. S.Wood 1/6 Tree Planter, Propagator, & Pruner. S. Wood . 3/6 Grafting and Budding. 0. Baltet . . , .2/6 Bees for Pleasure He Profit. G. G. Samson . . 1 /- CROSBY LOCK WOOD & SON, 7, Stationers' Hall Court, E.G. By the same Author. THE LOCOMOTIVE ENGINE AND ITS DEVELOP- MENT. A Popular Treatise on the Gradual Improvements made in Railway Engines between the Years 1803 and 1892. By Clement E. Stbetton, C.E., Author of " Safe Railway Working," &c. Second Edition, revised and enlarged. With upwards of 90 Illustrations. Crown 8vo, 3s. 6d. cloth. [ Just published. " Students of railway history and all who are interested in the evolution of the modern locomotive will find much to attract and entertain in this volume."—The Times. " The volume eannot fail to be popular, because it contains, in a con¬ densed and readable form, a great deal of just the kind of information that multitudes of people want."—Engineer. " The author of this work is well known to the railway world as one who has long taken a great interest in everything pertaining thereto. No one probably has a better knowledge of the history and development of the locomotive. It is with much pleasure we welcome the volume before us . . . . which, taken as a whole, is most interesting, and should be of value to all connected with the railway system of this country, as a book of reference."—Nature. C^cjccfiL ClC£ o\*c>JyC%\rtuTTVU«°4- PEEFACE TO THE THIED EDITION. During the year 1885, several members of both Houses of Parliament, and others interested in the safe and proper working of railways, applied to the Author for information relating to the causes of the various so-called railway accidents, and also as to the altera¬ tions, improvements, and appliances which might be considered absolutely essential to the safety of the general public and of the railway servants. A list of twenty-three requirements was drawn up, which in the opinion of the writer were at that time (November, 1885), and still are, necessary, and all of which will have to be adopted and brought into general use before any great improvement in railway safety can be looked for or expected. At the expressed desire of engineering friends, as well as railway officials, servants, and passengers, the Author was induced to prepare the First Edition of the present work to explain and illustrate the various mechanical appliances which conduce to the safety of railway travelling. From the time he entered the engineering profes¬ sion, twenty-seven years ago, the Author has devoted vi preface. much, time and attention to the examination of appli¬ ances for railway safety, and having no interest of any kind in any appliance or apparatus used on railways, he can safely affirm that the views and opinions herein expressed are impartial, and based solely upon expe¬ rience derived from a personal examination of the wrecks or débris of all the more serious accidents for many years past. Since the first publication of this volume, six years ago, several events of the first importance in relation to its subject have occurred—for instance, the serious accident at Hexthorpe ; the terrible collision at Armagh (the most serious which has ever happened on British railways) ; the collision at Carlisle ; and the lamentable disaster near Thirsk, two months ago. And since 1887, also, by the Railway Regulation Act of 1889, the use of many of the safeguards mentioned or sug¬ gested by the Author has been made compulsory. In the present edition will be found a record of im¬ provements made in railway appliances since the work was first published, while other improvements which are still much required are considered. The subject of the history of the Locomotive, which was briefly noticed in the second edition, has now been fully dealt with in a separate work of the Author's— " The Locomotive Engine and its Development," to which the attention of the readers of the present volume is invited. Clement E. Stretton. Saxe-Coburg House, Leicester. January, 1893. CONTENTS. Chapter I.—Summary of Accidents, 1891 :—Collisions.—Failures of Tyres, Couplings, Kails, &c.—Number of Persons Killed and Injured.—Suggestions for Safe Working by tbe Author Chapter II. — Permanent Way, Ancient and Modern :— Wooden Ways. — Plate Ways. — Cast-iron Kails. — Edge Kails.—Outram Ways.—Fish-bellied Rails.—Gauge of Rails. —Cast-iron Sleepers.—Chairs.—Keys.—Fish Plates.—Forms of Rail. — Modern Permanent Way. — Super-elevation on Curves.—Steel Sleepers Chapter III.—Signalling — Block System:—Interlocking of Points and Signals.—Signal Codes on Various Railways.— Union of Block and Interlocking Systems.—Inventions of Hodgson, Saxby and Farmer, and Sykes.—Defective Sig¬ nalling.—Controlled or Slotted Signals.—Improved Facing- Point Lock and Duplex Detector.—Junction Block Working. — Locking Gear for Signal Arms. — Clearance or Safety Bars.—Single Lines, System of Working.—Back Lights.— Hydraulic Signalling ........ Chapter IV. — Continuous Brakes :—Automatic. — Non-auto¬ matic.— The Newark Trials. — Circular by the Board of Trade.—Conditions.—Brakes Returns Act.—Description of Westinghouse Brake.—Description of Automatic Vacuum.— The Latest Returns Chapter V.—Breaking of Railway Axles :—Driving Axles.— Straight.—Crank.—Hooped.—Proportion used on each Rail- CONTENTS. PAGE way.—Mileage Run by Steel and Iron Axles.—Merits of Steel and Iron.—Stretton's Patent.—Penistone Axle.—Axle, Larbert Accident.—Failures of Axles in past years . .132 Chapter VI.—Railway Couplings :—Numbers of Guards and Shunters Killed.—Improved Couplings.—Important Trials at Nine Elms.—Details of Appliances.—The Prize Couplings 149 Chapter VII.—Railway Servants and the Law of Man¬ slaughter :—Unjust Sentence.—Commuted by the Home Secretary.—The Law as laid down by the Lord Chief Justice. —By Mr. Justice Manisty.—Six Months' Hard Labour.— An Application to the Home Secretary.—The Thirsk Acci¬ dent 168 Chapter VIII.—Overwork 192 Appendix I.—Railway Traffic Returns :— Railway Capital. —Traffic. — Number of Passengers. — Tons of Goods. — Rolling Stock.—Decline of Higher Classes. — Increase of Third Class.—The Midland Policy.—Third-class Dining and Sleeping Carriages Required 198 Appendix II.—Mixed Trains :—Circular issued by the Board of Trade to the Railway Companies 203 Appendix III.—Fog Signalling 205 Appendix IV.—Leicester and Swannington Railway • . 208 LIST OF ILLUSTRATIONS. PAGE Block System, Diagram of Sections ,, Instruments Brass Ticket Carriage "Open" .... Carriage 1st Class .... Crank Axle, Larbert Accident • ,, Penistone ,, „ Stretton's Patent Facing-point Locking G-ear ,, Improved Duplex Detector Fish-bellied Rail .... Gauge of Rails Hydraulic Interlocking • • Railway Curves .... Points and Crossings Signals, Diagram of Junction . Electric Slot Interlocked ,, (Twenty-five Levers) ,, Mechanical Slot . Steel Sleepers Vacuum Automatic Brake :— Engine and Tender Elevation Plan . End View ft a ) f a a a if Plate I. Eig. 7. Plate II ei g. 14. x LIST OF ILLUSTRATIONS. PAGE Vacuum Automatic Brake :— Carriage or Van, Elevation . . • • .119 ,, ,, View from below . . .120 ,, ,, End View 121 Brake Cylinder for Engine 123 ,, ,, Vehicle 124 Ejector, Section 122 Ball Valve, Section .125 ,, Elevation 125 Guard's Valve, Section • . . . • .126 Drip Cup, Section . . . . . . .127 Coupling 128 Waggon Coupling, by Cook 161 ,, ,, Darling .163 „ ,, Hill 160 „ „ Latham 165 ,, „ Paris Company 166 ,, „ Younghusband 159 Westinghouse Automatic Brake :— Engine and Tender, Elevation 108 „ „ View from below . • . 108 Carriage and Van, Elevation . . . . .110 ,, ,, View from below . • . 110 Enlarged View of Apparatus Ill SAFE RAILWAY WORKING. CHAPTER I. SUMMARY OF ACCIDENTS ON RAILWAYS DURING THE YEAR 1891 AS REPORTED TO THE BOARD OF TRADE. 43 collisions between passenger trains or parts thereof. 69 collisions between passenger trains and goods trains. 31 collisions between goods trains or parts thereof. 42 cases of passenger trains or parts thereof leaving the rails. 7 cases of goods trains or parts thereof leaving the rails. 11 cases of trains travelling in the wrong direction through facing points. 32 cases of trains running into stations at too high a speed. 144 cases of trains running over cattle. 49 instances of trains running through gates at level crossings. 249 failures of axles. 5 failures of couplings. B 2 SAFE RAILWAY WORKING, 5 failures of brake apparatus. 557 failures of tyres. 4 failures of wheels. 3 failures of bridges. 256 broken rails. 12 cases of flooding of permanent way. 28 slips in cuttings or embankments. 2 fires in trains. 14 fires at stations. The necessity for high platforms and continuous footboards is plainly shown by the fact that no less than 16 passengers were killed and 68 injured by fall¬ ing: between carriages and platforms. 14 passengers were killed and 429 injured by falling on to platforms, ballast, &c. Foot-bridges over, or tunnels under, the railways are much required at many stations and crossings ; 23 persons were killed and 15 injured whilst passing over the line at stations, and 66 killed and 31 injured whilst passing over level crossings not at stations. The number of railway servants killed and injured is again enormous; a very large proportion of these accidents occur during shunting operations and the marshalling of trains. 5 passengers were killed and 111 injured whilst ascending or descending steps at stations. 1 passenger killed and 61 injured by falling off plat¬ forms. Altogether the number of persons killed and injured on railways in the United Kingdom in the course of public traffic during the year ending 31st December, 1891, as reported to the Board of Trade, was as follows :— railway accidents. 3 PERSONS KILLED AND INJURED, 1891. Total for Year 1891. corresponding' period in 1890. Killed. Injured. Killed. Injured. Passengers. From accidents to trains, rolling stock, permanent way, &c. . 5 875 18 496 By accidents from other causes. 98 737 100 865 Servants of Companies or Contractors. From accidents to trains, rolling stock, permanent way, &c. . 12 154 12 147 By accidents from other causes . 537 3,007 487 2,975 Persons passing over railways at level crossings „ 66 31 83 35 Trespassers (including suicides) . . 393 161 329 123 Other persons not coming in above classification 57 95 47 80 Total .... 1,168 2,060 1,076 4,721 Note.—In addition to the above, the Companies have, in pursuance of the Act of 1871, reported other accidents which occurred on their premises, and the total number of personal accidents reported to the Board of Trade during the year 1891 amounts to 1,247 persons killed and 11,500 injured. Suggestions for Safe Railway Working compiled by the Author in Reply to numerous Inquiries, November, 1885. 1. It goes without saying that bridges, tunnels, stations, permanent way, and works must be properly constructed and efficiently maintained. 2. All railways should be worked on the absolute block system, strictly carried oat, so that no two trains of any kind should ever be in one section at one time. 4 SAFE RAILWAY WORKING. 3. The block and interlocking systems should be elec¬ trically combined and controlled, so that the safety of a block section shall be under the control of two signal¬ men. 4. The block working at all junctions should be ar¬ ranged so that no two trains which can foul each other at the points and crossings shall ever be allowed to approach a junction at one and the same time. All sidings and goods lines joining main lines should be provided with properly interlocked safety points. 5. Efficient signals should be employed, and the posts ought always to be placed upon the left-hand side of the line to which they refer. At large stations and junc¬ tions short arms or discs should be provided for con¬ trolling shunting operations, in order to avoid that most dangerous but common practice, hand signal- ling. 6. One code of block system regulations, and one pattern of signal, should be adopted throughout the kingdom. All distant signals of that old-fashioned disc or board pattern should be at once replaced by the usual "swallow-tail" arm. A red light should be the only danger signal. The practice of using purple or other lights is highly dangerous. 7. Facing points ought to be avoided as far as possible. All facing points, and points leading to main lines, ought to be provided with a locking bar and bolt, and properly interlocking with the signals and with the electric apparatus. 8. At all junctions not only should the levers be locked in the box, but an actual lock should be placed upon the arm itself at the top of the signal post ; and in every case where the electric repeaters are used they SUGGESTIONS FOR SAFE WORKING. 5 should work from the arm itself \ not from the rod in the usual way. 9. All passenger trains should be provided with an efficient automatic continuous brake,, having brake blocks upon the wheels of the engine, tender, and every vehicle throughout the train, and fulfilling the five con¬ ditions laid down by the Board of Trade, August 30th, 1877, and highly approved. To avoid the present dangerous practice of brake power being cut off and rendered useless by the introduction of an unfitted vehicle, it ought to be the law that one company shall not be allowed to send vehicles over the line of another company unless such said vehicle is provided with the same form of continuous brake as that used by such foreign company. 10. All goods engines should be fitted with brakes upon their wheels, and those occasionally required for passenger traffic should have continuous brakes. On lines having heavy inclines, goods and mineral trains should have two guard's vans and two guards. 11. Tank engines should not run with the coal bunker in front ; they should be turned, like a tender engine, and always run chimney first. Tank engines should never be run at express speed, as they are unsafe at such speed. 12. All passenger trains should be fitted with efficient means of communication with the driver and guards. Passengers should be able to reach it without putting their hands outside the window. The present cord system is unreliable, and the plan of having no com¬ munication on trains which stop every twenty miles is very risky to the public. 13. All passenger platforms should be raised to the 6 SAFE RAILWAY WORKING. standard height, and all carriages fitted with a high continuous footboard, to avoid persons falling between platforms and trains. 14. The crank or driving axles of locomotive engines should be taken out after they have run a certain mileage. What the mileage limit should be ought to be at once decided by the companies and the Board of Trade. It is considered 200,000 miles for iron, and 180,000 miles for steel, a very reasonable and safe suggestion for full consideration. 15. All tyres should be fastened to their wheels, so that if they break they cannot fly off. 16. All curves of ten chains radius and under should be provided with check rails. 17. At all important junctions, to avoid the up main line being crossed by the down branch, or vice versa, it is very advisable that the branch line be carried over a bridge and brought down to the main line level, as done at Finsbury Park and a few other junctions. 18. All waggons should be fitted with a coupling, so that waggons could be coupled or uncoupled without a man having to go between the vehicles. 19. Overwork on railways is highly dangerous, and ought to be abolished. Ten hours a day is plenty, and proper time for rest ought to be allowed between each term of duty. Eight hours of signal-box work, con¬ sidering its importance, should be enough ; and at very large and busy junctions six hours at a stretch is as much as should be required. 20. Companies' rule-books should be revised, and all rules not intended to be carried out should be removed. 21. Unpunctuality of trains is a great cause of acci¬ dents. When an important passenger train is running SUGGESTIONS OF SAFE WORKING. 7 late the working time-table is rendered useless, as none of the trains booked to shunt at various sidings do so, but proceed to some other siding, and are therefore unable to work as booked. When it is found, day after day, that certain trains do not keep time, the time¬ table should be properly altered in accordance with the actual running or time necessary. 22. In case of fogs great care should be taken that the fog signalmen are sent out early enough ; but it is to be hoped that at no very distant date one of the various mechanical appliances will be adopted in place of fogmen. 23. All inclines should be provided with " catch points " to prevent vehicles running away. Several collisions have taken place between trains and light engines in consequence of the train driver not realising the fact that the one red light in front of him was upon the back of a tender. The author fails to see why the rear of a light engine should carry different lights from those of a train ; in other words, it would be an advantage to provide tenders and tank- engines with the usual side-lamp irons in order that when running without trains they can carry the proper lamps. CHAPTER IL PERMANENT WAY, ANCIENT AND MODERN. There seems to be a widespread impression tbat rail¬ ways came suddenly into existence as a complete system at tbe time when the Liverpool and Manchester Rail¬ way was opened in 1880, and little or no attention is paid to previous history, or to the reasons which led, step by step, to the various improvements and inventions. The railways of the present day owe their existence to, and are the practical result of, the wonderful develop¬ ment of the ancient tramways or railroads. The dis¬ covery that a horse could draw a much greater load upon a hard level surface than upon an ordinary road led to the introduction of "stone tracks; which con¬ sisted of long narrow flagstones placed in parallel lines, upon which the cart-wheels ran. About the year 1630, it appears a Mr. Beaumont went to Newcastle-upon-Tyne, and to facilitate the con¬ veyance of coal from the collieries to the docks or shipping places, he introduced the "wooden way," con¬ sisting of cross sleepers placed about 2 feet apart, upon which were nailed wooden planks 6 feet long and about 4 inches wide. He likewise introduced four-wheeled waggons in place of the ordinary carts ; and in " The Life of Lord Keeper North" it is mentioned that "the carriage is so easy that one horse will draw CAST-IRON PLATE WAYS. 9 down four or five cauldrons of coal, and is an immense benefit to the coal merchants." À book published by Mr. Gray in 1649 records the fact that Mr. Beaumont in a few years lost £30,000, which he "adventured in the mines." The waggon wheels in course of time wore away the upper surface of the wooden ways, and the next fact on record is, that instead of entirely replacing the old ones, new planks were nailed upon them. This plan was known as the "double way." It was again followed by the system of "plating" the wooden tracks with sheet iron, or by nailing iron plates or bars upon them. These became known as "plateways," and the men em¬ ployed to lay them down as "platelayers." It is hardly necessary to point out that this latter word remains in use to this day, but the difference between the "plates" of old and the present steel rails, 30 feet long, weigh¬ ing 85 lbs. per yard, is indeed striking. The iron-plated ways, as might be expected, very soon caused considerable wear to the wooden wheels, and about the year 1753 it appears that cast-iron wheels were introduced. In 1767, Mr. Reynolds, one of the partners in the Colebrookdale Iron Works, Shropshire, suggested that the wooden plated ways should be entirely superseded hJ a cast-iron rail or plate, and that, in addition, an upright ledge or flange should be cast upon it, for the purpose of keeping the wheels upon the line. These rails were 3 feet long, 4 inches wide, having a " fish-backed " flange on the inner side, 3 inches high at middle, and 2J inches at the ends, fastened to wooden cross sleepers by a nail or spike driven through a hole, formed by a small square 10 SAFE RAILWAY WORKING. piece being left out in each end of the castings. From the books of the Colebrookdale Company it appears that on the 13th November, 1767, between five and six tons of rails were cast, and at once laid down as an experiment. At first, it seems, they were not successful, being frequently broken, and in the following year (1768) the waggons were considered too large and heavy. These were, therefore, replaced by a number of smaller ones coupled together, thus reducing the weight upon any one rail, and distributing it over several yards of the way. To give additional strength to the plate rails, an improvement was made, consisting of a "fish-bellied " flange projecting downwards under the plate. .In 1776 a somewhat similar cast-iron plate way was laid down by Mr. John Curr, at the Duke of Norfolk's Colliery, near Sheffield; the rails were 6 feet in length, the ledge or flange was 2 inches in height throughout, and was placed on the outer side of the track. Cross sleepers were employed under the rail joints. The two intermediate supports to each rail consisted of square wooden blocks, near each end of each plate, and at intervals of two feet, holes were cast for a nail to be driven into the sleeper or block. It has been claimed that Mr. Curr was the first to lay down the cast-iron way, but the date at once shows that such a claim is an error, as the Colebrookdale experimental line had been at work for nine years. It appears that the labouring people at the colliery did not understand the great future of the iron way, for they got up a riot, tore up and broke the rails and burned the sleepers. One of the greatest improvements was introduced (1789) by Mr. William Jessop, when constructing a railroad at Loughborough, in Leicestershire. This INTRODUCTION OF FLANGED WHEELS. 11 engineer decided to abandon the flat wheels and flanged rails and to introduce iron rails with a flat top, and wheels with a flange cast upon the tyre. Mr. Jessop's rail was known as the " edge rail," because the wheels ran upon the upper edge. These rails were of cast iron, and were made at the Butterley Iron Works ; 3 feet long, having a single head If inches wide ; they were of the elliptical, or " fish-belly," pattern, that is, deeper in the centre than at the ends, it being considered that it combined the greatest strength with the least expenditure of material ; the gauge of this line was similar to that adopted for the plate ways, namely, 5 feet outside. At one end of each rail a projecting base was cast, through which a square-headed pin or spike passed, in order to fasten that end of the rail to the cross-sleeper ; the other end of each rail had a projection which enabled it to firmly dove-tail to the next one. Great objection was at once raised to the "edge-rail " on the ground that its narrow top would speedily cut the wheel tyres ; Jessop therefore decided to increase the width to If inches. It was soon found that the cast-iron pro¬ jections were broken off, and the rails rendered useless, as there was then no way of fastening them ; this led to a great and important improvement. The base was removed from the rail itself, and cast as a separate " chair " or " pedestal " ; the rails were fastened by pins passing through holes in the upright sides of the chairs, and corresponding holes in the ends of the rails. Examination of official documents appears to show that Jessop introduced "chairs" towards the close of the year 1799 or early in 1800. In 1793 the Bel voir Castle Tramroad was constructed 12 SAFE RAILWAY WORKING. by tbe then Duke of Rutland, to convey coal from the Grantham canal to the Castle, a distance of about three miles. Jessop was the engineer, and the rails were in every respect similar to those he employed at Loughborough four years previously ; but in this case stone blocks were used in place of sleepers, and the gauge of the line was only 4 feet 7 inches outside. The stone blocks were about 14 inches square and 7 inches thick. By the time this volume is in the hands of the readers, the Bel voir Castle line will have been made a hundred years ; it has been in use the whole time and is still worked without any alteration. At the suggestion of the writer specimens of these interesting rails have lately been taken up and sent to Chicago Exhibition, to South Kensington Museum, and to the Leicester Museum. In 1797, Mr. Barns, when laying down a railroad at the Lawson Colliery, Newcastle-upon-Tyne, used "stone blocks " 1 foot square and 8 inches deep, instead of wooden sleepers, and in 1800 Mr. Outram also used " stone blocks " upon a line he laid from the collieries near Little Eaton, Derbyshire. The dates plainly show that Mr. Outram was not the first to adopt the " stone blocks/' but, nevertheless, he obtained all the credit, for this description of line was called the Outram road or way, which very soon became shortened into " tram- road " and " tramway." The Ashby Canal Company, under an Act of 1794, constructed a canal from Ashby-de-la-Zoueh (Leicester¬ shire) to Coventry, and obtained powers to extend it to Ticknall and Cloud Hill Lime Works, &c., but the directors, seeing the advantages of the " tram-road," abandoned the latter part of their canal scheme, and THE ASHBY TRAMROAD. 13 laid the Ashby, Ticknall, and Cloud Hill tramways, the rails employed being the cast-iron " plate " pattern, 3 feet long, with the flange on the inner side, similar to those originally introduced at Colebrookdale, to which reference has already been made. The old Ashby tramroad and branches became the property of the Midland Railway Company, by virtue of an Act of 1846, and one part has since been altered and absorbed into the Ashby and Worthington Railway, but the branch from Ticknall Tramway Wharf to Ticknall has never been relayed or altered in any way, and is there¬ fore a specially interesting relic of ancient times. In these days, to see waggons with flat wheels drawn over cast-iron plate rails one yard in length by a horse, cannot fail to interest those who watch the progress and working of railways ; and it most clearly shows the great improvements made, and the perseverance which has been required to develop the present gigantic rail¬ way system out of such small beginnings. In 1801 the Surrey Iron Railway Company obtained an Act, and afterwards speedily constructed a tramroad from Wandsworth to Croydon ; and Sir Richard Phillips wrote : "I found delight in witnessing, at Wandsworth, the economy of horse labour on the iron railway, and thought such lines should be extended from London to Edinburgh, Glasgow, Holyhead, Milford, Falmouth, ?trarmouth, Dover, and Portsmouth." The idea that railways should be laid over the country was generally considered at that time to be perfectly absurd. An important tramroad six miles in length was also laid in Derbyshire, known as the Peak Forest line. Wrought-iron rails were first used in 1805 by Mr. C. 14 SAFE RAILWAY WORKING. Nixon, and were laid down at Walbottle Colliery, near Newcastle-upon-Tyne. They were 2 feet long, 3 inches deep, and had a head li inches wide. Similar wrought-iron rails were laid down at Lord Carlisle's Colliery, Tindale Fell, Cumberland, in 1808, but this material did not come into general use. In 1815 Mr. Birkinshaw, of the Bedlington Iron "Works, commenced to roll wrought-iron rails, 15 feet in length, 3 inches in depth, and having a single head If inches wide ; he supported the rails by chairs placed 3 feet 9 inches apart. A number of these rails were laid down experimentally, but they did not find favour, as many persons contended that the narrowness of the upper surface would cut grooves in the wheels, a pre¬ ference being therefore shown for the old plate-rail, and experience proved that the loads caused the rails to bend between the chairs. In 1816 a patent (No. 4,067) was obtained by William Losh and George Stephenson for a half-lap rail-joint, in which the sides of the rails were bevelled away for about 2J inches, so that when the two bevelled ends were laid, they formed the same breadth of surface as at the other parts of the rail, an iron pin passed through the sides of the chair and the halves of the two rail ends ; they also suggested a wheel with a broad flat flange, suitable to run upon either the plate or edge rails. À very useful wrought-iron rail was next manu¬ factured at the Bedlington Iron Works in 1816, which consisted of a combination of both the plate and edge rails, and having a high outer side and a low one ; wheels with flanges ran upon the high or edge side, the flat wheels on the inner or low-plate side. These rails THE FISH-BELLIED RAIL. were in 15 feet lengths, the ends being dovetailed together ; they were some¬ times spiked directly to the stone blocks, but more generally placed in shallow chairs, and secured with an iron key. In October, 1820, Mr. Birkinshaw, of the Bed- lington Iron Works, near Durham, obtained a patent (No. 4,503) for an im¬ proved mode of rolling railway rails (Fig. 1). These rails were of wrought iron, of the ellip¬ tical, or more generally known as the " fish-bel¬ lied " pattern, nominally 15 feet in length, but from measurement the author finds them to vary from J inch to 1| inches more than this length. They were divided into bear¬ ing lengths of 3 feet be¬ tween the chairs, and, when new, weighed 28 lbs. per yard; they had a single head only, 2J inches in width. The peculiar fea¬ ture was that the underside il4» \ » i % * - - VJ9 16 safe railway working. of the rail was curved. It was considered in the early days of railways that extra strength was required between the chairs (at c), and that it would give uniform strength throughout if the extreme depth of the rail at the centre between the chairs was 3 J inches, tapering away in a semi-elliptic curve to 2J inches at the chairs (d). On one side of the rail a lateral swell was rolled, and continued through the whole length ; but on the other side it terminated at (e) before reaching the chair, thus forming the sections shown at (f), The chairs were of cast iron ; on one side a cavity (g) was formed corre¬ sponding to the lateral projection on the rail, on the other side of the chair a similar cavity was cast for the purpose of receiving a long thin wrought-iron key (h), which pressed the projection on the rail into the cavity in the chair (g), thus preventing the rail from rising upwards. Mr. Birkinshaw proposed to weld a number of rails into a long continuous rail, but this plan was not tried. Mr. George Stephenson highly approved of Birkinshaw's " fish-bellied" rail and adopted it for all his early lines. The Stockton and Darlington, and Canterbury and Whitstable, had rails weighing 28 lbs. per yard ; on the Liverpool and Manchester, and Leicester and Swannington, he used 35 lbs., and afterwards 50 lbs. on the London and Birmingham. On the Liverpool and Manchester, and Leicester and Swannington Railways wooden sleepers were used upon embankments, and " stone blocks " in cuttings. The cross sleepers (a) were placed 3 feet apart between centres; these were of oak, 8 feet 6 inches in length, inches wide at base, inches thick, of half-round GAUGE OF RAILS. 17 section, bound at each end with a strong iron hoop, the chairs being fastened to them by two spikes. The " gauge of rails j may here receive attention, as the question is constantly asked why 4 feet 8J inches was adopted. The " wooden way " introduced by Mr. Beaumont at Newcastle-upon- yne, about the year 1630, is shown Fig. 1 (p. 18). The planks were nailed to cross sleepers, the outside width or gauge being 5 feet, in order that the ordinary coal-carts of that period could be run on the track. The cast-iron plate-way introduced at Colebrookdale Ironworks, 1767, is shown Fig. 2, the outside width of which was also 5 feet. Mr. William Jessop, in 1789, introduced the " edge rail " (Fig. 3) ; he adhered to the gauge of 5 feet out¬ side, and as in 1794 his rails were made If inches wide, the width of two rails, or 3 J inches, deducted from the 5 feet outside measurement, leaves the present 4-foot 8J-inch gauge thus :— Width of line outside . . . . 5 ft. 0 in. Width of two rails (lj- in. each) . . 0 ft. 3J in. Leaving width between the rails . . 4 ft. 8J in. It will thus be seen that the origin of the 4-foot 8J-inch gauge is due to the fact that in ancient times the outside measure was taken, whereas now we take the inside measurement. All statements as to the allowance of an extra half- inch, or that the platelayers* gauges were in fault, are absurd and not founded on fact. George Stephenson saw no reason to alter the gauge, therefore he adopted 4 feet 8J inches for c STOCKTON AND DARLINGTON RAILWAY. 19 the Stockton and Darlington, and the Liverpool and Manchester Railways, and, when consulted as to the gauge for the Leicester and S wanning ton, and the Canterbury and Whitstable Railways, he replied, " Make them of the same width ; though they may be a long way apart now, depend upon it they will be joined together some day." The " fish-belly " rails, 15 feet long, were adopted for all these lines. The Stockton and Darlington railway scheme was one of the important turning points in the railway history. George Stephenson was appointed engineer, and application was made to Parliament in 1818 ; twice the Bill was rejected, but it passed in 1821, and on Tuesday, 27th September, 1825, this, the first public railway in the world, was opened for traffic. The engine which drew the first train, and, in fact, the only engine the company at that date possessed, was constructed by Messrs. Stephenson & Co., for the Stock¬ ton and Darlington line, in 1825, and was named " Locomotion/" The handbill issued September, 1825, announcing the intended opening of the first public railway, proudly and emphatically describes "Loco¬ motion " as " The Company's Locomotive Engine and the Engine's Tender." It was not at first intended to work this railway by locomotives, and some fixed engines and ropes had been provided, but the loco¬ motive quickly proved its superiority over all other systems. The Liverpool and Manchester has been truly desig¬ nated as the Grand British Experimental Railway. George Stephenson was in this case also appointed engineer, and the line was opened to the public 15th September, 1830. Some time before the opening, the 20 SAFE RAILWAY WORKING. question of locomotive, or fixed engines and ropes, naturally came before the directors, as it was necessary to arrange for working the line ; and, notwithstanding reports, the directors did not feel able to come to a decision, when one of their number—Mr. Harrison- proposed, " That a reward be publicly offered for the most likely mode of effecting their object ; " and on the 20th April, 1829, it was resolved to offer a premium of £500 for the best locomotive engine, subject to eight conditions as to weight, load, pressure of steam, price, &e., and the offer was made on the 25th April. October 1st, 1829, was fixed for the trial, but was subsequently altered to the 8th, the running ground being on the Manchester side of Rainhill Bridge ; and the following engines were entered for the prize :— Engine. Maker. The Rocket G. Stephenson. The Novelty Braithwaite and Ericsson. The Sans Pareil Hackworth. The Perseverance Burstall. The result of the trial (which lasted from the 8th to 14th October) conclusively proved that the " Rocket " of Mr. Stephenson was the best engine, and the prize of £500 was consequently awarded, as it had per¬ formed all the conditions and stipulations required by the company. It will thus be seen that the Rainhill trials of 1829 settled the locomotive question, and led to the introduction of railways throughout the world. It has been mentioned that the " elliptical 99 rail was adopted with a view to obtaining uniform strength throughout its length ; experience, however, proved that this was not the case in practice, as all the rails which broke failed at a point between 7 in. and 9 in. from the nearest chair. It was also shown that PARALLEL RAILS. 21 after one side of the top was worn, the rail could not be used on the other without the chairs being taken up and turned round ; also that it was very inconvenient in practice that chairs could only be placed at certain points—that is, at the shallow parts of the rails. To avoid these defects a rail was designed having a single head, but the under side was made straight and parallel to the top : this was known as the " single parallel pattern." These rails were 15 ft. in length, and were secured to the chairs by a ball and key fastening ; a groove was rolled in one side of the rail into which a small cast-iron ball fitted, this ball being in turn held firm by a wrought-iron key passing through the chair. This system of rail and fastening was largely used on the North Midland, Manchester and Leeds, Birmingham and Derby Junction, and many other lines. Mr. Locke adopted the " double parallel rails," and laid them down on the Grand Junction Railway. These had double heads, and were therefore capable of being turned ; they were placed in chairs 3 ft. apart, and secured by wooden keys. From this description it will at once be seen that Mr. Locke's system of 1837 is the one in general use at the present day. Great difference of opinion existed as to the merits of the various forms of rails. The directors of the London and Birmingham Railway, being in doubt, employed Professor Barlow to conduct a series of experiments. He did so, and reported in favour of Locke's " double parallel," and against Birkinshaw's "fish-bellied" rail, and this report led to the very general adoption of the former system. Soon after the opening of the Leicester and Swan- 22 SAFE RAILWAY WORKING. nington Railway, which took place 17th July, 1832, opinions were expressed against wooden sleepers, especially in cuttings. * It therefore became the fashion to adopt " stone blocks," and, to consolidate the road¬ bed, it was the general practice to lift each block by means of a lever, and allow it to fall several times on the seat upon which it was intended ultimately to rest. This method of obtaining a firm road was first employed by Mr. Stephenson on the Liverpool and Manchester line. Nothing can be worse than a rigid permanent way, but in the early days of railways this fact was not known or understood, consequently very many ideas and inventions proved failures. They provided a very strong road, but the rigidity was so great that the permanent way and rolling-stock were jarred to pieces, not worn out by ordinary working, thus clearly show¬ ing that a certain amount of " elasticity " was abso¬ lutely necessary. When Mr. Brunei originally designed the permanent way for the Great Western Railway, a peculiar feature was introduced (in addition to the broad 7 ft. gauge and the longitudinal sleepers), which consisted in the employment of piles driven in pairs along the whole length of the way, at intervals of 15 ft. ; these piles were of beech, 10 in. diameter, 12 ft. long, driven down into the earth so that the top of each was nearly level with the rails, and to the tops of these piles the cross timbers were firmly bolted, which in turn held the longitudinal sleepers. This plan was carried out in 1838—9 between London and Maidenhead, but the results very quickly induced Mr. Brunei to abandon the piles and lay the timbers on the ballast in the ordinary way. Practical working soon proved that the " pile " STONE BLOCKS TOO RIGID. 23 system was nearly as rigid as the " stone block road," and when the ballast subsided, as it constantly did, the whole weight was placed upon the piles. Another attempt to obtain a firm permanent way was made upon the Manchester and Leeds Railway in 1839. One part of the line passed for some distance through a rock cutting, and, instead of using sleepers, the solid rock was dressed to a surface, and the chairs spiked directly to it. The company's officials con¬ tended, and expected that this portion of line would stand firm for ever. However, the road was so rigid that if a train passed over it at more than a walking pace, rails and springs were broken, and in less than three weeks from the opening of the railway orders were given for the rails to be taken up and placed upon sleepers in the ordinary way. Mr. Jesse Hartley constructed some parallel walls of granite, upon which he bolted the rails. The rigidity was so excessive that rails, tyres, and springs were broken daily, and the plan proved a complete failure. A report contained in the Leicester and Swanning- ton Company's books, dated May, 1842, shows that the " stone blocks " which had replaced many of the sleepers required constant attention, lifting, packing, and keeping to gauge, also that " the riding over them was harder than on the oak sleepers." However, " stone blocks " remained in use on many lines for a period of over forty years, and some even exist in sidings and branches at the present day in various parts of the country t During the years 1847—51 great attention was given to the subject of iron permanent way, it being the general opinion at that time that wooden sleepers 24 SAFE RAILWAY WORKING. were of too perishable a nature. Many inventions were tried. The one which appears to have been most successful was P. W. Barlow's patent. This system had cast-iron sleepers placed longitudinally. Each sleeper consisted of an inverted trough 4 ft. 8J in. long, 1 ft. 1J in. wide, and 3 in. in height, with the chairs upon it, cast in one piece, the wooden keys being placed inside; the rails were of iron, 18 ft. long, double-headed, and fished at the joints ; the gauge of the line was maintained by a wrought-iron transverse tie-bar attached to the sleepers. The " iron road " was tried upon several sections of the Midland Pail- way, especially through tunnels. The first portion laid was slightly over a mile in length, and extended through the Glenfield Tunnel on the Leicester andSwan- nington branch, the next being the ïïiackley Tunnel, Shipley, followed by the Gresley Tunnel, near Burton, and many others. Experience quickly proved that this system was too hard and rigid, and, as the weight of engines gradually increased, the cast-iron sleepers were constantly broken. For a number of years past the Glenfield Tunnel was the only remaining portion of the iron road in use, and on this account the mouth of this tunnel has been constantly visited by engineers and others who wished to examine these old links in the history of permanent way ; but in March, 1884, the removal of the cast-iron road was completed, after having been in traffic over thirty-two years. The W. H. Barlow "Saddle-back" wrought-iron rail was designed to dispense with sleepers and chairs alto¬ gether, the foot of the rail being considered wide enough to obtain the necessary bearing surface upon the ballast, the gauge being maintained by wrought-iron tie-rods. GOOD BALLAST NECESSARY. 25 The fatal objection to all rails of this type was found to be their rigidity, and the great disadvantage of the impossibility of properly packing them. One of the first requisites for a railway is a good, sound permanent way, placed upon a well-drained and properly ballasted road-bed. This is a subject of very great importance, and deserves far more attention than is sometimes bestowed upon it, for there can be no doubt that good ballast is to a railway what a good foundation is to a building; defective drainage and ballast often cause subsidence and lateral deviation, increase the cost of maintenance both of road and rolling-stock, and, what is far more serious, will pro¬ bably render the line unsafe and lead to an accident. It may often be noticed on badly-drained railways that water lies under the sleepers, and that when a train passes, mud is thrown up as each sleeper in succession sinks under the pressure of every wheel, the fish-joints bend and spring back, the rails rise and fall in the chairs with a clattering noise, the wooden keys shake and often fall out ; thus the permanent way is strained, and consequently the trains oscillate considerably. Having obtained a good dry road-bed, it is necessary to con¬ sider the requirements of the permanent way and the duties it has to fulfil. In the first place, it must be strong enough to carry the loads which pass over it, and also to resist the lateral action due to speed and oscilla¬ tion, which tends to the " spreading " of the rails. It must be specially remembered that when speaking of the load on the permanent way the author does not refer simply to the total weight of the engine or vehicle, but to the maximum weight which is or can be placed upon it at any one point ; that is, upon any one pair of 26 SAFE RAILWAY WORKING. wheels. Therefore a heavy engine of 38 or 40 tons, having the weight well distributed over six or eight wheels, will not cause as much wear and tear or damage to the permanent way as a comparatively light engine with a great weight placed on one pair of wheels. Many locomotive engines are in use in this country having 16, 17, and nearly 18 tons resting upon a single pair of driving-wheels ; and it is this great concentration of weight which forms the principal difficulty which per¬ manent-way engineers have to overcome. Rails may be considered as girders ; they must have strength enough to carry the load which rolls over them, and sufficient bearing upon the chairs ; the chairs must have a good bearing to prevent their being crushed down into the sleepers, and in like manner the sleepers must have surface enough to prevent their being crushed into the ballast ; the spikes and tree-nails must resist all lateral action and maintain the gauge of the line. Per¬ manent way, therefore, must be strong and firm, but at the same time possessing a certain amount of elasticity ; it is very necessary that the elasticity should be uniform throughout, and not a system of alternate elasticity and rigidity, in which it serves to aggravate the rigidity by causing a succession of jumps and jerks. Previously to the year 1847 rail-joints were placed over sleepers in joint-chairs, which were wider than the ordinary ones. The joint thus made was never satis¬ factory, and upon several occasions the keys fell out of the joint-chairs, and trains or vehicles left the line in consequence. The well-known "fish-plates" were intro¬ duced by Mr. Bridges Adams in 1847, and it is hardly necessary to point out that they are very successful, and are now in universal use. FISH JOINTS. 27 About the year 1847 great difference of opinion existed as to the advantages of the " suspended fish- joint,'? and of the "joint supported by a sleeper." Engineers had become so used to the supports placed under the joints that great objections were raised to fish-plates and joints suspended between two sleepers, and several inventions were tried with, a view to obtain a compromise. Mr. Samuel introduced a bracket-chair, which was largely used. It consisted of a chair and fish-plate combined, the fish on one side being cast with the chair and an ordinary fish-plate placed on the other side, four bolts being employed in the ordinary way. A somewhat similar chair and fish-plate combined was afterwards introduced by Mr. Adams, who also designed a modification of the joint-chair and fish-plate capable of uniting the ends of rails of different heights and sections, but they have given place to the usual fish- joint. There can be no question that the suspended fish- joint gives greater elasticity, and renders the deflection of every part of the permanent way as uniform as pos¬ sible under the weight of a passing train. The author has for a long time directed the attention of permanent- way engineers to a matter which on many railways requires improvement, namely, the positions of sleepers on each side of a rail-joint. To obtain a good sound road a chair and sleeper should be placed on each side of a joint as near as possible to the fish-plates ; from the joints of the rails to the centre of the nearest chair on either side should never be more than 12 or 13 inches. Doubtless many of my readers often see sleepers brought close up to the joint on one side, whilst the centre of the next sleeper may be 2 feet or 2 feet 6 inches on the 28 SAFE RAILWAY WORKING. other side. This is a common, but at the same time an objectionable practice. To obtain a smooth road uni¬ formity of elasticity and deflection is very necessary, for if the deflection be not equal throughout, pitching motion is at once created, followed by violent oscilla¬ tion, which is detrimental to the permanent way itself and injurious to the locomotives and rolling-stock. II has already been mentioned that the system of fastening rails by wooden keys was originally introduced by Mr. Locke upon the Grand Junction Railway ; Mr. Barlow afterwards invented a hollow wrought-iron key of a similar shape to the usual wooden one ; those were tried for a short time, but their use proved that elasticity in keys was absolutely necessary. A large number of other systems were tried, and proved failures solely on account of their extreme rigidity. The position of rail-keys has recently engaged considerable attention, in consequence of the change made by the Midland Railway Company. On the majority of lines the keys have always been placed outside the rails, and previously to the year 1850 this was the usual plan ; at that time, and during the ten following years, the Midland Company employed both the " outside " and " inside " systems, and found that the keys placed " outside " came out of the chairs to a serious extent ; on some occasions three and even four consecutive keys were found to be out, the result being that there was nothing to prevent the train from " spreading the road *' to a dangerous extent, and cases did actually occur of vehicles leaving the line in conse¬ quence. The company therefore, in 1860-1, considered that the inside position was to be preferred, as if the keys should come out there would be no danger, the OUTSIDE KEYS THE BEST 29 gauge of the line being maintained by the outer jaw of the chair, and not by the key. It was also considered that platelayers would more conveniently examine their lengths of permanent way when they could see the keys of both rails at one time. The inside keys gave general satisfaction for several years, and there was no doubt that the system made a good strong road ; the question is whether it was not too strong, amounting to rigidity, for since the weight of engines and rolling-stock has increased, the number of broken chairs has become a very serious matter for consideration and attention. Complaints have for a long time been made that Midland trains appear to run " harder " and more " noisily " than those of some other lines. One cause of " noise " is doubtless to be found in the inside keys, and another in the low system of ballast¬ ing. The recent decision of the Midland Company to adopt outside instead of inside keying has called atten¬ tion to the whole question of permanent way, and pro¬ moted considerable discussion in engineering circles. The advocates of the inside and outside systems appear to have been very equally divided, and powerful argu¬ ments have been brought forward upon each side ; but it must be admitted that the introduction of wood between the rail and chair will provide the necessary elasticity which is so evidently required to prevent the continual breakage of chairs. Experiments are being made to obtain some really good system of preventing keys working out of the chairs. Several plans are being practically tested upon parts of road with the heaviest traffic. Good results have been attained by the use of the chairs 30 SAFE RAILWAY WORKING. which are roughed or have teeth on the inner side of the jaw. It will be noticed upon many railways that the sleepers and the undersides of the rails are covered with ballast. This tends very materially to insure quiet running ; but, on the other hand, in rainy seasons it keeps the permanent way in a wet state, unless very well drained. The Midland Company adopted the plan of never allowing the ballast to cover the sleepers, thus insuring a dry road, but at the same time a noisy one. This plan is now abandoned, and the ballast is being raised upon all relaid portions of the line, which, together with the outside keys, has had the desired effect of reducing noise and vibration. In shunting-yards and sidings the ballast should always be raised (both between the rails and in the six-foot way) to the level of, or very little below, the top of the rail. Many guards and shunters are annually killed and injured by catching their feet against the tops of the rails when stepping under the buffers of waggons, either to couple or uncouple them, and, of course, any slip made at such a critical moment is almost certain to result in serious consequences ; and, as the raising of the ballast to the required level in shunting-yards is such a very simple and inexpensive matter, it is to be hoped the companies will do all in their power to reduce the danger as far as possible. At the present time permanent way may be divided into two classes :— 1. The cross-sleeper road in general use. 2. The longitudinal system used on the Great Western Railway. Rails may be considered under four classes :— 1. Single or bull-headed. WEIGHT OF PERMANENT WAY. 81 2. Double-headed. 3. Bridge pattern. 4. Fignole's pattern. Various companies make differences in detail, but the Midland .may be selected as a fair example of the ordinary 4-foot 8§-inch gauge, cross-sleeper road, as follows :—The rails are of steel, "bull-headed," 80 feet long, 5§ inches deep, width of top 2§ inches, weighing 85 lbs. to the yard, having a sectional area of 8 square inches, and are laid with an inclination of 1 in 20 towards the inside, or four-foot way. The chairs are of cast iron, each weighing 50 lbs., and are fastened to the sleepers by two iron spikes and two oak tree-nails. The sleepers are rectangular, 9 feet long, 10 inches wide, 5 inches thick, weighing 184 lbs. each, and placed at a distance of 3 feet apart between centres, except at the joints, where they are only 2 feet 2 inches apart. The fish-plates are upon the clip pattern—that is, they clip the rail by nearly meeting under it. They weigh 40 lbs. per pair, and the four bolts 1*68 lbs. each. To obtain correct data, the materials have been carefully weighed, and it is found that one yard of permanent way averages— Double-headed rails, capable of being turned, are in use on many railways ; the general details of road are, however, very similar to the above. " Turned " rails should never be used on any passenger line, both on account of the jar caused by Wrought iron Cast iron Wood . Steel Lbs. 170 14-9 110 151-9 Total . 446-8 32 SAFE RAILWAY WORKING. running over the chair-marks, and also the increased liability of a rail to break when turned. The longitu¬ dinal system of sleepers was employed by Mr. Brunei for the broad gauge Great Western Railway, and wras afterwards adopted in all cases where the seven-foot gauge was laid. The longitudinal timbers or baulks are of yellow pine, creosoted ; they are rectangular, 14 inches wide, 7 inches thick, varying in length from 25 to 35 feet, and weighing about 40 lbs. per cubic foot ; the gauge is maintained by transoms secured to the longitudinals by tie-bolts or iron-straps. The rails are of steel, of the " bridge pattern," varying in length from 18 to 30 feet, and in weight from 62 to 68 lbs. per yard. The 68-lb. rails have a sectional area of 7 square inches, and are 6| inches wide at the foot, and 3 inches high ; they have a continuous bearing on the longitudinal timbers, to which they are fastened by fang-bolts passing through holes in the flanges. It has been found that the rails are in time pressed into the timbers, and, to avoid injury to the latter, packing 1 inch thick of yellow pine is generally placed under the rails. May, 1892, witnessed the " death of the broad gauge," and the conversion of the Great Western Railway to the national 4-foot 8J-inch gauge. The Yignole's system is only employed to a limited extent, and consists of a single-headed rail with a flat foot. It is used either with or without chairs, on either cross or longitudinal sleepers. During the year 1891, 256 broken rails were reported ; of these 88 were double-headed, 144 single or bull-headed, and 9 were of the bridge pattern, and 23 Yignole's pattern. Of the double-headed rails, 62 had been turned, 30 rails were made of iron, and 226 of steel. POINTS AND CROSSINGS. 33 The old system of slide points has long ago become extinct upon all railways, but may still be seen in use on temporary lines and colliery sidings. By this arrangement a single pair of rails was fastened at one end by bolts, the other ends being capable of being moved sideways, so as to connect with two, three, or even four lines of way. The present form of points consists of two outer or fixed stock rails, and two inner or movable switch rails, tapered to a point or tongue. These point rails are fixed at the heel-end by either a pair of fish-plates or a heel-chair. Points, although, of one construction, are known under various names, according to the position in which they are employed. Facing, trailing, slip, double slip, leading, cross-over, safety and catch points, their names clearly indicating their several uses. Facing points at junctions, and leading points from goods lines or sidings to main passenger lines, should always be provided with lock¬ ing; bars and bolts, and be properly interlocked with, the signals giving permission for a train to run in any desired direction. Crossings are of two kinds, the ordinary rails cut and joined, and cast-steel crossings complete in one piece. Crossings deserve far more attention than they sometimes receive, for if check- rails are allowed to become loose, and crossings to get out of position, it is a very easy matter for the leading wheel of an engine to strike and mount the fixed point of the crossing, thus throwing a train off the line ; as was the case at Wennington Junction on the Midland Railway, 11th August, 1880, when eight persons were killed, and a very large number seriously injured. There is a common but very dangerous practice in use on some lines, of laying rails round curves tight to D 34 SAFE RAILWAY WORKING. gauge, that is, at a less width than 4 feet 8| inches. Many accidents have been thus caused, and the author finds that nothing conduces to easy and safe running on curves so much as a little extra width in the gauge. All sharp curves of ten chains radius and under should be provided with a check-rail placed round the inner side ; the outer rail should be sufficiently super-elevated, and the speed of trains carefully reduced and regulated. Engines having a long rigid wheel base ought not to be employed on lines having sharp curves. The super¬ elevation of the outer rail is usually determined by the y2 following formula : W — elevation of outer rail in inches. Where W = gauge in feet, V = velocity of train in miles per hour, and It = radius of curve in feet. The following table and diagram proves of great practical value in determining the proper " cant," or super-elevation, to be given to the outer rail in curves ranging from 10 to 200 chains radius. Fig. 3.—Railway Curve. Take a 66-foot tape and stretch it along the inner rail of the inside of the curve (from 1 to 2 on the SUPER-ELEVATION OF CURVES. 35 annexed diagram), then with a rule measure the distance in inches between the tape and the inner edge of the rail to obtain the offset, 3 to 4. The following table gives the offsets, radius of curves in chains, and the proper "cant" of outside rail :— Length of Off¬ Corresponding Outer rail to set marked 3 radius of curve he raised, to 4 in inches. in chains. inches. 10 . . 10 . • 3| A3. 4 * • . 15 . . • 3J 5 . . 20 . . 3 31 . . . 30 . • • 2f 2J . . . 40 . • • 24 2 . . 50 . . . 2j If . . 60 . . 2 If . . . 70 . . . if H - . 80 . . . ig l . . 100 . : ■ It • * 4 i . . . 120 . . 140 . • • H i • • . 160 . . l i • . 200 . * . • • § Having measured the " offset," look for the corre¬ sponding distance in the first column of table, opposite to which, in the second column, will be found the radius of the curve in chains, and, in the third column, the fi cant " showing how much the outer rail must be raised above the inside one. If we take a case in which the " offset " is found to be 2 inches, the table gives the radius as equal to 50 chains, and the outer rail must be raised 2\ inches. The super-elevation must, of course, be gradually- attained as the curve is approached, and must run out gradually after passing from the curve to the straight line. safe railway working. Points and Crossings. An Ordinary Doable Line Junction. Several cases have recently occurred in which engine wheels have struck points or crossings, and thrown trains off the line (as described p. 33). Fig. 4 illustrates an ordinary junction of two double lines of railway. At the right-hand side will be seen two pairs of points; the pair marked (1) are facing points, and cause trains to diverge ; those marked (2) are trailing points, and permit traffic to converge. The fixed rail (3) against which the switch closes, is the stock rail. The movable rail (4) is the switch, the wide or fixed end is the heel, and the thin end the point or tongue of the switch. À common or Y cross¬ ing (5) consists of two rails joined together in the form of a letter Y (6), and two wing-rails (7). The wing-rails at a common crossing only carry the wheels until they are transferred to the Y point, the remainder of the rail being simply a check-rail; a common check-rail (8) is placed on the opposite side to a Y crossing;, its object being to keep one wheel in its true and proper position, so as to render it impossible for the flange on the other wheel upon the same axle to strike the Y point. The crossing of the down main, and up branch line, forms a " diamond " (9), Some engineers and plate¬ layers are in the habit of describing all the four cross¬ ings at the corners of this " diamond," as " diamond crossings." This is an error which frequently causes much confusion. The four crossings are all part of one diamond, but the two crossings, one at either end (5), are Y crossings, and only the two at the sides (10) are UP MAIN UNE > . TRAILING POINTS <2) 4 SWUCfl. ■ 3 POINTS O) 38 SAFE RAILWAY WORKING. diamond crossings. A diamond crossing (10) consists of a wing rail (11) upon which the wheels run, two diamond points (12) which receive the wheels from the wing rail, and a winged check rail (13) upon which no wheel runs, its object simply being to check the flanges and keep them clear of the diamond points (12). When a gang of platelayers commences to put in a double line junction, the following special rails are required in addition to the usual railway rails :— MfiLed. 4 stock rails ...... 3 4 switch rails 4 4 Y points ...... 6 8 wing rails ...... 7 4 common check-rails .... 8 2 complete diamond crossings . . 10 consisting of— 2 wing rails . . . . . . 11 4 diamond points . . . . . 12 2 winged check-rails . . . „ 13 The system of check-rails shown (Fig. 4) appears so perfect that it would seem impossible for the flange of a wheel to go wrong, but, unfortunately, facts prove that a very slight defect will cause an accident. If a Y crossing, or a diamond crossing, be out of gauge, out of order, or be allowed to sink below its proper level, or if the check-rail on the opposite side be loose or out of truth, the flange upon the leading wheel of an engine will strike and mount the point of the crossing instead of passing to the side. If the wheels of an engine be out of gauge, if the flanges be worn sharp, if an engine have a broken or defective leading spring, or an axle-box set fast in the horn-plates or the weight improperly distributed upon the wheels, the striking of a Y or a diamond point is almost certain to follow : indeed, the author has examined the wrecks of various POINTS AND CROSSINGS 39 accidents, several of which, have been due either to one or other of the above-mentioned possible causes. There is a common but very dangerous practice in use on some lines, of laying rails round curves, and also points and crossings tight to gauge, that is, less than the proper 4 feet 8 J inches, and many of the " unexplained runs off are due to this fact. Points and crossings should be absolutely true to gauge, and round curves nothing conduces so much to easy and safe running as a little extra width in the gauge. The super-elevation of the outer rail of a curve is most important for safety, but, unfortunately, at a junction super-elevation cannot be applied, therefore it follows that trains passing over a sharp curved junction should have their speed re¬ duced. Many accidents occur in which engines strike crossings at junctions, but, upon examination, no cause can be seen ; the junction looks perfectly true and right. This is due to the weight of the engine bending the road, or causing parts of it to sink, and then when the engine has passed the line springs back right again, thus showing that the proper way to examine points and crossings is to actually see an engine passing over them, in addition to the usual measuring and gauging. Scissors Crossings. u Scissorscrossings are employed at large stations, such as Carlisle, Crewe, Derby, &c., to assist in the speedy marshalling of passenger trains. They may be described as two cross-over-roads, crossing each other in the reverse direction ; it therefore follows that a Bcissors crossing gives communication between two sets of rails, by means of facing-points, in any direction. 40 SAFE RAILWAY WORKING. Steel Sleepers. In concluding this chapter, reference should be made to the steel permanent way, designed by Mr. F. W. Webb as a substitute for the usual system of wooden sleepers and cast-iron chairs. The sleepers are by preference of the ordinary trough section, and the chairs are riveted to them. The chairs, which form the chief feature of the design, are made from the crop ends of steel rails. These are first rolled into flat bars, and then cut and stamped into shape with a bulge in the middle of their width, so as to give strength to the jaws, and also to form a recess into which the wooden key may expand, and so prevent it from working out. It will be noticed that each chair is made up of two angle brackets and a packing piece, which serves to keep the rail from injuring the sleeper. Another feature is the placing between the sleeper and the chair pieces of paper or canvas, dipped in tar or asphalte, to keep out any moisture and to prevent sliding or working between the chair and the packing, and the packing and the sleeper. It is claimed for the system that it seems to offer every advantage for economy and simplicity of manufacture ; and there can be no ques¬ tion that if it were generally adopted the cost of pro¬ duction would be greatly reduced. It would also be essential, as far as possible, to introduce one standard form of sleeper, and one standard form of punching, so that companies wishing to adopt steel sleepers may go into the market for them, as they would for a piece of timber for the same purpose, and not have to ask the manufacturers to alter their rolls or their machinery for punching the holes for every small order required. STEEL SLEEPERS. 41 The experiments with this form of permanent way commenced in May, 1880, and the North-Western Company has now 32,174 of the sleepers in use, and it is reported that those laid down six years ago are giving good results. With regard to first cost, this system is stated to compare favourably with the cost of the ordinary plan. A hollow steel spring key has also been tried by Mr. Webb. There can be no question that Mr. Webb's steel permanent way forms a very strong and sound road, but the subject of its rigidity is an all-important matter for consideration. Opinions differ very widely, and in the absence of necessary data, it is essential that some experiments should be made upon the subject before a correct estimate can be arrived at with reference to the probable success of steel permanent way. T he author has recently examined the steel sleepers of Messrs. Cabry and Kinch, which have for some time been tried upon the North-Eastern Railway, fully 20,000 being in use (Fig. 5). It will be seen that the rail is flat-footed, and that the sleeper is an inverted trough. The rail is held by jaws and studs, and a key. At our examination we were shown that the jaws and studs are formed by hydraulic pressure out of the substance of the sleeper. The inward inclination of the rail is obtained by press¬ ing up to the requisite angle that part of the sleeper which is immediately under the foot of the rail, instead of bending the whole sleeper upwards from the centre^ This enables the sleeper to be laid horizontally. The rail is placed in position by slightly tilting it, and passing one side of the flange under the inner (or longer) jaw, sufficient space being allowed for the out- ELEVATION cost of a mile of single line. 43 side of the flange to clear the shorter jaw, and then by sliding it under the shorter jaw, when the wedge-shaped steel split key is inserted under the longer jaw, and firmly driven. It will thus be seen that the flange is overlapped by both jaws of the sleeper, and it is claimed that the rail cannot be forced out of them by the side pressure of tbe wheels of a passing train, even should the keys be displaced. These sleepers weigh 150 lbs. each, and the cost per mile of steel road is about <£200 more than when ordinary sleepers are used. Cost of Permanent Way. The North Eastern Railway Company has caused a statement to be prepared showing in detail the exact cost of one mile of single line of road as laid on its railway, with 90 lbs. bull-headed steel rails and ordi¬ nary chairs and wood sleepers, exclusive of ballasting (see p. 44). NORTH-E ASTERhi RAILWAY,—Cost op One Mile of Single Line. — No. Weight. Rate. Amount. Total. T. c. q. lb. £ s. d. £ s. d. £ s. d. Bull-headed steel rails, 90 lb. per yard — 141 8 2 8 3 17 6 548 0 9 Fish-plates .— 4 I 2 24 5 15 0 23 9 10 Fish-bolts and nuts —» 0 18 3 12 8 8 0 7 18 6 579 9 1 Chairs 3,872 at 40 lb. each 69 2 3 12 2 12 6 181 10 0 Keys » 3,872 —. 1 17 6 p. 1,000 7 5 2 Spikes, three per chair .... 22 oz. each 1 2 2 12 6 14 6 47 19 0 Creosoted wood sleepers . . . 1,936 — 0 2 6 242 0 0 478 14 2 Carriage of materials at, say, 5s. per ton — 352 7 1 24 0 5 0 88 1 10 Storage and incidental expenses . — 352 7 1 24 0 10 17 12 4 Use of locomotive engine m dis¬ tributing materials on the line at, say, £15 per mile .... — — 15 0 0 Labour of laying 1,760 yards _ 0 10 88 0 0 208 14 2 Cost perm. 1,266 17 5 zr> > n< K # ;> M r •4 >■ o pS w I—I SE o 4 £1,266 17s. 5d. -f- 1,760 rr: £7 3s. 1 Id., cost of one rail's length, i.e., 30 ft. of single line road. £1,266 17s. 5d. ■«■§» 1,760 as £0 14s. 4fd., cost per yard of single line road. CHAPTER III. Railway Signalling. The latest official information with reference to the signalling of railways in the United Kingdom is to be found in the Board of Trade Returns upon the arrange¬ ments and systems of working on the 31st December, 1891, the details being given under two headings : (1) The interlocking and concentration of signal and point levers ; (2) the systems upon which the lines are worked relating to the block system, &c. The details are minute and voluminous, but the facts can be seen at a glance upon reference to the following tabulated statements. Table No. 1 shows that the levers require "con¬ centration " in 2,734 cases, and "interlocking" in 2,534 instances ; also, that no less than 1,830 pairs of " safety points " are requisite. From table No. 2 it will be seen that the total length of line open for passenger traffic was 19,138 miles, of which 16,249 miles were worked on the absolute block system. There are 858 miles of single railway upon which only one engine at one time, or two coupled together, are allowed : thus leaving a balance of 2,031 miles which are still worked upon in¬ efficient principles, and requiring the introduction of the absolute block system. 46 SAFE RAILWAY WORKING. INTERLOCKING OF SIGNALS. Summary No. 1.—To 31st December, 1891. Number of cases in which any passenger line is con¬ nected with, or crossed on the level by Number of cases in which the usual re¬ quirements of the Inspecting Officers of the Board of Trade have c.r have not been complied with in the following respec's:— d h .5 d • r—4 1—1 CO •d o o bfl Cifl d • r-4 ♦rH oq d © > o K rri* cc, ^2 o d £ o o u Concentra¬ tion of signal and point levers. Interlocking of signal and point levers. Addifion of safety points in case of goods lines and sidings. * s d ft >» d < Have. Have not. Have Have not. Have. Have not. England, and Wales . . . Scotland . . . Ireland . . . 4,714 862 456 1,699 264 111 18,917 3,352 1,403 7,590 1,196 293 31,612 5,021 1,490 1,308 653 773 31,781 5,007 1,535 1,139 667 728 19,710 3,231 975 906 385 539 Total United ) Kingdom. } 6,032 2,074 23,672 9,079 38,123 2,734 38,323 2,534 23,916 1,830 THE ABSOLUTE BLOCK SYSTEM. Summary No. 2.—To 31st December, 1891. Total Length of Railway Opened for Passenger Traffic. Distance Worked on the Absolute Block System. Double. Single. Double. Single. England and Wales Scotland .... Ireland .... Miles. 9,044 1,259 606 Miles. 4,368 1,652 2,209 Miles. 8,979 1,256 415 Miles. 3,939 864 796 United Kingdom . 10,909 V 8,229 y 10,650 5,599 Total . . . 19,138 16,249 The following table gives in detail the fact§ relating to the more important railways, from which it will be seen that some of the principal lines have made con¬ siderable progress :— the block system. 47 Railway. Total Length of Line Open for Passenger Traffic. 31st Dec., 1891. Distance worked upon the Absolute Block System. 31st Dec., 1891. Double. Single. Double. Single. Miles. Miles. Miles. Miles. Cheshire Lines 116 4 116 4 Furness 72J 35 72J • 34.5 Great Eastern 532 502 532 479 Great Northern 586 181 586 143 Great Northern and Great Eastern Joint 112 5 112 5 Great "Western 1,078 1,157 1,078 1,050 Lancashire and Yorkshire 456 16 456 9 London and North-Western . 1,428 308 1,428 302 L. &N.-W. &G. W. Joint . 112 45 112 45 London and South-Western . 637 203 637 203 London, Brighton, and South Coast .... 340 121 340 121 London, Chatham, and Dover 175 10 175 10 Manchester, Sheffield, and Lincolnshire 277 3 276 — Midland .... 1,015 265 1,011 201 North-Eastern 980 442 976 428 North Staffordshire 150 18 149 18 South-Eastern 363 41 363 41 Somerset and Dorset J oint 21 83 21 83 Taff Yale .... . 58 15 12 2 Caledonian .... 459 307 459 231 Glasgow and South-Western . 237 74 236 60 Great North of Scotland 32 281 32 276 Highland .... 7 412 7 1 North British 468 461 468 188 Great Northern of Ireland 137 382 94 66 Great Southern and Western . 208 313 103 113 Midland Great Western . 161 279 161 84 Early History of the Block System. As soon as the electric telegraph was invented, Mr. (afterwards Sir) William Fothergill Cooke, and his coadjutor Wheatstone, saw its value as a means of 48 SAFE RAILWAY WORKING. regulating and controlling the working of trains, and as early as December, 1839, they induced the Great Western Railway Company to telegraph the arrival and departure of its trains from station to station between Paddington, West Drayton, and Han well, and if a second train should arrive at any telegraph station before the previous train was telegraphed as "arrived," it was stopped by signals and detained until such message was received. This was to all intents and purposes the object and spirit of what we now designate the Block System. In the year 1841 Messrs. Cooke and Wheatstone introduced independent instruments for controlling the trains in order to show at a glance if the line was clear or blocked. On the left-hand top corner of the instruments they printed the word " stop," and on the right-hand " go on " ; they also provided a brass pin in order to hold over the handle and consequently the needle, to either side ; they further added an electric bell to call attention. The invention of the block system, as used at the present day, was, therefore, practically completed by Cooke and Wheatstone in 1841, and Mr. Cooke published his book, " Telegraphic Railways," in 1842. The Cooke and Wheatstone block system was put into use between Norwich and Yarmouth in 1844, and the instruments, instead of having the words "stop" and " go on," had " line clear" and "line blocked." During the winter of 1843-4 an accident occurred upon the Lickey Incline on the Birmingham and Gloucester Railway, and by the advice of Mr. J. E. MacConnell, the Company's Locomotive Superintendent, block working was carried out by complete telegraph messages. The following extract from the book used to The block: system. 49 record these messages is interesting :—Blackwell, for instance, telegraphed : " The Bristol goods is approaching here." Bromsgrove replied : " Bight, let her come." Before the goods train could have reached the foot of the incline, Blackwell telegraphed : " The Bristol passenger is approaching." To which Bromsgrove replied : " Keep her back—goods not here yet." But in a few more minutes a further reply was sent :— " Bight now, send her on." The telegraph engineer of the South Eastern Bail- way in 1851 carried out the block working by means of a code of rings on the bell, and did not employ dial instruments. The London and North-Western Bail way in 1853 added a third position to the block instruments, and then had "line clear," "train on line," also "line blocked " when the needle was in the vertical position ; the telegraph wires were brought down the posts so that in case of a breakdown of a train the driver or guard could run to a post and cut the wire, and block either one or both lines, as necessary. In 1855 the South-Eastern Company adopted a form of block instrument having a miniature semaphore signal with two arms instead of needles. The North London Bail way Company in 1858 tried the self-acting block system of Baronowski between Hackney and Kingsland. Upon a train passing over a lever arrangement the signal was put up to danger, and when the train arrived at a distance of 1,100 yards E 50 safe railway working. further, another set of levers took off the signal in the rear. The inventor claimed that it was, of course, cheap and required no signalmen ; it worked well for a time, and then failed and caused a serious collision. Whitworth introduced another form of working the block system, but one of his signals failed at Radcliffe Bridge in 1859, and another at Clayton Tunnel in 1861, when twenty-three passengers were killed and one hundred and seventy-six injured. The Block System Described. It is hardly necessary to mention that the object of the absolute block system is to maintain a certain interval of space between all trains, instead of the un¬ certain interval of time as formerly in use. The line is divided into sections varying in length from a few chains to four or five miles, according to the amount of traffic that has to be passed over it. A signal box is placed at the termination of each section, and is provided with two electric bells and four block telegraph instruments, one bell and two instruments, Fig. 6, being for working the up and down traffic in each direction. Each signal-box is further provided with up and down " Distant," " Home," and " Start¬ ing " signals, and " Lie By " or shunting sidings are constructed at such places as it is found necessary to allow a fast or important train to pass a slow train. For the purpose of illustrating the course to be adopted in signalling by the block telegraph : A, B, C, and D, Fig. 7 (Plate I.) are supposed to represent four consecutive block boxes upon a portion of a double line of railway, and the process of signalling a train is as THE BLOCK SYSTEM. 51 follows :—On the approach of a train to A, the signal¬ man there will call the attention of B, and then give the proper " Is line clear ? " bell and dial signals. The signalman at B, after having ascertained that the line is clear for the train to run upon, must repeat the signals, and when he has received the necessary intimation from A that he has repeated the dial signal correctly, which information must not be given by A until the bell signal has also been correctly repeated, he must peg the Fig. 6.—THE BLOCK SYTSTEM. Diagrams op Dials of Instruments (Needle Patiern). Up Line. Down Line. TRAIN ON LINE LINE. CLEAR \ • } f 1 / / LI N E \ / BLOCKED \ TRAIN ON LI N E LINE CLEAR \ 1 \ * ■ \' ' 1 • • / / LINE \ / CLOCKED \ needle to " Line clear." The train may then be dis¬ patched from A. As soon as the train has passed A, the signalman there must call the attention of, and give the bell .signal, " Train entering section," to B, and the signal¬ man at B must acknowledge the signal and unpeg the needle. The signalman at A must then give to B the proper " Train entering section " dial signal, and when the signalman at B has acknowledged that signal and received the necessary intimation from A that his 52 SAFE RAILWAY WORKING. acknowledgment is correct, he must peg the needle to " Train on line," and then call the attention of, and give the " Is line clear ? " signal to C. As soon as the train has passed B, it must be signalled, as above directed, to C, and the signalman at C must in like manner call the attention of, and forward the "Is line clear ? " signals, to D, and so on throughout the block system. If the second train should arrive at a signal-box before the preceding one has been signalled as " Out of section," it must be brought to a stand and detained at the start¬ ing-signal until such time as the section ahead is clear. Obstruction Banger Signal. If after permission has been given for a train to ap¬ proach, it is found necessary, in consequence of a break¬ down obstructing the line, or from any other cause, that the train should be stopped at the post in the rear, the Obstruction Banger bell signal (6 rings) must be forwarded to the post in the rear. The signalman receiving such signal must immediately exhibit the Banger signal at his signals to stop the approaching train ; and after taking the necessary measures to stop the train, he must give the bell signal, " Signal given in error—train last signalled not coming," and must not allow the train to proceed until the signals have been again made and acknowledged as directed. For many years the codes of signals on different lines were separate and distinct, and at junctions there was the difficulty and danger of one man having to work two or more different codes. This was the cause of the serious accident at Canonbury Tunnel, and led to the companies parties to the Clearing House adopting a more uniform system, which came into use October to December, 1884* The Block System, Diagram « - n A b Sections and Signals Plat* J fPuj.l.J Arrangement of SigrtaZe when/ two Signa/ fI voces are' plnreei' at less than (ht/ itsutxl dteftxnree, C to J), 1200 Yarde or fee;s ■ "Ç" I> The following extract from a signalman's train record book will show at a glance the way in which every signal, received and sent, has to be booked. UP TRAINS. Is "Line Clear ? asked from Post in rear. Train entering1 Section received from Post in rear. No. of en¬ gine. Arrived. Train out of Section given. Description of Is I ine Clear ? Signals for¬ warded to, and time needle pegged to Line Clear by, Post in ad¬ vance. Train entering Section forward¬ ed. Train out of Section received. REMARKS. Hours. Mins. Beats of Bell. Beats of Needle. Honrs. Mins. Beats of Needle. Hours. Mins. Hours. 1 Mins. Beats of Bell. Beats of Needle. Hours. Mins. Hours. Mins. Beats of Needle. Hours. us p â 1 13 4 3 1 15 3 100 1 17 1 17 4 3 1 15 1 17 3 1 19 The figures given above refer to the passing of an up fast passenger train, and they form a good illustration. It will be seen that at 1.13 permission was asked and obtained for the train to approach. At 1.15 it entered the section in the rear, and at the same time permission for it to proceed was asked and obtained. At 1.17 the train arrived, and passed out of the section in the rear into the one in advance, and finally at 1.19 it passed out of the section in advance. 54 SAFE RAILWAY WORKING. For the purposes of illustration, the Midland, Great Northern, and Great "Western signal codes are here appended MIDLAND. WHEN THE NEEDLE OF THE INSTRUMENT OF THE SECTION AHEAD IS IN THE VERTICAL POSITION THE LINE MUST BE CONSIDERED BLOCKED. When the instruments are not in use, the handles must always be kept upright, so that the needles may stand in the vertical position. The needle and bell signals must be made slowly and distinctly, and the hand must be removed from the handle the moment the signal has been sent. The handles must not be touched, except when signals are being forwarded or acknowledged. Signalmen, on setting the needle to " Train on line," or " Line clear/* must take care that it is firmly and completely pegged over. Signal lights : red, stop ; green, all right. The block instruments must not be used for con¬ versing. BELL SIGNALS. To call attention 1 beat of the bell Is line clear for stopping goods or mineral train, \ ballast train requiring to stop in section, or r , platelayers' lorry requiring to pass through i heats ,, tunnel ? / Is line clear for passenger, break-down van, or j empty carriage train P . . J * >> Is line clear for fish, meat, cattle, express goods, empty fish vehicle, through goods, mineral, or ballast train, or light engine ? Train entering section . . . . 2 ,, ,, Obstruction danger signal . . . . 6 ,, ,, Stop and examine train . . . . 7 ,, ,, Signal given in error, train last signalled not ) q coming ....... J " " Train passed without tail lamp (to post in advance) 9 ,, ,, Train divided . . . . . . . 10 ,, ,, Shunt train for following train to pass • . 11 „ »> i) BLOCK CODE, MIDLAND RAILWAY. 55 Train or vehicles running- away on wrong line Section clear and station or junction blocked Train or vehicles running away on proper line Opening of signal post Testing bell signal Closing of signal post . Time signal ..... Lampman or fog-signalman required Testing controlled signals . 12 beats of the bell 13 14 15 16 17 18 19 20 ?» )> a j) )> » )> 3 3 DIAL SIGNALS. Signal correctly repeated .... Is line clear for fast passenger train ? . Is line clear for slow passenger train ? Is line clear for express goods or cattle train ? Is line clear for through goods, mineral, or ) ballast train, or light engine ? . . j Is line clear for stopping goods or mineral ) train P j Is line clear for ballast train requiring to j stop in section, or platelayers' lorry > requiring to pass through tunnel ? . ; Testing dial signal ..... Signal incorrectly repeated .... Fast passenger train entering section . Slow passenger train entering section . Express goods or cattle train entering ") section ......) Through goods, mineral, or ballast train, 1 or light engine entering section . ) Stopping goods or mineral train entering | section ......) Train passed without tail lamp (to post in | rear) ...... J Testing dial signal ..... Train out of section ..... 1 beat of needle to right 3 beats 33 33 4 33 33 33 5 33 33 33 C 33 33 33 7 33 33 33 8 33 33 33 16 33 33 33 1 1 beat 33 left 3 beats 33 3 3 4 33 33 33 5 33 33 33 6 33 33 33 7 33 33 33 y 33 33 33 16 33 33 3 3 2 33 33 right Giving permission for a train to approach, and giving " Train out of section " signal. Except where special instructions to the contrary are issued, permission must not be given for a train to approach when there is, within a quarter of a mile ahead of the home signal, any obstruction on the line on which such train requires to run, nor until all the points over which it has to pass have been placed in the proper position, and where block posts are not more 56 SAFE RAILWAY WORKING. than a quarter of a mile apart, not until the " Train out of section " signal has been received from the post in advance for the previous train ; and after permission has been given for a train to approach, no obstruction of the line upon which such train requires to run must be allowed within a quarter of a mile ahead of the home signal, and the points over which it has to pass must not be moved until it has passed, or been brought to a stand, or the signal, " Signal given in error, train last signalled not coming/' has been received from the post in the rear. GREAT NORTHERN. Came into force at 1 p.m., December 1st, 1884. BELL SIGNALS. To call attention ...... Train on line ....... Be ready for goods, mineral, or ballast train stop¬ ping at intermediate stations . tt passenger, special fish, or meat, rim- ") ning in passenger train time . j express goods, fish, cattle, light i mm at»O I ' 1 33 ft 3 t engine, or through mineral train, stopping at chief stations only . Obstruction danger signal .... Stop and examine train ..... Signal given in error (cancel signal last sent) . Train passed without tail lamp .... Train divided Shunt train for following train to pass Vehicles running away on wrong line Section clear and station or junction blocked, to be ) used where authorised by General Manager or > Superintendent of the Line . ... ) Vehicles running away on right line Opening of signal box ..... Testing . Closing of signal box Time signal • . J 1 beat on bell 2 beats 6 7 8 9 10 11 12 13 14 15 16 17 18 t) tt a a 33 33 33 33 33 33 33 33 3 3 33 33 33 Signal correctly repeated incorrectly „ DIAL SIGNALS. 3) 33 33 33 33 33 33 33 3 3 33 33 33 33 33 33 33 33 33 1 beat of needle to righl 1 „ left block code, g beat northern railway. -57 2 beats of needle to left » tf >* >> »> 3 4 6 7 >> a >> >> J > >> >» right Passenger, special fish, or meat \ train running in passenger > On line train time ... ) Express goods or cattle train Express fish train or light engine Mineral or ballast train stopping 1 at chief stations only . . j Goods, mineral, or ballast train ) stopping at intermediate stations j Stop and caution Passenger tram assisted by engine, ) Qn j. ^ at rear .... I Goods, cattle, mineral, or ballast j ^ train assisted by engine at rear j " " Train out of section 2 Line clear ..... Needle pegged to "Line clear" When the needle of the instrument is vertical, the line must be considered blocked. The normal position of all fixed signals is " danger," and a green light is used by night at all the signal posts for " all right," and red one " danger ; " a white- light at a place where a red, or a green, or a purple light ought to be seen must be considered a " danger " signal, and treated accordingly. "Call attention" must precede all bell and dial signals, and be repeated immediately. Train opt of Section. Clause 6.—" Train out of section " must, except during fog or falling snow, be sent as soon as the last vehicle, with tail lamp attached, has passed the signal- box. " Be ready " must not be accepted for a follow¬ ing train, nor must " Line clear " be given until the preceding train has passed at least a quarter of a mile beyond the signal-box and is continuing its journey or has been shunted clear of the main line (except under special instructions signed by the General Manager or Superintendent of the line, which will be placed in the boxes concerned). 58 SAFE RAILWAY WORKING. GREAT WESTERN". SPAGNOLETTI'S DISC BLOCK SYSTEM.—DOUBLE LINE. Issued November, 1884. i } Beats on Bell. *To call attention (for an unusual ) ^ continuance of block, &c.) . ) Train on line . . . . . 2 . ,, arrived, or obstruction removed 3 . Is line clear for ordinary goods, J mineral, ballast train, or engine > 3 . and brake ? . . . ) Is line clear for branch goods train 3 . ,, ,, express or fast pas- ) ^ senger or breakdown van train ? ) Is line clearfor ordinary passenger 1 ^ or empty carriage train ? . } Is 1 i ne clear for branch p n ssenger train ? 4 . * Bank engine in rear of train . 4 . * Fast train approaching . . 5 . Is line clear for fish or meat train ? ;, ,, express goods or cattle train ? . Is line clear for fast goods or through mineral train ? Is line clear for light engine ? . * Obstruction—danger signal . Take off slot—train waiting * Stop and examine train * Signal given in error (cancel last ) signal sent) ) * Train passed without tail lamp * Train divided . . . .10 * Shunt train for following train ) ., to pass j * Vchicles running away on wrong » , 0 line ^ . . . . ^ * Section clear, but station or 1 , ~ junction blocked . . j * Vehicles running away on right ) ,. line ) * Opening of Signal station . .15 * Test signal . .... 16 * Closing of signal station ' . .17 * Time signal . . . .18 5 6 7 7 8 . 1 . 2 . 2 How to be given. consecutively pause 1 . 3 consecutively . 1 . 4 . 3 . 1 . 2 . 3 . 5 . 1 . 4 . 2 . 6 . 3 . 7 . 8 [ 9 . \ 5 1 2 3 4 5 16 7 8 pause 2 consecutively pause 1 pause 3 pause 2 pause 2 consecutively pause 4 pause 1 pause 3 consecutively pause 4 consecutively consecutively consecutively to the signal station in advance pause 5 to the sig¬ nal station in the rear pause 5 pause 5 pause 5 pause 5 pause 5 pause 5 pause 5 pause 5 pause 5 pause 5 pause consecutively pause 5 pause pause 5 pause 5 5 5 the interlocking system. 59 The signals marked thus * must be returned by the signalman receiving them to show that he understands them, but in all cases he must allow sufficient time to insure the signal being completed before he commences to return it or reply to it. The " Call attention " signal is to be used when it is necessary to call the attention of the signalman at the next signal station, The disc block telegraph instrument shows three signals :— The disc showing half white and half red indicates " Line blocked." The white disc showing full on indicates "Line clear." The red disc showing full on indicates " Train on line." All fixed signals show a white and red light only, except in a few special cases. " Is line clear ? " signal must never be sent until " Train arrived " has been received for the previous train, and the disc has been put to half red and half white. The Interlocking of Points and Signals. This system was invented by Mr. Saxby, in 1856, to prevent accidents which constantly occurred under the mode of working then in use. Points were worked by levers on the ground, and were perfectly indepen¬ dent of the signals, and it frequently happened that signals were lowered when points were in the wrong position. Mr. Saxby brought the point and signal- levers together, and interlocked them so that it was impossible for an " all-right " signal to be given which SAFE RAILWAY WORKING. Fig. 8,—" Interlocking." interlocking of points and signals. 61 was not in accordance with the position of the point levers. Fig. 8 shows the system as now used by Messrs. Saxby and Farmer. The locking-gear is worked by the movement of the spring catch-rod, the lower end of which carries a stud upon the block b, which travels in the curved rocker d. The raising of the catch-rod causes the rocker to move into the position shown in the diagram, and this rocker is connected by a universal joint, e, with a lever which gives motion to the locking-bars. The locks are clearly shown l ; they are fixed to the locking-bars in such a manner that some of the spindles are free to move as at m, and some are locked as at n. It therefore follows that until the point- lever c has been placed in its proper position it is mechanically impossible for the signal-lever to be moved ; and when the signal-lever has been moved to lower a signal, the point-lever becomes in its turn locked. The principle is thus briefly explained, and the marvellous development of the system will be clearly understood from the numbers of levers which are all properly interlocked at the following stations :— The signals at the Waterloo Bridge terminus were for years controlled from a signal-box having 109 inter¬ locked levers ; the new south cabin at Brighton has 240 levers ; and the London Bridge Station north cabin, west side, has no less than 280 levers. This is, indeed, a wonderful specimen of the interlocking system. In a day" of twenty-four hours about 600 trains and engines pass, and between 8 and 10 a.m. there are about 90 trains; and these figures do not include 62 safe railway working. shunting operations. This vast cabin is worked by four men at a time, each set being on duty for eight hours. The Interlocking of Points and Signals. Fig. 8, page 60, illustrates an interlocking frame in which the locks are placed in front of the levers. Messrs. Saxby & Farmer, in 1888, introduced another arrangement. union of block and interlocking. 63 Fig. 9 is a rear view of one of Saxby & Farmer's 25-lever frames, in which, the whole of the locking gear is placed below the floor upon which the signal¬ man stands ; the writer finds this to be a very great improvement, as the cleaning, oiling, and repairs can be carried out by the fitters more easily and in less time, and the signalmen are not inconvenienced. Union of the Block and Interlocking Systems. It has already been shown that the block and inter¬ locking systems are excellent in themselves, so far as they go ; but experience conclusively proves that they do not go far enough. They require to be carried a step further, and, in place of two independent appli¬ ances, be united in one complete system or combination. At present there is nothing to prevent a signalman, by mistake, from taking off his outdoor signals at a time when his block instruments indicate that the line is not clear, and such mistakes constantly lead to collisions. So long as the outdoor signals exhibited to the engine-drivers truly repeat the state of the block section ahead, safety is provided for, hut we know from experience that the present system is liable to, and actually does, at times, break down in consequence of mistakes made by signalmen, arising either from human fallibility, or from excessive hours during which signalmen are too frequently kept on duty. When we consider the number of serious and fatal accidents that have occurred in consequence of these mistakes, it is needless to waste words in arguing how great must be the value of any inventions which will establish an absolute mechanical block system, which cannot fail from the error of a signalman. The idea of combining the block and interlocking 64 SAFE RAILWAY WORKING systems, and of making the train itself assist in pro¬ viding for its own safety by telegraphing its arrival and departure from signal-boxes, is not a new one. Messrs. Hodgson, Saxby and Farmer, Sykes, and others, have worked diligently, and with greats ac¬ cess, to attain the desired security. Hodgson's patent apparatus was tried on the Tun- bridge Wells and Eastbourne branch of the London, Brighton, and South Coast Railway. The author accepted the invitation to inspect the same, August, 1881, and formed a very high opinion of its merits. One of the principal improvements was the introduc¬ tion of a treadle near each signal-box, electrically connected with the telegraph instruments in the signal- boxes, rendering it necessary in the working of tbe block system that the actual running of each train should exercise control over the signalmen. At first the treadles were sometimes liable to get out of order by the repeated blows received from the wheels of a train passing at full speed. This difficulty has, how¬ ever, been entirely and successfully overcome by Messrs. Saxby and Farmer, by causing the deflection of the rail itself acting upon the short arm of a lever always in contact with the underside of the rail, the means of making an electrical contact through the long arm of the same lever with the telegraph instru¬ ments in the signal-boxes, thus taking off a lock that prevents the signalman from moving the handles of the block instruments, by which the signal " Line clear " is given to the box in the rear. The latest improvements have been recently examined by the author, and consist of apparatus containing interlock¬ ing appliances for a box with seven levers for working THE SYKES'S SYSTEM. 65 points and signals, and the block telegraph instru¬ ments for the exchange of train signals with stations on either side. The block instruments are as usual placed upon a shelf over the signal levers, the handles of the instru¬ ments being connected by vertical rods with the inter¬ locking gear ; or, in other words, the " block " system and the interlocking apparatus are combined in one and the same mechanism, and cannot be manipulated in a contradictory manner. The block instrument handles are attached to hollow spindles in the centre of which are the plungers. When the handles are moved to the right (which is the " Line clear " position), they work interlocking gear, so as to interlock the point and signal levers in any manner necessary to the requirements of the traffic. When the handles are moved back to " Line blocked " they are stopped in the mid-stroke or vertical position, and be¬ come locked, and cannot again be moved to "Line clear," neither can the point and signal levers be again moved until the train for which " Line clear " was given has arrived and actually passed over the treadle apparatus, and thus by its weight deflected the rail and completed the electric circuit. A current of electricity is then sent through the magnet of the block instrument and unlocks the handle, which can then either be restored to its normal position to unlock the point and signal levers, or it can be again moved to the right to give " clear " for a following train to approach. Only one wire is used for the block signal instruments and bells of both up and down lines. (See also electric slot, p. 76.) The Sykes's system of signalling has for a long time been in use. In May, 1876, Cambria Junction, on the Y 66 SAFE RAILWAY WORKING. London, Chatham, and Dover Railway, was fitted with it in such a manner that if the signalman had accepted a train from Canterbury Junction he could not accept one from Loughborough, or if he accepted one from Loughborough, the apparatus was so locked that he could not then accept a train from Canterbury Road until he passed the train, and put his signal bach to "danger" These signals have also been working perfectly satis¬ factorily for several years on the Metropolitan District Railway, and have been introduced upon a section of the Great Western ; at Dumfries Junction, upon the Glasgow and South-Western ; three signal-boxes upon the Great Eastern; and Walpole Junction, U.S.A. In the Sykes's system each station is provided with the usual train signal apparatus, ordinary semaphores, and signal levers. Beyond each station is an automatic treadle actuated by the passage of a train to manipulate a circuit extending back to the indicator at the station ; each station is also provided with an arm galvanometer, which serves as an additional indicator. In front of the signalman is placed a case containing two indicators, which show respectively through the openings in the case. One indicator reads either " clear " or " blocked," and refers to the condition of the section of the line beyond, while the other reads either " Train on line" or "Train passed," and refers to the condition of the section of the line in the rear. The former indicator is connected with the lock in such a manner that when it reads " clear " the lock is lifted and the lever is free, but when it reads " blocked" the lever is locked. Sometimes, instead of the automatic treadle, a plat- A standard system required. 67 form plunger is employed, under the control of the sta¬ tion staff, and is used when a train has been seen to pass out of the station, an arrangement which is found par¬ ticularly advantageous in foggy weather, when the train cannot be seen by the signalmen. The combination of the block and interlocking appa¬ ratus has for some time been a useful and practical appliance, and there can be no reason why so many railway companies continue to employ the old system, which depends so much upon human fallibility. Defective Signalling. Attention has recently been again directed to the very important subject of defective signalling on rail¬ ways. Engine-drivers constantly complain, and with very good reason, of the way in which signals are fre¬ quently placed ; but it is only in rare cases, or after an accident has actually occurred, that their complaints receive attention, or that improvements are introduced. Unfortunately the selection of position and the erection of signals are usually placed in the hands of a separate department. On many railways the engine-drivers and locomotive department have little or no control over the signal arrangements, and frequently when drivers have pointed" out faults, they have been informed that " their duty is simply to obey signals." Instead of a good standard system being adopted and strictly carried out, the drivers on many lines state that " the signals are placed anyhow—here, there, and everywhere, and that, instead of improvements being made in this respect, some of the latest signals are placed in the very worst places, and on the wrong side of the line." On several occasions the author has examined signals at stations, 68 SAFE RAILWAY WORKING. junctions, and sidings where drivers have made mis¬ takes, and in every case has found that the true cause was the defective state or position of the signal. One of the first and most important requirements of efficient signalling is that all signals shall be placed upon the left-hand or proper side of the line to which they refer. If by any chance it is absolutely impossible to place a signal in such place the special attention of engine-drivers should be directed to the fact by a special printed notice. Each roadside station or signal-cabin should be provided with a " distant," " home," and "starting" signal, and an "advanced starting signal" where necessary, in each direction. Distant signal-arms should always be of the " swallow-tail" pattern. Home signals should in every case be placed so as to completely protect any train which may be crossing from one line to another, or into a siding, so that an engine-driver may run as far as the home signal without any fear of being foul of points and crossings which such signal is intended to protect. "Starting," or "advance starting," signals ought always to be placed at least the length of the longest train (say engine and fifty waggons) beyond the home signal or siding points, so that all shunting can be performed without the engine ever having to pass the starting or advanced starting signal at danger, even a few yards. In very many cases these signals are placed at too short a distance, and the drivers are then obliged, and required by rule, to pass them at danger, in order to draw the tail of the train over the points. Signals which control the exit from the sidings should always be " discs " placed low down near the ground, so as to avoid any chance of their being mistaken by a main-line driver. In several cases the author sees siding DEFECTIVE SIGNALLING. 69 signals which consist of an arm placed upon the homo signal-post, and the arm is generally connected to the points, so that when the points are open the signal must be off, no matter if the train is going into or out of a siding ; on many occasions two drivers have considered the signal was lowered for them, and collisions have resulted from this dangerous system of signalling. All junctions should be provided " in the facing direction" with as many distant signals as there are branches and home signals, so that when a driver sees the proper " distant" lowered, he may know that the "home" signal is also "off" for him to proceed in the desired direction, and that the facing-points are properly placed and locked. All distant signals ought always to be so interlocked that they cannot be taken "off1' till after the corresponding home signal has been lowered. In all cases where two signal boxes are situated near together, the " distant " from the one box must be a swallow-tail arm placed upon the " home post " of the next. In every instance the home signal must be the top arm, the distant arm second. They ought also to be slotted in such a way that the distant can never be taken " off" when the home is " on." The home signal¬ men ought to be able to place both to danger as soon as a train passes, so as to avoid conflicting signals being given. Three or four arms referring to different lines should never be placed one below the other on one post. Each line should have a separate post placed in the proper position on the left of the line to which it refers. All lines should be worked on the absolute block system ; and the signal "Line clear " should never be sent to the box in the rear until the train has passed and is well forward on its journey, or has been 70 SAFE RAILWAY WORKING. shunted into a siding clear of the main line ; and after the " Line clear " signal has been accepted for a train to approach, no shunting on or crossing of the main line should be permitted. To avoid mistakes which may be made by signalmen, one of the systems of electrically combining the block and interlocking apparatus should be adopted. No system of signalling can be considered efficient or safe unless it provides mechanically for an interval of space between all trains, and in practice it is abso¬ lutely necessary for a train to be protected, if it break down or stop unexpectedly between two stations, as when standing at a station or between fixed signals. In consequence of the recommendation that one code of signal regulations and one pattern of signal should be adopted throughout the kingdom, a com¬ mittee of the railway companies has been appointed to consider the whole question of signals and signal lights; and Major Marindin, reporting on a case of collision on the North British Railway, hopes that their deliberations may be successful in elaborating a uniform system for all lines, which, looking to the numerous cases in which two or more companies have running powers over one and the same piece of line, is most essential to the public safety. Signals on various lines differ to a very great extent. For in¬ stance, a white light on the Great Northern is to be treated as " danger," but on most other lines as " all right." A green light is sometimes to indicate " caution," at another station it is the " all right " signal, and again it is employed simply to indicate the back of a signal, and in such position it does not in IMPROVEMENTS HAVE LATELY BEEN MADE. 71 any way refer to an engine-driver. On some railways a purple light was " all right/' and on others is a " danger " light. All signal arms should be counter- weighted to fly to danger in case the rod breaks. When railways were worked by " time " a caution signal was used, and a green light employed ; but now, under the block system, " caution " has no meaning, as the line should be either clear or blocked. It would be an advantage if the green light were now made the only all right signal ; and green should not be employed as a back-light, as it is in practice often mistaken ; and if the white light were discarded as a signal it might with advantage be adopted as a back-light to show that the signal was " on," and it has been suggested that when the signal is " off " no back-light would be required, especially as signals remain in that position for such a very short time with the present short block sections. It is satisfactory to be able to point out that during the past few years great improvements have been car¬ ried out in the signalling upon many railways ; greater care is taken as to the position in which signals are placed. During the past two years several hundreds of signals, which were improperly situated, or placed upon the wrong side of the line, have been moved or replaced by others fixed upon the left-hand side of the line to which they refer. In the first two editions of this volume attention was directed to the danger of a purple light being an all right signal for sidings upon some railways, and in consequence those companies have substituted either a green or a white light. Several companies have adopted, and others are now 72 SAFE RAILWAY WORKING. adopting, the author's suggestion as to the use of a " green" all right signal, the following being a copy of the instructions issued :— " The white light as a fixed signal will be dispensed with so soon as the necessary alterations in the signal glasses can be made, and the running signals will be Red for ' danger ' and Green for ' all right.' " A white light where a red or green signal is usually shown must be treated as a c danger ' signal. " A white light will be in use on the fixed signal posts as a back-light only, and not as a running signal." The greatest danger which exists at the present time is the improper use of the signal, "13 rings " (see pages 55, 56, 58), and during the year 1892 very serious accidents occurred in consequence at Birming¬ ham, Esholt, near Leeds, and minor accidents at several other stations, and the time has now certainly arrived when the dangerous rule must be abolished. Upon the " absolute block " system an interval of space should be maintained between all trains. Now in certain cases, when two trains are required to be joined into one, the Board of Trade allowed a special block signal to be introduced, "13 rings on the bell, section clear, and station or junction blocked." Some of the railway companies have, however, made rules by which the 13 rings are not now used except for special pur¬ poses, but are used constantly. This is a great danger, and can only save about a minute in time, if so much. "When two trains which can possibly come into collision at a junction are approaching at one and the same time the " Be ready " for the one should be accepted, and for the other refused, with the result that one train should THE DANGER OF " 13 RINGS." 73 be detained at tbe box in tbe rear. Now, the com¬ panies do not work so ; they accept the " Be ready " for one, and simply give " 13 rings," which allows the other train also to approach. All the safety of the absolute block system is destroyed, as there is nothing but the thickness of the junction home signal-post between safety and a collision. If a driver over-runs the dis¬ tance of sometimes only six yards an accident follows. Both at Birmingham and Leeds the drivers passed their home signals and fatal collisions followed ; but the chief cause of both is the use of the " Come at caution " arrangement. A railway must be worked clear or blocked—go or stop. The signal "13 rings" tells the driver " line blocked, but go on." The danger of this arrangement is well known to the engine-drivers. Their societies have protested against it for years ; they have passed resolutions without number urging the companies to work the absolute block system, and some six years ago the author was requested by them to attend on the Board of Trade to point out the necessity for absolute block working, especially at junctions. The Board of Trade has condemned the use of permis¬ sive block or the "go at caution " signal, except in the special case of uniting two trains ; yet the companies will not give way, and so far neither the reports by the Board of Trade officers, nor the resolutions passed by the drivers, can get them to abolish the constant use of the dangerous "13 ring signal." So long as the "13 ring rule "is in constant use as it is at present, so long will collisions be caused. Parliament by the Act of 1889 has compelled the companies to provide their lines with the absolute block system. Probably it was not aware that by the use of a special rule the companies' trains can be 74 safe railway working. sent forward when the line is blocked at the j unction ; yet that is what is now done thousands of times every day. It is satisfactory to know that a Member of Parlia¬ ment has given notice to direct the attention of the House to this great public danger as early as possible. The Board of Trade Inspectors, both in the Birmingham and Esholt cases, condemn the use of the " 13 rings," and point out that the signals were badly placed, and on the wrong side of the line. It is also very necessary that companies should come to some rule as to the conditions under which " Line clear'1 or "All clear" can be given, as the rules in vogue on the several railways vary in this respect very considerably. It is much to be desired that the practice in this respect should not only be safe, but should be uniform throughout the kingdom. Controlled or Slotted Signals. The ordinary mechanical slot system enables a signalman at one signal-box or station to control the outdoor starting-signal worked by another signalman at the station in the rear in such a manner that it cannot be taken off without the concurrent action of both signalmen ; but either man, independently of the other, can instantly place the signal to danger. Fig. 10 shows the usual arrangement of " slot." It will be seen that there are two levers and weights— one worked by each signalman ; and unless both be raised, the signal cannot be lowered. As soon as both men require the signal to be lowered, the weights take the position shown in the dotted lines, and the arm A controlled signal. 75 Mis by its own weight, assisted by the small balance- weight as illustrated. The mechanical slot is there¬ fore perfect in its action for moderate distances, and will even work well up to a distance of 1,000 yards. The "electric slot-signal/' Fig, 11 derives its name from the fact that it has the same objects as the mechanical slot, but it has the very great advantage of being capable of controlling the work¬ ing; of a signal by means of elec¬ tricity at any required distance. The action of the apparatus is as follows : When a current of electricity is sent through the electro-magnet m of the electric slot it keeps the armature, which is attached to the vertical lever h, attracted, and on pulling the )s| wire, raises the weighted lever fixed at the foot of the signal- .. post, and the arm is lowered to ^ the all-right position. If now }t the current of electricity is cut off, the attraction ceases, and the vertical lever falls away from the magnet, and striking the clutch c, releases the wire, and the signal-arm is raised to Fig. 10.-—Mechanical Slot " danger " by means of the Signal Apparatus. weighted iever. The treadle SAFE RAILWAY WORKING. Pifff/o/:' £Zu.tc/i. ---JPiv o& o/> A anc7 ô/'S. Fig. 11.—Electric Slot Signal Apparatus. THE ELECTRIC SLOT* 77 apparatus already referred to enables the passage of the train itself over the line to act upon the electric slot signal, and places it to " danger " at the rear, even in case a signalman should omit to do so. By this arrange¬ ment and combination points and facing-point locks must be set in the proper position before "Line clear" can be signalled for a train to approach. Points cannot be moved for shunting or other purposes when the line has been signalled "clear." The "Line clear," or "Train out of section " signal cannot be sent a second time until the approaching train has arrived at and passed over the treadle. The outdoor starting-signal cannot be lowered to permit the entrance of a train into a block section without the consent and concurrent action of the signalmen at each end of the section, and it must be reset to " danger " behind every train ; and this is insured by the action of either signalman, or, in case both should forget, by the action of the train itself passing over the treadle. When once the starting- signal has been lowered and placed to " danger " after a train has entered the section, either by the signal¬ man or by the action of the treadle, it cannot be again lowered until that train has passed out of the section and over the treadle at the other end, and until the signalman in advance has given " Line clear " for another train to enter the section. The apparatus is so constructed that the signalmen cannot work it otherwise than in the proper order. The omission to give any of the ordinary block sig¬ nals, or to put the outdoor signals to " dangerafter the passing of a train, prevents the apparatus being again worked, as, after receiving " Line clear," the starting-signal is lowered and put to " danger " in the 78 safe railway working. rear of a train. ; and " Line blocked " must first be sent before "Line clear" can be given a second time for another train. The Improved Facing-point Lock and Duplex Detector. The invention has been designed and perfected by Messrs. Saxby and Farmer to obviate the danger which arises when a connecting-rod between a set of points and the locking apparatus breaks. Under the old system such mishap would permit of the point-lever being placed in its intended proper position, but the points, Fig. 12, would have remained unmoved, and would actually be lying in a contrary direction to that which the signal, if given, would indicate. The detector lock, Fig. 13, consists of a double-action plunger, which, when the points stand in one direction, is pulled, and when in the other, pushed into the appropriate hole in the tie-bar between the tongues of the points. Thus, if, owing to a broken rod, the points have not been moved, the signalman is warned of the fact by being prevented from lowering any signal which would be contrary to the actual position of the points themselves. As is the case with the ordinary locking-bars, whilst a train is travelling through the points, it is itself master of the situation ; not even the signalman can inadvertently change their position until the whole train has passed clear of the locking-bar. It therefore follows that by the union with the " block " instru¬ ments, as already described, an accident is rendered impossible from the failure of facing-point rods and connections. FACING POINT LOCKING 79 Mr Fig. 13.—Improved Duplex Detector. 80 safe railway working. Junction Block Working. Junction block working should always be adopted, and yery strictly carried out. No two trains should ever be allowed to approach a junction at one and the same time, either upon converging or crossing lines, otherwise the required certain interval of space is actually reduced to nothing more than the thickness of the junction signal-post, Fig. 14 (Plate II.). The " Line clear " signal for one should be accepted, the other refused, so that the second train may be stopped at the box in the rear. At all double-line junctions it is possible for a train in one direction to be cut in two by one in the opposite direction ; therefore, no two trains which can in any way come into collision at the junction crossings should be accepted by a junction signalman when working under proper rules. A recent improvement provides mechanically for junction block working, and renders it impossible for trains to approach at the same time. Locking Gear for Signal-arms. Attention should here be directed to the importance at all junctions of placing an actual lock upon the signal-arm itself, as well as upon the levers in the signal-box. The ordinary interlocking frame prevents wrong signals being lowered by the man in charge, so long as the connections, rods, and wires are in proper order ; but if (as was the case at EarFa Court recently) a rod should fail, the system is rendered useless. To avoid this danger, Mr. Davis, of the Great Eastern Railway, invented, and Messrs. Saxby and Farmer manufacture an efficient apparatus, which appears to CONFLICTING SIGNALS PREVENTED. 81 satisfactorily insure the impossibility of two conflicting signals being off at one time. To prevent this, the action of lowering one signal is made to actuate an extension of the rod to the other conflicting signal. This " lock-rod," as it is called, works a mechanical hooked bell-crank which directly locks the arm itself, which must always be "on" when the conflicting signal is lowered, as the same action which lowers the one locks the other. Having described the method of locking, let it be supposed a fracture has occurred in the rod working a branch home signal at a j unction, and that the signal has been lowered to, or stands " off/* and remains in that position after the signalman has returned the lever in his box to the normal posi¬ tion, as the balancing of the arm is altogether insuffi¬ cient to overcome the friction of the rollers in the long length of rod or wire. The action of returning the lever of the branch signal to " danger " would, of course, unlock the levers in the locking frame in the box, but should the signalman, without knowing of the failure of the rod, attempt to lower the main line signal, he would be unable to do so, as the actual locking on the main arm would prevent its being taken 11 off." It will be found, by taking any example, that whichever rod breaks, no two opposing signals can be standing off at one time, and it has the further advan¬ tage of immediately acquainting the signalman that something is wrong with the apparatus. The method can be carried out with signals of any type, whether worked by rod or wire, and is stated to be comparatively inexpensive in its application. It can be applied, however complicated the station or junction may be, and is certainly the only direct G 82 safe railway working. mechanical lock between conflicting signal-arms. The locking device of one arm may be made to act upon and control the locking device of one or several other arms directly between the signals themselves, without the intervention of the movement of the levers ; or the locking device on any signal-arm may be connected back to the levers in the locking frame, so as to lock or unlock any levers as may be required. It would appear that if so simple and effective a method of preventing accidents can be applied for a comparatively small cost, railway companies should give this matter their earnest consideration. Signal connections will always be liable to failure, for what¬ ever care is taken in their manufacture, absolute secu¬ rity cannot be guaranteed by any tests of the material, so that a method by which these failures are rendered harmless is of the greatest importance, both tp the public and the servants. Clearance or Train Safety Bars. Railway collisions frequently occur in consequence of a train being kept waiting for a considerable time at a " starting" signal, and being either out of sight of the signalman, or in consequence of fog the man forgets the presence of such train and lowers his home signal in the rear for the following train. To avoid these accidents, clearance bars should be adopted. They consist of a series of locking bars placed between the starting signal and the signal-box, and so long as a train or engine is standing upon this portion of line the block instrument and the home signal are locked at " danger/' and a signalman is unable to commit an error. single lines. 83 Single Lines.—The Train Staff System. Some of the most serious accidents which have occurred from defective systems of signalling and work¬ ing have been occasioned by trains meeting upon single lines of railway ; for instance, the collisions at Norwich and near Radstock. On small branches, or sections, with light traffic, only one engine in steam or two coupled together should be allowed at one time. All other single lines should be worked under the train staff and ticket system, combined with the absolute block system of signalling. So long as the "staff" is at one end of the section, trains can be permitted to leave with a ticket, but after the staff itself has been sent away in charge of the last driver, no train must, under any circumstances, be started until its return. A few companies work single lines by means of telegraph messages sent from a crossing agent at the principal station, who arranges where trains in opposite directions are to pass each other. This system is extremely dangerous, and has caused many accidents, as the least mistake in a telegram may result in a serious collision. Single Lines.—The Train Tablet System. The train staff system (see above) combined with the absolute block system has for years been considered the best and safest method of working single lines. Delay, however, frequently occurs in consequence of the staff being at the opposite end of a section, and on some occasions it becomes necessary to send either an engine or a man on horseback to convey the staff to 84 SAFE RAILWAY WORKING the end of the section at which it is required. Under the staff system traffic can only be sent off from one end, although the whole section of line may be per¬ fectly clear of trains. To overcome the difficulty Messrs. Tyer have introduced the " tablet system." The idea of this system takes its rise from the self- acting machines which supply post-cards, &c., with the difference that the slide of the tablet apparatus is unlocked by means of an electric current instead of by a penny ; and in the tablet system the electric current is not intended to unlock the instrument at more than one end at one and the same time. A tablet has to be carried by every train upon the single line. When no train is in the section the tablet instruments are not in use, and the word " In " is shown on the white ground of both discs, indicating that the tablets are all in the instruments. For the purpose of illustrating the course to be adopted, À and B are supposed to represent two signal boxes, one at each end of a section of single line. Upon the approach of a train A gives to B the proper "Is line clear1 signal, which, having been repeated back by B, the signalman at A must push in the bell- plunger, and hold it until the galvanometer needle falls to zero ; the signalman B must then push the slide in the instrument well home, and then draw it out empty to the extreme extent ; this unlocks the commutator and lower disc, and causes the galvanometer to fall to zero ; A must then turn the communicator from " In " to " Out," and draw out the slide containing a " tablet/1 and give such tablet to the driver as an in¬ struction to proceed. As soon as the train arrives at the other end, the Junction Block Workinc and System of Signalling. Fleets H f Fig. 14) NOTE, No two trains should/ be/ allowed/ to leave/ F and/ & xrv the direction/ of F ccb one/ time/ as they may come into collision/ at- point IK. A,Fown/Mtiti/atuL an Tip Branch train/must not te allowed/ to approach the crossings IT at one time/. head lights. 85 driver hands the tablet to the signalman B, who, hav¬ ing placed it in the slide, pushes the slide in, and turns the communicator to "In." The slide must not be withdrawn until it has been pushed well home, the gauge adjusted so as to allow a tablet to be withdrawn or not, and the locking magnet has given a "click" ; in the same manner the " click " must be observed when a tablet is placed in the apparatus. It is usual to supply the instrument at each end with fifteen tablets in order that several trains may follow in the same direction. The system is in use upon several railways, and, it is stated, works satisfactorily, and saves much time. It is to be hoped that the system will prove absolutely reliable, and that by mischance two tablets will never be issued to drivers at both ends of a single line section at the same time. At the best of times a single line of railway is always a source of inconvenience and danger ; probably the increase of traffic will necessitate the doubling of the existing single lines, and Parliament should most firmly refuse to permit the construction of any new ones. From the shareholders* point of view it should be remembered that if a proposed new railway does not warrant the construction of a double line it is not worth making, as very few, if any, single lines, pay a reason¬ able dividend upon their cost. Head Lights. Every engine carries a distinguishing head lamp, the following being the code employed upon the London and North-Western Railway :— 86 safe railway working. 1. Engines of fast passenger trains, fish, trains, and break-down van trains. Two white lights—one over each buffer. Pish and break-down van trains by day must carry a white diamond board over right-hand buffer. 2. Engines of slow passenger trains, and light engines. A white light oyer left-hand buffer. 3. Engines of " express " goods and through trains of cattle, perish¬ ables, and shipment traffic. One green light over right-hand buffer, and one white light over left-hand buffer : a white diamond board at bottom of engine chimney during daylight.—See Note A. 4. Engines of fast goods trains not having to stop at intermediate stations and sidings ; also ballast trains not stopping to do work on the road. Two green lights—one over each buffer. A white diamond board over left-hand buffer of engine during daylight. 5. Engines of stopping goods, mineral, and ballast trains. One green light over left-hand buffer. Where there are more than two lines (one up and one down), a green light must be carried at foot of chimney by engines of all trains travelling on the auxiliary lines. Light engines on the auxiliary lines must carry one green light at the foot of the chimney, the light on the buffer plank being dispensed with. Note A.—Urgent express goods, cattle, meat, or vegetable trains requiring unusual despatch, will, under special instructions from the district superintendents, carry the following distinctive head sig¬ nals :— By day—A white oval board, with green cross on it, at foot of chimney. By night—One green light over left-hand buffer, and one white light over right-hand buffer. Shunting upon Main Lines. Several collisions have taken place during recent years in consequence of the absence of Lie-by Sidings, and the necessity to shunt goods trains from one main line to another for other trains to pass. On the 11th November, 1890, a serious collision occurred at Norton Fitzwarren upon the Great Western Railway, by which ten persons were killed and twelve SHUNTING ON THE WRONG LINE DANGEROUS. 87 injured. A goods train haying been shunted, was for¬ gotten by the signalman. It has been urged that " clearance bars " and several other appliances should be used to protect shunted trains ; the only safe and proper remedy, however, is to have lie-by sidings for shunting, and abolish completely the dangerous prac¬ tice of shunting from one main passenger line to another. Several railway companies in consequence of this accident have had returns made showing the numbers of trains thus shunted, and a number of lie-by sidings have been ordered, and are now in progress of con¬ struction. The author, however, would urge upon drivers and guards to take precautions to protect their own safety and the safety of their trains by reminding the signal¬ man of their presence upon a wrong line. When a train is placed in a dangerous position, or if it be kept standing waiting for signals, the fireman or the guard should go at once to the signalman to ascertain the cause, and thereby prevent the signalman forgetting the train. An engine-driver, when shunted on to a wrong road, should keep an eye upon the signals which protect him, and if he observes that by error the signalman is lowering those signals which should be " on/? he should instantly open his whistle and take steps to call attention. If drivers, firemen, and guards would take this hint, which is thrown out for their own safety, the author is convinced that many of the collisions which now occur in consequence of signalmen " for¬ getting " trains would be avoided. On the London and North-Western Railway a rule has now been made that— 88 safe railway working. " When it is necessary for a train to be shunted on to the opposite line for another train to pass, the fireman must go into the signal-box and remain there, to remind the signalman that the road is occupied. " At night and during fogs or falling snow, the head lights of the engine of any train so shunted must be reversed to show red lights in the direction of an approaching train on the same line. ** If the fireman is unable to remain in the signal-box, he must obtain the iron target which is used in front of the engine to denote^the description of train, and place it on the lever of the home signal for the road occupied.' Hydraulic Working and Interlocking of Railway Points and Signals. Messrs. Saxby and Farmer have lately introduced the system of working points and signals by hydraulic pres¬ sure. It is being tried on the Mediterranean railway, also in India and America, and a description is there¬ fore necessary in this volume. The hydraulic power is created by working the hand pump and raising the accumulator, and the fluid pressure so obtained is con¬ veyed by small pipes to cylinders with pistons fixed at the points and the signals, the transmission of the power being regulated by the working of the small levers in the miniature locking frame. By these means points and signals can be worked with the greatest ease, irre¬ spective of the distance they may be from the cabin, scarcely any manual labour being required. Fig. 15 illustrates the plan of facing points worked and inter¬ locked by the hydraulic system. To obviate difficulty from freezing during severe winters, a mixture of glycerine and water is used. I Fig. 15,—Hydraulic System. CHAPTER IV, RAILWAY BRAKES. In nearly all the more calamitous of the great railway accidents of recent years, those which have been attended by the largest destruction of life, rolling-stock, and property, it has been constantly proved that even if the first cause of the catastrophe, such as the break¬ ing of axles, or failures of signals, &c., were admitted to have been unavoidable, all the worst consequences would have been either entirely prevented, or very greatly mitigated, if the train had been fitted with an efficient automatic continuous brake ; it is, therefore, an extraordinary fact that the introduction of such brakes has been delayed for years in this country, and the story of the battle of the brakes, when ultimately written, will form one of the most curious, but certainly not the most creditable chapters in English railway history. As soon as railways were introduced, it became apparent that it was essential to public safety that trains should be capable of being stopped in the least possible distance in case of accident, or of an obstruc¬ tion on the line, and this necessity constantly increases as the weight and speed of trains become so marvel¬ lously augmented. An ordinary main line express train may be considered as equal to about 220 tons. THE NEWARK TRIALS. 91 including the engine and tender ; such a train running at a speed of 60 miles an hour, passes over a space of 88 feet per second, and has a vis viva, or stored-up force, of equal to no less than 26,452 foot-tons ; and if the train comes into collision, it will strike another train or any obstruction with a blow or destructive force equal to a ton weight falling from a height of five miles. To stop the train in the shortest space, and destroy this enormous momentum is the great object of efficient brakes. For many years the hand brakes upon tenders and guard's vans were considered sufficient, but experience has long since proved that they do not provide for safety. Mechanical and non-automatic continuous brakes were next invented; they are useful under ordinary circumstances, and so long as they remain in order, but they are absolutely powerless in cases of emergency, or at the very moment when required to act as life-saving appliances. All non-automatic brakes are slow in action, liable to fail at any moment, and in case of accident are rendered useless. These very serious defects led to the introduction of automatic or self- acting brakes. Every engine, tender, and vehicle should carry its own store of brake force ready for instant use ; it therefore follows that if every coupling in the train were to be broken, each portion or vehicle would stop itself. This principle has been worked out, and perfection appears to have been reached in the form of continuous brakes fitted to every wheel capable of application by the driver (or either of them when two engines are employed), by either of the guards, and self- acting in case of accident. In June, 1875, the celebrated Newark brake trials were conducted under the direction of the Royal Com- 92 SAFE RAILWAY WORKING. mission on Railway Accidents ; the ground selected was part of the Nottingham and Lincoln branch of the Midland Railway, extending from near Newark to Thurgaton, since known as the racecourse. The following table shows the systems tried and the results obtained when the utmost was done to stop the trains by the application of all available brake-power, the use of sand, and the reversing of those engines not provided with brake blocks. NEWARK TRIALS (Series 1, Section E). Railway Company. Midland L. & Y. L. & N.-W. Midland L. & Y. G. N. Caledonian L. B. & S. C. Name of Brake. *Westinghouse automatic *Fay and N.-E. engine . f Clark and Webb . . . * Barker hydraulic . . fFay and L. & Y. engine f Smith vacuum . . . f Steel Mclnnes. . . . *Westinghouse vacuum . Speed, miles per hour. 51J 67i 47i 50J 45j 45 49J 52 Distance of stop in feet. 825 1,385 964 1,101 913 905 1,120 1,533 Retarding force in per¬ centage. 10-64 7-94 7*79 7-64 7-60 7-47 7*33 5-88 The brakes are placed in the order of merit and efficiency, as shown by the percentage recorded in the last column. To accurately estimate the relative value of a brake is very necessary, and as trains are of different weights, and running at various speeds, direct comparison is impossible, but the desired information is easily obtained by establishing a " basis or comparison," and expressing the average efficiency of the retarding force of the brakes in percentages of the weights of the trains. This method of comparison is thus worked out : the * Brakes applied to engine wheels, f Engines reversed being unprovided with brakes. BRAKE FORCE. 93 weight and speed of a train being known, the foot-tons of energy accumulated in it are at once found by multiplying the speed by itself (squaring the speed), also by *0334, and by the total weight of the train. Now, the work done by a brake in stopping a train, must, of course, be equal in amount to the total energy of that train, and this work is made up of the retarding force multiplied by the distance through which it acts ; it therefore follows that the retardation of a brake equals the energy, or vis viva of the train divided by the dis¬ tance run in making the stop. To facilitate calculation, it is found most convenient to express the relation or proportion of retarding brake force in the form of a percentage of the total weight of the train ; thus, if a train of 200 tons weight has been stopped by the application of a brake force of 20 tons applied to the brake blocks, it is clear that it can be expressed as a retarding force of 10 per cent. The following useful formula enables the average brake force exerted in making any given " stop11 to be calculated : thus, suppose a train to be stopped from 50 miles an hour on the level in 835 feet, 50 squared multiplied by 3*34 and divided by 835, gives the 502 result 10*; or thus, 3*34 g|g = 10*> which means that the average brake force was 10 per cent, or 10 tons for every 100 tons of the total weight of the train. The celebrated Newark trials were followed by others, on the North British Railway, December, 1876 ; North Eastern, May and June, 1877 ; Belgian State Rail¬ ways, 1876 and 1877 ; Germany (near Gassel), August, 1877 ; North Eastern Railway, October, 1878 ; Paris Lyons Railway, April, 1879; North Eastern Railway, 94 SAFE RAILWAY WORKING. July, 1879 ; Lancashire and Yorkshire Railway, July, 1880. On the 14th and 15th July, 1879, Captain Galton conducted experiments on the North Eastern Railway, near York, with a train of sixteen vehicles fitted with the Westinghouse automatic brake ; total weight, 207 tons 19 cwts., 91*5 per cent on braked wheels. Brake applied by driver. Spcei per hour. Gradient. Stop in yards. Time in seconds. Retarda¬ tion in per¬ centage. Distance in yards which would have been run had the speed been 50 miles an hour. j 51 48 50*5 Down in 1,200 Level Level 207 190 225 14-75 14-5 16-5 14-0 13-5 12-6 198 206 220 Train " slipped." Brake automatically applied. 52-5 55- 59-5 50- 52 58 Level Level Level Level Dp 1 in 200 Level 223 208 290 173 187 260 16-75 15-5 19-0 13-25 14-75 16-75 13-7 16-1 13 5 16-0 15-6 14-4 203 172 206 173 178 193 Brake applied from van against engine with, full steam on. 27 Level 68 9 | 11*0 I 252 Captain Galton also conducted a series of experi¬ ments on the Lancashire and Yorkshire Railway at Gisburn, July, 1880. The following table gives the averages of all stops reduced to 50 miles an hour on a level with the allowance made for the different percentages of the braked portion of the train to the unbraked portion, allowance being also made for the rotating momentum of the unbraked wheels in the train :— THE BOARD OF TRADE CONDITIONS. 95 Brake. Stops "by driver. Stops from van. Slip stops and automatic action. Distance in feet. Retard¬ ation in per cent. Distance in feet. Retard¬ ation per cent. Distance in feet. Retard¬ ation per cent. Westinghouse, G. N. train 727 11-49 — 441 18.94 Westinghouse, L. & Y. train 716 11-66 895 9*33 668 12-50 Eame's vacuum . 752 11-10 914 9-14 754 1108 Sanders' vacuum 891 9-37 1,111 7*19 722 11-57 * Fay-Newall 817 10-22 —— • - 1 Since the trials mentioned in 1875—1879 and 1880, several brakes have been removed, and others have been perfected or improved. Under these circumstances the Amalgamated Society has recently resolved that some further trials are now required, and if the neces¬ sary facilities can be obtained, it is prepared to carry out or be represented at such experiments. As long ago as the 30th August, 1877, the Board of Trade forwarded a circular to the companies, in which the advantage of having uniform brakes upon all lines was pointed out, and stating that there had been no attempt on the part of the various companies to agree upon what are the requirements which, in their opinion, are essential to a good continuous brake. In the opinion of the Board of Trade, the conditions should be as follow — (a.) The brakes to be efficient in stopping trains, instantaneous in their action, and capable of being applied without difficulty by engine-drivers or guards. * The Fay-Newall brake was applied by two guards to two sections of four vehicles. 96 SAFE RAILWAY WORKING. (6.) In case of accident, to be instantaneously self- acting. (c.) The brakes to be put on and taken off (with facility) on the engine and every vehicle of a train. (d.) The brakes to be regularly used in daily working. (e.) The materials employed to be of a durable character, so as to be easily maintained and kept in order. The celebrated conditions, it will be noticed, are so obviously necessary and practical, that they are scarcely open to discussion. It might have been supposed that the various com¬ panies would have at once attempted to secure both an efficient brake and uniformity of system ; but unfor¬ tunately this has not been the case. Companies which work in direct connection, and exchange a large amount of rolling-stock, do not even employ the same system ; the result is that the vehicles of one company cut off or render useless a portion of the brake power upon another company's train. So great has this difficulty become, that it has been necessary to actually fit a large number of vehicles with two complete brakes, of course at double cost. The extremely unsatisfactory state of the brake question, as it existed in 1886, is clearly shown by the facts recorded in the following report made by the writer :— THE CONTINUOUS BRAKES QUESTION AS IT EXISTED IN THE YEAR 1886. Report by Mr. Clement E. Stretton, Consulting Engineer, to the General Secretary of the Amalgamated Society of Railway Servants. [Copy.] Leicester, October 28, 1886. Dear Sir,—In accordance with the wish expressed in your letter of the 20th instant, I have carefully examined the Continuous Brakes return for the first half of the year 1886, which has, since the meeting of the Congress at Brighton, been issued by the Board of Trade. It again furnishes evidence (if any were required) that the companies are not taking the neces¬ sary steps to arrive at the use of a general system, and it is very unsatisfactory to find that a considerable amount of rolling stock has during the past half-year been fitted with inefficient non-automatic brakes which make no claim to fulfil the conditions laid down by the Board of Trade, thus practically placing that depart¬ ment of the Government at defiance. I have drawn up the following tabulated statement, showing at a glance the amount of stock fitted and unfitted on the 30th June, 1886 h 98 SAFE RAILWAY WORKING. Engines fitted with brakes. Engines fitted with apparatus for working the brakes. Carriages, &c., fitted with brakes. Carriages, &c., fitted with pipes or chains only. Total amount of stocky returned as fitted with brakes which appear to comply with conditions of Board of Trade . / Total fitted with brakes which do - not comply . . Total fitted .... Not fitted with any continuous brake . Total passenger roll¬ ing stock therefore . 2,604 1,216 1,376 1,435 22,230 13,111 4,623 3,274 6,631 849 43,238 8,552 7,480 51,790 From these figures it will be seen that out of a total of 7,480 engines and 51,790 carriages, &c., only 2,604 engines and 22,230 vehicles have brakes which even " appear " to fulfil the Board of Trade conditions, and from a further examination of some of the brakes I am able to report that a large number of vehicles returned as efficient are not so in actual practice. This latter fact appears to be known to the Board of Trade, as on page 28 the return states in a footnote, "These totals are tjie numbers of engines and carriages returned by the railway companies as fitted with continuous brakes. It will be observed, however, that some of the brakes so returned but very imperfectly fulfil that designation." A careful examination of the return shows that it is so full of incorrect statements that for all practical purposes of comparison it is absolutely useless. For instance, the North London Company reports that the THE TWO-MINUTE BRAKE. 99 Clark and Webb chain brake fulfils the necessary con¬ ditions, whereas the London and North-Western makes no such claim. The Midland and Great Western Companies include a large amount of rolling stock as fulfilling the con¬ ditions, which is fitted with the dangerous "leak-off" or two-minute vacuum brake. It is hardly necessary to here report that this system is not efficient, as the numerous accidents which have been caused by it and the reports of the Board of Trade inspectors have clearly proved this fact. The Midland Company has fitted 175 passenger engines and tenders with what the return calls an automatic steam brake, working in conjunction with the vacuum brake on the train. I have examined and tested the appliance, and find that although it may do very well under ordinary circumstances, it is absolutely useless in case of disaster, as the moment the engine and tender part, the steam pipe is broken, and the so- called automatic steam brake fails to act ; therefore it does not fulfil the important condition of being efficient and self-acting in case of accident. The tabulated statement which will be found on page 3 of the return is incorrect and very misleading. The totals given include engines fitted with apparatus for working the brakes, and vehicles which have only through pipes, but no brake blocks. Such rolling stock does not fulfil any condition, as there can be no pos¬ sible brake power when an engine has simply the apparatus for working brakes on carriages and no blocks on its wheels ; neither can vehicles with pipes only be of any value in case of accident. I have now before me details of a recent case in which a train was 100 SAFE RAILWAY WORKING. sent out with an engine with no blocks on its wheels, and eighteen vehicles, fourteen of which had through pipes only. Such a train would be returned to the Board of Trade as working a certain number of miles with a continuous brake ; but in fact it was almost in as bad a position, as regards stopping power, as a train without such a brake; and so long as horse-boxes, fish-trucks, and other vehicles are run in passenger trains it is essential to safety that they should be pro¬ vided with the continuous brake gear complete. If, therefore, the inefficient systems, and the engines with apparatus, and vehicles with pipes, be deducted from the brakes which " appear " to comply with the con¬ ditions, the unsatisfactory aspect of the brake question will be very clearly seen. The policy of the London and North-Western Company in removing the Clark and Webb chain brake, and substituting the simple vacuum, which does not comply with the conditions, is most unsatisfactory, as it is but a waste of a large amount of shareholders' money, for without doubt this vacuum brake will at some future time either have to be entirely removed or altered to an automatic system at a further cost. The Manchester, Sheffield, and Lin¬ colnshire Company's return shows that it is continuing the use of the same Smith's vacuum brake which led to the death of twenty-four persons and injury to sixty- two at Penistone two years ago. Another accident occurred at Penistone on 1st September last, when part of an express train ran back, coming into collision with a waggon standing in a siding near the buffer stops, thus causing injury to twenty-four persons; and from my examination of the place and the facts, I have no doubt whatever that if the train had been fitted Witt mr. strettotnt5s report, 101 an automatic brake the accident would not have taken « place. For some time past it has been well known to the Amalgamated Society that certain companies will never settle or attempt to settle the brake question until com¬ pelled to do so. It is therefore to be hoped that Par¬ liament will deal with Mr. Channing's Bill at an early date next session. The returns relating to brake failures are, as upon previous occasions, very incorrect ; a large number of cases, of which the Society has details, are not reported at all, and others are either placed under the wrong headings, or are even charged to the wrong brakes. It is also important that the companies should be required to furnish the name of the place where the failure occurs, as without this information it is impossible to trace a case, or to know if it is or is not reported. The Metropolitan Company, for instance, gives twelve cases in which " a train overran the platform of a station " through the failure of Smith's vacuum brake. The Great Eastern, and Glasgow and South-Western, also omit the names of stations. The Lancashire and Yorkshire Company report an actual failure to act on 25th February at Hindley simply as one of delay, whereas it is a case which ought to have been recorded under Class 2. The same company records ball-valves and vacuum apparatus out of order, as belonging to the Westinghouse brake. The Midland Great Western of Ireland reports three failures of Smith's vacuum brake simply as delays, but they belong to Class 2, as the trains ran past stations six, five, and eleven carriage lengths respectively. During the half-year there have been three col¬ lisions reported caused by failures of continuous brakes. 102 SAFE RAILWAY WORKING. (1) The vacuum pipes on a Great Northern train be¬ came uncoupled, and a collision with the buffer stops at Kirkstead was the result. (2) À North-Western train ran into the buffer stops at Sutton Coldfield, owing to the breakage of the stalk of the ejector of the vacuum brake. (3) The coupling of a North-Western engine broke near Birmingham, and the carriages ran into the engine, as the vacuum brake failed to stop them. It is hardly necessary to point out that these three accidents could not have occurred if the Great Northern and North-Western companies had employed brakes which are automatic in action. The Board of Trade requires that the returns relating to brake failures should be placed under one of three heads, as follow : (1) Failure or partial failure of the continuous brakes to act when required in case of an accident to a train, or a collision between trains being imminent. (2) Failure or partial failure of the con¬ tinuous brakes to act under ordinary circumstances to stop a train when required. (3) Delay in the working of trains in consequence of defects in, or improper action of, the brakes, distinguishing whether they arose from neglect or inexperience of servants, or failure of machinery or material. It would be a very great advantage if the totals of each brake, under each heading, were placed in a sum¬ mary or tabulated form, as at present the information extends over fifty-eight pages of the return, and there¬ fore cannot be easily compared. The London, Brighton, and South Coast Railway reports that five accidents have during the half-year been avoided by the use of the Westinghouse automatic brake. The working of the Steel-Hclnnes brake has become railway regulation act, 1889. 103 practically extinct ; it has been removed from the three engines upon the Caledonian to which it was fitted, and its removal from the carriages is now being carried ont. In view of the very unsatisfactory manner in which the companies make their returns, I trust the Board of Trade will appoint a committee, as suggested by the recent Congress, to examine and report upon the various brakes. In this report I have only dealt with a few of the incorrect and misleading statements, but sufficient has been said to prove to you and to the Society that for all practical purposes the Board of Trade return has been rendered valueless.—I am, yours faithfully, (Signed) Clement E. Stretton, Consulting Engineer A.S.R.S. To E. Harford, Esq., General Secretary A.S.B.S., 306, City Road, London, E.C. The Railway Regulation Act of 1889. TJpon page 10, of this volume the author expressed his opinion that certain railway companies would never attempt to settle the brake question until compelled to do so. The necessary compulsion has since been applied by Parliament, by means of the Railway Regulation Act, 1889, which was passed more especially in con¬ sequence of two very disastrous accidents. (1) On the 16th September, 1887, a serious collision occurred at Hexthorpe, upon the Manchester, Sheffield, and Lin- 104 SAFE FAIL WAY WORKING. coin shire Railway, when twenty-five persons were killed and ninety-four injured. The block system had been suspended ; a curve and bridge obstructed the driver's view until he was within 359 yards of another train. That distance was more than ample to have stopped a train provided with a proper automatic continuous brake, but unfortunately the company only used Smith's simple vacuum brake, which is well known to be inefficient, and constantly fails to act when required. On that occasion it did fail to act, and the terrible loss of life followed. (2) On the 12th June, 1889, a terrible accident took place at Armagh, when the rear portion of a passenger train ran back down an incline and dashed into a following passenger train, in consequence of Smith's vacuum brake being non- automatic. Eighty lives were lost and 260 persons injured. This disaster caused the Government to prac¬ tically adopt the Bill which Mr. Channing* had intro¬ duced for so many years, and the Railway Regulation Act of 1889 was passed 30th August, 1889. The Board of Trade, under the powers granted, issued a circular to the companies, dated 24th October, 1889, directing attention to the fact that the block system, interlocking system, automatic continuous brakes, and other requirements were necessary, and that " The Board of Trade propose that the time limited for compliance with the orders should not exceed :— "For adoption of block working • . one year. For adoption of interlocking . . eighteen months. For adoption of continuons brakes . eighteen months?1 The Board of Trade requires the brakes to be capable BRAKES IN USE IN 1890. 105 of being applied by engine-drivers and guards, and self-acting in case of accident. Under this heading we find three systems —namely, the Automatic Yacuum, Steel-Mclnnes, and Westing- house Automatic. The Steel-Mclnnes brake, however, is only fitted to twenty-nine vehicles upon the Cale¬ donian Railway ; we may, therefore, consider that for all practical purposes there are but two brakes returned as efficient. Under the second, or non-efficient, heading the fol¬ lowing brakes are recorded :— Clark's Chain, Clark and Webb's Chain, Fay's, Ne wall's, Parker-Smith's, Smith's Yacuum, Yacuum Webb's, Westinghouse Non-automatic. The annexed table shows the total number of vehi¬ cles fitted and unfitted at the close of the half-year ending 30th June, 1890 :— Engines. Vehicles. Fitted with efficient "brakes fulfilling the Board of Trade conditions . . . 4,749 38,237 Fitted with brakes which do not fulfil conditions ...... 539 5,912 Fitted only with apparatus for working or connecting brakes, or with through pipes, rods, or chains. . . . 4,746 7,644 Not fitted with either continuous brakes, apparatus, pipes, or chains . . 410 2,263 Total stock, therefore . 10,444 54,056 It will be observed that the brakes on 539 engines and 5,912 carriages will have to be changed from dangerous non-automatic systems to one or other of the two automatic systems. 4,746 engines, and 7,644 vehicles which now have simply pipes and apparatus, require to be fitted with brake blocks, and 410 engines and 2,263 coaches require brakes complete. 106 SAFE RAILWAY WORKING. On the 4th of March, 1890, a very serious collision occurred at Carlisle, in consequence of the Automatic Vacuum Brake failing to act upon a London and North- Western express train, in consequence of its being frozen, thus causing the deaths of four persons and injury to fifteen others ; the following being the verdict of the coroner's jury :—" We find that the deceased, Jeannie Muirhead Lowson, Walter Ford, Mary Huxter, and William Lowles, were accidentally killed owing to the train in which they were travelling overshooting the platform and coming into collision with an engine belonging to the Caledonian Railway Company, and that such collision was entirely due to the failure of the brake with which the train was fitted. We acquit the driver of all blame, and are of opinion that he used all available means at his hand to stop the train. We are further of opinion that the London and North- Western Railway Company are incurring great respon¬ sibility in using a brake of such an uncertain and unreliable character." The verdict was unanimous, and was signed by all the eighteen jurors. Regulations have been drawn up to overcome the difficulty of this brake freezing, but the recent severe winter has shown that the Automatic Vacuum Brake requires the greatest care, and even then cannot be relied upon in winter time, as, without giving any warning, the main vacuum pipe, especially between the engine and the tender, becomes blocked with ice. The author, having during the past twenty-three years inspected and worked all the continuous brakes in use, is of opinion that at the present time there are but two vehicles with two brakes 107 systems tliat can be considered efficient, or that are at all likely to come into permanent use, namely, the Westingbouse automatic air brake, and tbe Yacuum Company's, or Gresham's automatic vacuum brake. These two inventions may be said to represent the best of their respective classes or principles, and are, therefore, fully described and clearly illustrated. It would no doubt have been better and cheaper to have had one universal brake for the whole country ; but as at present this seems almost impossible, it is not too much to hope that the companies will use either one or other of these two brakes, and rolling-stock intended for through or exchange traffic should be provided with the complete apparatus for each system : this would be a great stride towards the settlement of the brake question. The action of the Westinghouse, or pressure system, is based upon the use of compressed air, or pressure greater than the 15 lbs. of the atmosphere ; whereas the vacuum system is applied by the force of the atmosphere acting upon one side of a piston, from the opposite side of which about 12 lbs. of the atmo¬ spheric pressure has been purposely drawn out or removed. Description of the Westinghouse Automatic Brake. The Westinghouse automatic brake is continuous throughout the train, and is operated by compressed air stored in a main reservoir on the engine, and in small reservoirs, one upon each engine, tender, and carriage, all connected by a pipe running the length of the train. There is also on each vehicle a triple Fig. 16.—Engine and Tender fitted with the Westinghouse Automatic Brake. View from below. the westinghouse brake. 109 valve and brake cylinder, with pistons connected to the brake levers. Maintaining the pressure in the brake-pipe keeps the brakes off ; but letting the air escape from the brake- pipe, purposely or accidentally, instantly applies the brakes, by allowing air to pass from the small reservoirs into the brake cylinders. Fig. 16 shows the brake complete on an engine and tender. The engine, tender, and every vehicle of a train is fitted with the following parts, to be found on Figs. 16, 17, and 18 : A triple valve, f, by means of which the instantaneous automatic action is produced, in conjunc¬ tion with a small reservoir, g, in which is stored the compressed air for applying the brakes ; a brake cylinder, h, with pistons and rods connected to the brake levers and blocks. TJpon the engine is also placed the steam-engine and pump, ab, which pro¬ duce the compressed air ; a main reservoir, c, for storing the air necessary for releasing the brakes and recharging the small reservoirs ; a driver's brake valve D, which regulates the flow of air from the main reservoir into the brake-pipe for charging the train and releasing the brakes, and from the brake-pipe to the atmosphere for applying the brakes. A single line of pipe, e, called the brake-pipe, extends the whole length of the train. Each van has a guard's valve connected to the brake-pipe, and a gauge to indicate the pressure of air. General Principle of Action. Compressed air is the power employed to work the brake. The air, compressed by a pump on the locomotive to, "View from "below, THE TRIPLE VALVE. Ill say, 70 lbs. or 80 lbs. to tbe square inch, fills tbe main reservoir on the engine, and flowing through the driver's brake valve and main pipe, also charges the supplementary reservoirs throughout the train. When a train is running, uniform air pressure exists through¬ out its length—that is to say, the main reservoir on the engine, the pipe from end to end of the train, the triple valves, and the supplementary reservoirs are all Fig. 18.—Enlarged View of Triple Valve, Brake Cylinder, and Supplementary Beservoir. charged ready for work, the brake cylinders being empty and the brakes off. The essential principle of the system is that maintaining the pressure keeps the brakes off, but letting the air escape from the brake- pipe purposely or accidentally instantly applies them. As soon as the pressure in the brake-pipe is lowered, the triple valve piston on each vehicle is moved down by the greater pressure above it stored in the small reservoir, the air is then allowed to pass instantly into the cylinder, force out the piston and rods, and thus 312 SAFE RAILWAY WORKING, cause the blocks to press against the wheels. It fol¬ lows, therefore, that the brake may be applied by the driver or any of the guards, or, if necessary, by a passenger*, as well as by the separation of a coupling or the failure or injury to a vital part of the apparatus, whether due to an accident to the train or to the brake ; and as the brake on each vehicle is complete in itself and independent, should the apparatus on any one carriage be torn off, the brake will nevertheless remain applied for almost any length of time upon the remainder of the train. The brakes are released by an increase of pressure in the main pipe, produced by the driver allowing air to pass from the main reservoir along the train. This moves up the triple valves, recharges the small reservoirs, and at the same time allows the air which had forced out the pistons to escape into the atmo¬ sphere, and the blocks to be withdrawn from the wheels by the spiral spring within the cylinder. By closing the half-inch cock, h, on the branch leading from the train-pipe to the triple valve, the brake on any vehicle can be cut out of the system. A release valve, //, is also placed upon each cylinder, so that in the event of the brakes being applied by the separation of the train, or the breaking of a pipe, or when the locomo¬ tive is not attached, they can be released by allowing the air to escape from each brake cylinder direct. This release valve can be opened from either side of the car¬ riage by pulling a cord, and as it closes automatically there is no fear of its remaining open after being used. To enable vehicles to be detached without setting * If desirable the brake ean.be placed under the control of pas¬ sengers ; but the author does not consider this necessary. ti1è pltlncltlê oe action. 113 the brakes there is an inch cock at each end of every vehicle, which also serves to close the brake-pipe at the ends of the train. These cocks must always be opened after connecting the hose couplings e, and always closed before separating them. It will thus be seen— 1st. That it is the air stored in the small reservoirs which applies the brakes, while the air in the main reservoir releases them ; and 2nd. That the brakes are applied by a decrease of pressure in the brake-pipe, and taken off by restoring that pressure. f So that, whether by the driver or guard operat¬ ing his brake-valve, the accidental separation of the train, the breaking of a pipe, or any other means by which the pressure in the brake-pipe is suddenly reduced below that in the small reser¬ voirs, the brake will be put on, and will remain on. It is, therefore, automatic in its action, and is a " tell-tale " as to its own condition, and the author finds it to completely, fulfil all the Board of Trade requirements. Having considered the action of the brake itself, it is important to trace the effect of admitting air to the brake cylinder and the result upon the brake blocks themselves. For this purpose the four-wheeled carriage, Fig 17, should be examined. Let us take a train charged with air as shown upon the drivers and guard s gauges to 75 lbs. per square inch. If the brake be now fully applied by driver, guards, or automatically, the air in the small reservoirs will expand and the actual force in each of the brake i 114 SAFE RAILWAY WORKING. cylinders when the brake is full on will be 60 lbs. per square inch. The brake cylinder is 8 inches diameter, and each piston contains 50 square inches, therefore we see that each piston is forced out with a power of 50 X 60 equals 3,000 lbs. Each piston and connecting rod con¬ veys the power to the top of the lever shown on the diagram. These levers are 18 inches long between the centres, and at a distance of 12 inches they are con¬ nected to the rods for the inside blocks, and at the bottom they are connected to the outside blocks. One pair of brake blocks therefore forms a fulcrum for the other pair. As regards the inside pair of blocks, that is those nearest to the centre of the carriage, the lever becomes " a lever of the first order," and the power is increased three times ; whereas, as regards the outside blocks it becomes " a lever of the second order," and the power increases twice. Thus it will be seen that— 3,000 X 3 equals 9,000 lbs. on the inside blocks. 3,000 X 2 equals 6,000 lbs. on outside blocks. Total, 15,000 lbs. on each pair wheels. Therefore it follows that when a driver with 75 lbs. of air, puts on the Westinghouse brake, upon a carriage similar to our illustration, he applies a force of 4,500 lbs. to each inside brake block, and of 3,000 lbs. to each outside block, or of no less than 30,000 lbs. to the eight blocks. When it is considered that the Westinghouse brake thus brings a brake block pressure of over 13 tons upon the wheels of an ordinary carriage, in the least possible the westinghouse quick-acting brake. 115 time, it is not surprising that it will bring trains to rest from 50 miles an hour in less than 200 yards. The "Westinghouse Quick-Acting Brake. It has been explained that the ordinary Westing- house Brake is applied, under ordinary circumstances, by discharging air through the driver's valve, and is intended for trains of 20 or 25 carriages. To make the brake still quicker, and available for trains of twice that length, a new arrangement of driver s valve and triple valve has recently been introduced, known as the " Westinghouse Quick-Acting Brake," and is speci¬ ally designed for use upon long trains of 50 vehicles. The principle of the new arrangement is that instead of the air in the main pipe being discharged and wasted, it is turned into the brake cylinders, thus saving both " air " and " time ; " and by its use the brakes on a train of 50 cars, 1,900 feet long, can be applied in less than two seconds. This " quickly acting " form is now being generally adopted in America and other parts of the world, and is being used on several English lines. Description of the Vacuum Brake Company's Improved Automatic Vacuum Brake. Those who remember the vacuum brake as introduced into this country about the year 1874 by Mr. Smith will hardly be able to recognise it in its present improved form, the differences between the old and the present systems being so numerous that prac¬ tically nothing remains but the principle of pro¬ ducing the vacuum ; in other words, the present automatic vacuum is a new and distinct appliance, and in place of the old non-automatic and inefficient 116 SARE RAILWAY WORKING. apparatus a brake has been perfected which " appears " to comply with the celebrated conditions of the Board of Trade. The brake is worked by atmospheric pressure of about 24 inches of mercury or 12 lbs. per square inch. This THE VACUUM BRAKE. 117 partial vacuum is obtained by means of a steam-worked ejector fixed upon tbe engine, Figs. 19 and 25, and sup¬ plied witb steam from tbe locomotive boiler. Tbe action 118 SAFE RAILWAY WORKING. of the ejector is inductive, the effect of the steam jet being to draw out the air from the train-pipe and all vessels in connection therewith. Beneath each vehicle in the train is fixed a cylinder, which is in communica¬ tion with the train-pipe, Figs. 22, 23, 24. When the steam is turned through the ejector all these cylinders are emptied of their contents, but when from any cause, whether the accidental division of the train or the intentional act of the driver or guard, air is admitted to the train-pipe, a small ball-valve is caused by the rush of air to change its position, by doing which FITTED TO A VAN. 119 the passage from the train-pipe to one side of the piston is closed, whilst the other side is left open to the train 120 SAFE RAILWAY WORKING. pipe. The piston is thus out of equilibrium, and. the unbalanced pressure upon its underside forces it up, VACUUM BRAKE, END VIEW. 121 and thus brings the brake blocks to hear upon the wheels. When it is desired to release the brakes the air inlet valves are closed, and the ejector being set to work again draws out the air from the train-pipe and cylinders. As soon as the pressure on the under side of the piston is reduced to an equality with that on the ' top side, the ball-valve opens the top side passage to the train-pipe, and the two sides of the piston being in equilibrium the brakes fall off the wheels by their own weight and the weight of the descending piston. Hence, in running, a vacuum is maintained throughout 122 SAFE RAILWAY WORKING all the pipes and cylinders by means of the ejector, and. the brakes are applied by destroying the vacuum on one side only of the brake pistons. The general arrangement of the apparatus will be at once understood from the elevations and plans showing it attached to engines and vehicles, Figs. 19, 20, 21. Having described the principle of the brake, the following particulars of details will show how the required results are obtained. Fig. 25 is the combined ejector by which the vacuum is formed and maintained in the train-pipe and brake cylinders. It is arranged so that, when the handle is in the position shown, a small supply of steam is allowed to pass the cones of the small continuous ejector, for the purpose of keeping the vacuum from THE BRAKE CYLINDER. 123 destruction by leakage. "When the handle is at ON the train-pipe is filled with air through the numerous perforations of the handle disc. "When at OFF steam passes through the large ejector at its full power, Fig. 26. withdrawing air from the pipes and both sides of the brake pistons, and thus releasing the brake. The formation of the vacuum is brought about by the inductive action of the passage of a small amount of steam around the conical ntozzles, the steam carrying with it a very much larger quantity of air. By the ejector handle the driver can easily either fully apply 124 SAFE RAILWAY WORKING, or release the brakes, or he can adjust the pressure of the brake blocks to suit any necessary require¬ ment. Fig. 26 is a sectional view of the engine and tender Fig. 27. brake cylinder ; it is provided with a piston made air¬ tight by means of a rolling ring which allows freedom of motion to the piston. To the piston is attached a rod which is directly connected with the brake levers, as THE BALL VALVE. 125 shown, and to allow for the curvature of the path de¬ scribed by the moving levers, the cylinder is swung on Fig. 28.—Section of the Ball Valve. trunnions. Upon the underside of the cylinder is fixed the ball-valve. Fig. 27 shows the cylinder used for carriages and Fig. 29.—Elevation of Ball Valve. vans ; it is similar to those lor engines, except that it is placed within an outer casing of wrought iron, to 126 SAFE RAILWAY WORKING ro VACUi/M GAUGC which are attached the trunnions upon which the cylinder swings. The outer casing acts as a vacuum reservoir, and its effect is to minimise the effect of compression of the rarefied air above the piston when the brakes are applied. Fig. 28 is a section of the ball-valve which provides for the automatic action of the brake. It consists of a chamber having; free com¬ munication with the train- pipe, and with the lower side of the brake cylinders, to each one of which one of | these valves is attached, and forms part of the con¬ nection between them and the pipe. From the chamber of this automatic valve is also another passage, which leads to the top side of the brake cylinders, but this passage has a ball-valve to close it. This ball, however, has no tendency of itself to close the passage, being neutral, owing to the horizontal direction in which it rolls. It will therefore be seen that when the ejector is put in action the ball will allow air to flow out from above the brake pistons as freely as it flows from below them. When, however, fîr.mott" Fig. 30.—Guard's Valve. THE DRIP VALVE. 127 rgMM THAI H HP* air is admitted to the train-pipe, by the driver, guard, or by the passenger, or by the breaking of the train, the rush of air to the now empty cylinders easily rolls the balls before it and against their seatings. This closes the top side passage, and the pressure of the atmosphere is left unbalanced upon the undersides of the pistons, thus forcibly applying the brakes. The ball will remain against its seat until it is set free by the ejector again drawing out the air from behind it. When it is desired to release the brakes of a vehicle, in a siding for example, and uncoupled from the engine, this is done at once by pull¬ ing at the lever shown con¬ nected to the valve, or rather to the little cage which carries the ball. By pulling the lever the ball is drawn off its seat by the encircling cage, and air rush¬ ing in releases the brakes. Fig. BO is the guard's con¬ tinuous brake. Above the valve is a small vacuum chamber, in which is placed the guard's pressure or vacuum gauge. This chamber communicates with the train-pipe by means of the small hole through the valve-spindle. The opening at its base is made tight by a disc of india-rubber, which allows full movement of the parts without allowing air to pass. When the driver applies his brake he destroys the equilibrium between the pressure in the upper or Fig. 31. valve, by means of which he can apply the 128 SAFE RAILWAY WORKING, gauge chamber and that m the train-pipe, and in obedience to the difference the guard's valve rises and admits air to the pipe through the holes shown round the valve chamber. By this means is insured the quicker application of the brake all along the train. A drip-cup and valve is shown (Fig. 31), to collect any moisture which accumulates in the pipes. An enlarged view of the coupling between the Fig, 32* vehicles is shown (Fig. 32). To couple the hose-pipes, one must be taken in each hand and lifted sufficiently high to hook the bottom horns together, then by lowering the coupling, the top horns fit into the slots. This coupling is becoming generally adopted for all forms of vacuum brakes. To close the brake-pipe at each end of the train, the coupling is placed upon a stop-plug. Continuous Brakes upon Fast Goods Trains. Several serious accidents have occurred in various parts of the world, and also on English railways, in brakes on fast goods trains. 129 consequence of a passenger train running into the débris of a slight collision which may have taken place between goods trains upon another set of rails. It therefore follows that the safety of passengers does to a very large extent depend upon the proper control of goods trains being placed in the hands of drivers. Upon many railways the fish, meat, and express goods trains are run at speeds equal to, or but very little less than, that of fast passenger trains. Many of these trains consist of thirty or thirty-five vehicles, and their average speed is fully thirty-five miles an hour, and upon certain portions of the road they attain fifty-five or sixty miles an hour. What are the means of controlling these heavy fast trains ? Simply a tender hand-brake and one guard's van in the rear, and on some lines steam brakes fitted to the engines. It is easy to see, and engine-drivers themselves call attention to the fact, that this amount of brake power is not sufficient, and the drivers ask that these fast goods trains may be fitted with proper continuous brakes. In America the Westinghouse Automatic Brake has been largely adopted for goods trains of fifty vehicles ; the same arrangement has been tried on the Baden State Railways, in South Australia, and generally adopted for and being fitted to Belgian State goods trains. In this country just now the companies are engaged with the fitting of brakes to their passenger stock ; when that is complete the express goods trains should also be provided with proper means of control. The Continuous Brakes Return. The latest information relating to continuous brakes K 130 SAFE RAILWAY WORKING. is contained in the return for the six months to 30th June, 1892. The good effect of the Railway Regulation Act of 1889 is therein made most clearly apparent, with the result that companies have been compelled to remove the dangerous "chain" and "simple vacuum" brakes, and to adopt automatic continuous brakes fulfilling the condi¬ tions of the Board of Trade, issued as long ago as August, 1877. Yast sums of money have been spent in fitting and afterwards removing various forms of non-efficient systems, but there is probably much ground for the assertion of some railway authorities that much of the delay in the settlement of the brake question has been due to the weak action of Parliament and the Board of Trade. The Board of Trade, in August, 1877, issued the instructions showing what a continuous brake should be, and Parliament constantly had the subject under discussion ; but it was not until the year 1889 that the Railway Regulation Act was passed, and then only after the terrible accidents at Penistone, Ilex- thorpe, and Armagh had caused the deaths of ninety- nine persons. The Railway Regulation Act came fully into force on the 20th November, 1892, and it is worthy of note that some of the companies deferred putting its require¬ ments into operation until the very last day, and some others, even in spite of the Act of Parliament, are, in December, 1892, working trains with inefficient brakes. This matter will duly receive the attention of Parlia¬ ment if such inefficient brakes be not speedily re¬ moved. Upon page 106 of this volume attention is directed to the regulations which have been made to overcome COLLISIONS WITH BTJFFEB STOPS. 131 tlie freezing of the Automatic Vacuum Brake in winter, however, the Board of Trade return lately issued shows that the defect has by no means been overcome, for during the early months of the year 1892 no less than forty-seven cases are recorded in which that brake was frozen or otherwise affected by frost and moisture, and only so lately as December, 1892, the vacuum brake failed many times in consequence of being frozen. Numerous cases have occurred of trains fitted with various continuous brakes coming into collision with buffer-stops at terminal stations in consequence of drivers misjudging their distance, of the wheels skid¬ ding, or of the greasy state of the rails. The engine drivers themselves ask that thé trains should be so booked that they have time to run into ter¬ minal stations by the application of the hand brakes only, having the continuous brake as a reserve in case of necessity. Several of the companies have objected to making such a rule as one or two minutes more time would be required. The author would strongly urge the companies to adopt the wishes of the drivers and Board of Trade inspectors, and cause all trains to be brought to rest at terminal stations by the application of the hand brake. Since this suggestion was made by the author in a letter to the Times, some of the companies have adopted it, and issued the necessary instructions. CHAPTER Y. THE BREAKING OF LOCOMOTIVE DRIVING AXLES. Major Marindin, in his report upon the disaster which occurred at Bullhouse, near Penistone, on the Manchester, Sheffield, and Lincolnshire Railway, upon the 16th July, 1884, remarked that the accident should lead locomotive engineers to consider carefully the relative advantages of engines with inside cylinders and crank axles, as compared with engines with outside cylinders and straight axles ; of steel axles as com¬ pared with iron axles ; and of cranks hooped with wrought-iron bands, as compared with cranks having the additional strength provided by an increase of metal in the webs of the crank itself. In pursuance of that recommendation, a return was prepared, show¬ ing the number of driving axles in use, and the propor¬ tion thereof broken when running, and taken out in the shops after the detection of flaws, in the United Kingdom, during the year 1883, the details of which appear in the summarised returns given on the follow¬ ing page, from which it will be seen that " no less than one in every sixteen driving axles in use during the year 1883 were either broken or condemned/1 Such a fact as this is certainly a serious one for reflection. The advocates of the outside cylinder engines CRANK AXLES. 133 ENGINE AXLES BROKEN OR DEFECTIVE, 1883. Number in Broken in Taken out in use. running. shops. Description. Iron. Steel. Iron. Steel. Iron. Steel. Per Per Per Per Cent. Cent. Cent. Cent. Crank axles without hooped webs . . . 2,867 4,733 3T 0-9 6*0 3-8 Crank axles with hooped webs. . . 4,121 1,222 0'S5 0*9 7-7 0-7 Straight axles, outside cylinders .... 438 1,467 5-0 0-5 2-7 0*8 Total driving-wheel axles 7,426 7,422 2*0 0-8 6-8 to A \ Total .... — 14,848 2-tt 9-5 Number in use. Broken in running with passenger trains. Broken in running with goods trains. Taken out in shops flawed. Crank axles . . . 12,943 70 108 680 Straight axles . . 1,905 10 19 24 14,848 80 127 704 frequently claim that they avoid the danger of a crank axle ; but from the above figures it appears that out of 1,905 straight-driving axles, 10 were broken when running with passenger trains, 19 when running with goods trains, and 24 were taken out in the workshops after detection of flaws ; it will therefore be seen that 5*5 per cent, of straight-driving axles broke when running. It is satisfactory to notice that a large proportion of defective driving axles (704) were discovered and taken out in the shops, and, doubtless, a more careful 134 SAFE RAILWAY WORKING and frequent examination will reduce the number " broken in running ;99 but still, growing flaws will exist, which no care or investigation can detect. It is often stated, and, indeed, is almost taken for granted, that a crank axle is, and must be, weaker than a straight axle; but there seems to be no proof that this is the case in practice, for when the various strains upon a crank axle are carefully calculated and worked out, they are found to fall far short of a force which would be sufficient to fracture a good sound axle. The question is constantly asked, " What is it that breaks a crank axle F " and it is one which deserves very careful attention. As the weight resting on the axle, and the pressure of steam on the pistons, are certainly not enough to account for the fracture or failure, other reasons must be looked for, and other causes examined. When an engine is running at high speed, there is a greater or less amount of oscilla¬ tion ; this is kept in check by the flanges of the wheels, and great strain is put on the axles. Points and crossings are generally laid to gauge or even tight, and it frequently happens that the flanges of the wheels are thus pinched, and it will be at once seen that this action must exert an enormous force upon the axle by the tendency to bend it upward in the middle. This force is greatly increased with the size of the wheel, as the leverage or length of the spokes is greater. The author is of opinion that the strains which increase growing flaws, and ultimately end in fracture, are in a very great measure due to the force communicated to the axle by the wheels and flanges. He has, therefore, given this question of " side thrust " very careful attention, and advocates the plan of turn- IRON VERSUS STEEL. 135 ing the driving-wheel flanges thinner than the others, in order to avoid the pinching action and side shocks as far as possible. At the present time, great difference of opinion appears to exist with regard to the relati ve advantages of iron and steel crank axles. The following tabulated statement shows the number of axles in use in this country to December 31, 1883 : Iron Steel Outside Railway. crank crank cylinder axles. axles. engines. Furness . . 6 112 1 Great Eastern 37 380 198 Great Northern 709 19 37 Great Western 1,362 410 38 Lancashire and Yorkshire . • . 573 356 8 London and North Western . . . 2,174 137 London and South Western . . . 6 170 324 London, Brighton, and South Coast 90 329 1 London, Chatham, and Dover 34 134 Manchester, Sheffield, & Lincolnshire 215 282 12 Metropolitan — .— 56 Metropolitan District —» — 42 Midland ......... 1,453 232 16 North Eastern . .. . . . . . 1,383 66 13 North London ....... 37 50 North Staffordshire 15 99 9 South Eastern ....... ■ 324 1 Taff Vale 132 7 3 Caledonian 30 3 657 Glasgow and South Western . . 13 264 13 Great North of Scotland .... 2 , 53 Highland 3 69 North British 581 2 29 Great Northern of Ireland . . . 77 47 5 G. S. & W. of Ireland .... 172 - Midland Great Western of Ireland 22 80 —— Total of 58 minor lines .... 250 253 133 Total, United Kingdom 6,988 5,955 1,905 Total crank axles . . . 12,943 V Total driving axles . . . 14,848 136 SAFE RAILWAY WORKING. From this table it will be seen that the Great Northern, Great Western, Midland, North Eastern, and North British Companies appeared to be in favour of iron cranks, the London and North Western being the most important supporter of steel. The advocates of steel axles frequently assert that the matter is simply one of " strength/' and that as steel is stronger than iron, it must be better for use in axles ; but the author contends that very many other matters have to be considered besides the mere tensile strength of iron and steel. An axle may be too stiff and too strong, and this extra stiffuess or rigidity causes extra strain and shock to be thrown upon it, which ultimately ends in its failure ; therefore it will be seen that an axle must have a certain amount of elasticity, and that it is not so much a question of what is sometimes called " strength " as of capability to resist strains. It is a well-known fact that some straight axles have been made too rigid, and they have broken in consequence, but such breakage has been almost entirely prevented by reducing their diameter at the middle, and giving them more elasticity ; in other words, paradoxical as it may sound, the axles have been strengthened by weakening them. It has been truly stated that more iron than steel axles fail every year ; but, on the other hand, the fact must be remembered that there is a far larger number of iron cranks in use, also that they run a much greater mileage than steel before they break. The following table, compiled from the Board of Trade Returns, shows the total number of driving axles which have broken when running during the past eleven years, together with the average mileage :— MILEAGE OF CRANK AXLES. Year 1881. 262 crank or driving axles failed. 177 were made of iron. 85 ,, ,, steel. Average mileage of 167 iron axles m 197,574 miles. ,, ,, 80 steel axles = 181,842 ,, Year 1882. 242 cases. 156 were made of iron. 86 ,, „ steel. Average mileage of 150 iron axles m 206,857 miles. ,, ,, 83 steel axles = 192,453 ,, Year 1883. 247 cases. 173 were made of iron. 74 ,, ,, steel. Average mileage of 171 iron axles ==: 213,719 miles. ,, ,, 72 steel axles = 199,471 ,, Year 1884. 200 cases. 138 were made of iron. 62 ,, ,, steel. Average mileage of 135 iron axles = 216,333 miles. ,, ,, 59 steel axles — 173,287 „ Year 1885. 190 eases. 127 were made of iron. 63 ,, ,, steel. Average mileage of 125 iron axles = 226,037 miles. ,, ,, 63 steel axles = 219,644 ,, Year 1886. 184 cases. 123 were made of iron. 61 „ ,, steel. Averrge mileage of 117 iron axles = 236,517 miles. ,, 61 steel axles =: 212,362 „ 216,412 miles. 235,649 „ 138 SAFE RAILWAY WORKING. Year 1888. 148 cases. 72 were made of iron. 76 „ ,, steel. Average mileage of 70 iron axles — 204,309 miles. ,, ,, 71 steel axles in 234,009 ,, Year 1889. 112 cases. 48 were made of iron. 63 ,, ,, steel. Average mileage of 47 iron axles — 224,393 miles. ,, „ 58 steel axles = 230,015 ,, Year 1890. 96 cases. 37 were made of iron. 59 „ steel. Average mileage of 34 iron axles r= 198,047 miles. „ ,, 54 steel axles m 218,394 ,, Year 1891. 130 cases. 37 were made of iron. 92 ,, ,, steel. Average mileage of 34 iron axles z= 237,150 miles. ,, „ 86 steel axles = 230,408 „ It will be noticed that for several years the iron axles ran the greater mileage, but recently steel appears to have a slight advantage. A very interesting tabulated statement has been published by Messrs. Yickers, Sons, and Co., giving details and mileage of all the steel crank axles of their manufacture, the highest mileage attained being shown in the following table :— AXLES BY VICKERS AND CO. 139 Name or number of Railway company. Mileage. engine. " Munster " Great Northern of Ireland (N. Division) 547,965 17 South Eastern ..... 521,246 479,515 251 London, Chatham, and Dover 1,003 Great Southern and Western of Ireland 477,388 36 Glasgow and South-Western 420,517 152 Manchester, Sheffield, and Lincolnshire 415,097 — North London . .... 412,536 Old 10. R.2. Maryport and Carlisle .... 396,753 204 London, Brighton, and South Coast . 391,115 5 Great Eastern ..... 376,186 7 Waterford and Limerick 360,959 23 Belfast and Northern Counties . 348,213 266 Midland ...... 326,102 14 Great Northern of Ireland (S. Division) 319,115 252,938 55 *Taff Yale The above figures are useful, showing as they do what steel crank axles can attain, but at present it is to be regretted that there does not appear to be any similar comparative table in existence giving the performance of iron axles. Through the courtesy of several companies and officials, the author has lately been supplied with a very considerable amount of valuable information, which, now carefully tabulated, adds to the data upon this important subject. So far as these inquiries have at present extended, they appear to point to a conclu¬ sion, that if a steel crank axle is defective or flawed when new, the failure takes place at an early period in its life, and that if it runs for 150,000 or 200,000 miles, there is a great probability that it may after¬ wards run a very great distance. * With the exception of the Taff Yale axle, all the others were at work when the details were compiled. 140 SAFE RAILWAY WORKING. It will be understood tbat tbis opinion is not men¬ tioned in a spirit of assertiveness, but is simply recorded in order tbat tbe circumstances may be con¬ sidered and further investigated by any person wbo may be devoting attention to tbis branch of locomotive engineering. If tbe above conclusion proves to be founded on sound data, it will be important, as in such case we shall probably have to wait until some of .the cranks which have run an unusual mileage ulti¬ mately break, which may be a period of several years. From the table (page 133) it will be seen that con¬ siderable difference of opinion appears to exist with regard to the value of hooping: the webs of the cranks, there being 5,343 with such hoops, and 7,600 without. The author, having obtained all available details from the various companies, had some experiments made, and also witnessed others, the result being that it appeared that when a crank web breaks nearly or quite straight across, the hoops are of the greatest use in holding the crank together ; but, on the other hand, when the fracture occurs in a slanting direction, the hoop is not only rendered of no value, but it even tends by its tightness to force the broken parts out of the required position. The hooping of a crank practically lengthens it about 2 inches, and there are very many engines running in which hoops cannot be employed in conse¬ quence of there being no available space between the crank and the under side of the boiler. To overcome the above-mentioned difficulties, the author designed and applied for a patent for an im¬ proved method of strengthening the webs or throws of cranks, Fig. 33. The crank having been manufactured stretton's patent crank. 141 in the usual manner, the improvement consists in - tnil - -> is. K- d- - > I ^ I Fig. 34.—Crank Axle, Penistone Accident. 144 SAFE RAILWAY WORKING. thinner than the inner ones. It is difficult to account for the fracture of the crank at that particular time, for, although there was a growing flaw in the web, the author measured it, and it did not exceed 4P inches in length and 2 inches in depth at the deepest part, and it is probable that the flaw did not extend to the surface till the fracture occurred. According to the tests of pieces cut from this crank after the accident, the metal was a mild, soft steel of good quality, with a tensile strength of 27 tons per square inch. Elongation 29 per cent. Contraction 40 per cent. The analysis showed the following results :— Carbon *230 Manganese *482 Silicon *063 Sulphur *027 Phosphorus *065 Iron (by difference) 99*133 100*000 The engine had cylinders 17 inches diameter, 2 6 inch es stroke, with driving-wheels 6 feet 3 inches diameter, having 15 tons 14 cwts. resting upon them. The crank was well designed, and contained ample material to give the required strength; however, we know that it broke with disastrous results after running only 50,776 miles. It may be here mentioned that several railway com¬ panies specify that one out of fifty axles shall be tested, and stand five blows from a weight of 2,000 lbs. falling from a height of 20 feet, upon the axle, upon supports 3 feet 6 inches apart, the axle being reversed after each SUSPECTED AXLES DANGEROUS. 145 blow. Straight axles for engines should be able to stand being bent double when cold, without signs of fracture. On some lines it is expected that crank axles should run 200,000 miles, and if they fail at a less mileage, the manufacturer is required to replace them. The author does not advocate the adoption of either iron or steel for cranks, his object being to fully and impartially continue his inquiries with a view to draw¬ ing out practical data and conclusions upon this subject, which it is known and admitted is not yet so well un¬ derstood as it should be, and requires careful study. At present perhaps the most important information neces¬ sary is full details of every axle which fails, specially stating the exact point at which the fracture occurs ; it is to be hoped that these data will in future form part of the Board of Trade Returns. Reference should here be made to the practice of continuing the use of a crank axle after it is suspected, or has even shown a slight flaw. At the Penistone inquiry it was given in evidence that if a flaw was detected the crank and pair of wheels were scotched and fixed to the rails in the shop, and another pair of wheels run against the pair to be tested, and if they stood that test they were considered all right. The author has known many suspected cranks break when working fast trains, and at the present moment he knows of several " doubtful " ones which may be the cause of a disaster any minute. Major Marindin, in his report, stated, " It is manifest that the more fre¬ quently cranks are examined thoroughly, the greater probability there will be that growing flaws will be detected ; he therefore recommended that the big ends should be taken down at the weekly examinations, L Outside yveb INSIDE vyeb ■" 1 Wm% 1 '* * * 1 - A~ n»^ 1 " 1 t + K-~ t . T -—V I » I g < (EC ID «C X »- X cs a: r> h- o § U. **"{*/£ « ! ' i * ! » I > r • « i * i i CD cu to in BEARING WHEEL SEAT i i I I _ » _v Î -y Fig. 35.—Crank Axle, Larbert Accident. GENERAL HUTCHINSON'S OPINION. 147 instead of only monthly, as at present ; and as regards the Manchester, Sheffield, and Lincolnshire Railway Company, in particular, he observed that there must be considerable and unjustifiable risk in running a sus¬ pected axle under observation, when an apparent flaw has not been extended by the test to which it has been subjected, which, according to the evidence of the super¬ intendent of the works at Gorton, was the practice upon that line." (July, 1884.) On the 24th of August an accident was caused at Larbert Junction on the Caledonian and North British Railways by the breaking of the inside web of the right- hand crank of a Caledonian Company's tank engine, No. 541 (Fig. 35), when working the 10.15 p.m. passenger train from Larbert to Grangemouth, the speed being about 15 miles an hour. The engine had six wheels, the leading and driving being coupled ; a single frame and single bearings ; the stroke was short, being only 20 inches. The crank axle was of steel, made by the Bolton Iron and Steel Company, and its dimensions will be found upon the diagram. It had been working since Novem¬ ber, 1870, and had run a total distance of 210,581 miles. It was not hooped. General Hutchinson in his report stated, " It is a grave question whether it is wise to continue to run crank axles after their mileage has reached a certain amount (to be fixed after careful con¬ sideration), especially in the case of steel axles, which of ten give such little warning before fracture.'3 The following table, compiled from the Board of Trade Returns, shows the total number of axles of all descriptions which have broken when running during the past fourteen years :— 148 SAFE RAILWAY WORKING. Engine axles. Tender Carriage Waggon Salt van Year. Total. Crank or driving. Leading or training. axles. axles. axles. axles. 1878 266 21 19 3 221 10 540 1879 248 24 23 3 190 8 496 1880 251 27 25 1 192 18 514 1881 262 21 37 3 200 17 540 1882 242 22 32 2 140 13 451 1883 247 28 21 2 141 11 450 1884 200 23 24 6 113 19 385 1885 190 31 17 4 130 5 377 1886 184 26 21 3 89 6 329 1887 145 16 20 3 94 3 281 1888 148 16 18 2 103 1 288 1889 112 23 12 3 86 3 239 1890 96 12 11 4 61 3 187 1891 120 12 16 — 71 1 230 1892 F893 1891 It is sincerely to be hoped that Major Marindin's suggestion as to the careful consideration of this sub¬ ject will continue to receive every attention ; and that, as a practical result, a more perfect crank axle will be employed, which, together with the universal adoption of a quickly-acting automatic continuous brake, will render the recurrence of such a terrible disaster as that which happened at Penistone impossible. It is satisfactory to observe that, although the amount of rolling stock is largely increased, the numbers of axles broken when running is gradually being reduced. CHAPTER YL IMPROVED COUPLINGS FOR RAILWAY WAGGONS. One of the most important matters discussed at tlie Annual Congress of the Amalgamated Society of Rail¬ way Servants, October, 1885, was the great necessity for some improved form of couplings upon goods and mineral waggons, in order to avoid the guards and shunters having to go between the vehicles to couple or uncouple them. During the year 1884, 130 men were killed and 1,305 injured whilst engaged in shunt¬ ing operations, and during the last nine years 1,122 have been killed and 11,314 injured under similar cir¬ cumstances. The railway companies have for years been asked to take steps to prevent this serious loss of life, but unfortunately nothing was done to test the various appliances. The Servants' Society, however, at the Congress voted the sum of £500 to carry out the required practical trials. The experiments took place at the "Nine Elms goods yard of the London and South-Western Railway, and, as the author was one of the judges upon that occasion, a copy of the report is appended :— REPORT AND AWARDS of the JURORS OF THE COUPLING TRIALS, Held at the Nine Elms Goods Yard of the London and South- • Western Railtvai/. On MARCH 29th, 30th, and 31st, 1886. To the President and Members of the Amalgamated Society. Gentlemen, It will be remembered that at the annual general meeting of the Society, held at Leicester in October, 1885, a report was received from a committee appointed to examine the railway safety appliances at the Inven¬ tions Exhibition. In that report the committee stated that " no reliable report as to the efficiency of any system of coupling or uncoupling could be based upon the results of experiments with models alone. Nothing short of a trial with the full-sized and actual working appliances could be relied on, and they considered it of the utmost importance that a test of this kind should be arranged." Acting on this suggestion, the annual general meeting decided to set aside -£500 for the purpose of offering prizes to inventors and to meet the necessary expenses, and instructed the executive com¬ mittee to make what arrangements were possible for practically testing full-sized improved couplings. Such is a brief outline of the coupling question as it existed at the time of your last annual general meeting. THE NINE ELMS TRIALS. 151 We now beg to report that, in pursuance of tbe fore¬ going instructions, we have instituted, carried out, and brought such trials to a highly satisfactory conclusion. In order to arrive at such a result, it was necessary in the first place to obtain the use of sidings, waggons, and an engine ; and as soon as our requirements were made known through the press, Mr. Charles Scotter, general manager of the London and South-Western Railway, courteously invited two of the Society's officers to meet him at the Waterloo Bridge Station, so that he might know the extent of our requirements. Accordingly, on the 8th of January, an interview took place between Mr. C. Scotter, general manager, and Mr. J. T. Haddow, goods manager of the London and South-Western Railway, and Mr. Clement E. Stretton, C.E., vice-president and consulting engineer, and Mr. E. Harford, general secretary, on behalf of your society ; when Mr. Scotter at once offered every facility that could be desired, and expressed a hope that the trials might result in practical benefit. It was also arranged that the trials should take place at the Nine Elms goods yard, as by its proximity to London, and its extensive siding accommodation, it presented a most suitable area for conducting such experiments. On the 13th of January, 1886, a circular was issued to inventors by the general secretary, requesting those desirous of competing to forward drawings, specifica¬ tions, or models of couplings they desired to have tested, to the head offices of the Society before January 30th. In response to that circular upwards of three hundred inventions were submitted for inspection, very many of which were crude and clearly unpractical, but, after careful examination by a sub-committee appointed for 152 safe railway working. that purpose, it reported that thirty-four of the appliances appeared to possess merit, and deserved to be entered for trial. At the meeting of the executive committee in February, 1885, it was resolved that the jury to decide the relative merits of the couplings selected for trial should consist of thirteen members of that committee (who were at liberty to send substitutes in the event of not attending themselves) and three independent ex¬ perts, viz., Mr. Clement E. Stretton, C.E., Mr. Lawrence Saunders, and Mr. Joseph Stevenson. This jury, as constituted, consisted of nine goods guards, two engine- drivers, one fireman, a signalman (who had previously been a shunter), and the experts just mentioned. It was further decided to offer three prizes for automatic and three for non-automatic couplings, of £100, £50, and £25 respectively, and to issue the following condi¬ tions, in order that inventors might understand the objects to be attained. Non-automatic Coupling. 1. The operations of coupling and uncoupling must be performed quickly and with ease on either side of the waggon. 2. The apparatus should be equally efficient for coupling or uncoupling with a waggon fitted with ordinary hook and links. 3. Accidental uncoupling must be impossible. 4. If the apparatus should be out of order it must be possible to couple or uncouple the waggons as at present. requirements for couplings. 153 5. There must not be any projection at the sides or otherwise, with which the men might be accidentally struck. 6. The present drawbar hook should not be disturbed. 7. The parts must be capable of rough usage, and not liable to get out of order. Automatic Coupling. 1. It must be possible to couple two or more waggons instantaneously on coming in contact with each other, and without the assistance of the shunters. 2. It must not be possible for waggons to couple on coming in contact with each other unless required to do so. 3. It must not be possible to uncouple accidentally. 4. The operation of uncoupling must be performed with quickness and ease on either side of the waggon. 5. It must be possible to couple easily with a waggon fitted with the ordinary drawbar hook and links. 6. It must couple or uncouple, if required, on curves. 7. The links or shackles must be flexible, and admit of waggons running together without the possibility of uncoupling. 8. The flexibility of the present links must be pro¬ vided for to prevent accidents or injury to the apparatus or otherwise from rigid projections or parts. 9. There must not be any projections whatever, liable to cause accident or injury to shunters. 10. The apparatus as a whole must be strong, durable, and reliable. 11. The operation of putting the apparatus in posi¬ tion to couple, as also the operation of uncoupling, must be possible with one hand. 154 SAFE RAILWAY WORKING. The Mlowing inventors submitted their couplings for trial —Messrs. Ybunghusband and Hudson, of Darlington ; Messrs. Wass and Wheeler, of Oldbury ; Mr. W. Hill, of Stoke-on-Trent ; Mr. R. Lansdale, of Halewood, near Liverpool; Mr. S. Pettit, of Kingston-on-Thames ; Mr. C. Wroot, of Hitchin ; Messrs. Morris and Wood, of Boncaster ; Messrs. W. Cook and Sons, Glasgow and Sheffield ; Mr. J. Royston, of Accrington ; Messrs. Latham Brothers, of Sheffield ; Mr. J. Davies, of Salford ; Mr. J. T. Roe, of Balham ; Mr. G. Turner, of A shton-under-Lyne ; Messrs. Beddall and Small, of Openshaw ; Mr. J. H. Betteley, of London ; Mr. W. H. Moon, of Swindon ; Messrs. Attock and Morris, and Attock and Mosley (2), of Newton Heath ; Mr. G. Fen wick, of Gateshead ; Mr. T. Williams, of Stockton-on-Tees ; Messrs. Mitchell Brothers, of Keighley ; Mr. J. W, Hancock, of Leices¬ ter ; Mr. C. B. Phillips, of Chester ; Messrs. Ibbotson Brothers, of Sheffield ; Messrs. Richardson and Green¬ wood, of Harrogate ; Mr. W . Boucher, of Bullo Pill ; The Hannay-Cowan Coupling Co., of Glasgow; Dar¬ ling's Patent Automatic Coupling Co., of Glasgow ; Mr. E. Heinke, of Upper Teddington ; Mr. F. W. Trewhitt, of Barrow-in-Furness ; Messrs. Holt and Whittaker, of Newlay, near Leeds ; Mr. H. Stephens, of Beighton, near Sheffield ; Messrs. Golightly and Son, of Guide Bridge ; and the Compagnie des Appareils Automatiques, of Paris. Of these inventions seven belonged to the automatic class, and twenty-seven to the non-automatic class. The automatic couplings, as their name implies, couple themselves when the waggons come in contact, and are put out of action when not required to couple. The THE PRIZE COUPLINGS. 155 non-automatic couplings consist of various forms of links or chains, which are placed upon ihe drawbar hook of the next vehicle by means of various kinds of apparatus designed by the inventors for this purpose. The methods adopted for testing the capabilities of the various couplings were of a decidedly practical character, and such as suggested themselves from our experience of every-day working of goods and mineral traffic on railways, which enabled, us to form what we consider an accurate judgment of the merits and defects of each. The result of the tests applied on the two first days was the selection of thirteen of the best inventions, for final test or consideration. Several of these possessed considerable merit, consequently the most close exami¬ nation of minute points was made in order to determine their relative value, and it is worthy of notice, as a fact that adds greatly to the interest and value of these trials, that the voting in favour of these inventions, to which we have awarded the six prizes, was almost unanimous. The following are our awards :— NON-AUTOMATIC COUPLINGS. 1st prize of £100—Messrs. Younghusband & Hudson, of Darlington. 2nd ,, £50—Mr. W. Hill, of Stoke-on-Trent. 3rd ,, £25—Messrs. William Cook and Sons, Glasgow and Sheffield. AUTOMATIC COUPLINGS. 1st prize of £100—Dabling's Patent Automatic Coupling Co., Glasgow. 2nd ,, £50—Messrs. Latham Bbothebs, of Sheffield. 3rd ,, £25—Compagnie des Appabeils Automatiques, of Paris. With regard to the unsuccessful competitors, it is only fair to observe that some of their inventions had 156 SAFE RAILWAY WORKING. points of merit that carry with them their own recom¬ mendation, while the points in which they failed might possibly he remedied, so that we take this opportunity of pointing out the defects observable in some of them which would be prej udicial to their adoption :— 1st. Rigid projections at the ends of the waggons, rendering them liable to injury by fouling other waggons. Also risk of injury to persons operating, through levers being awkwardly placed at the side of the waggons. 2nd. The position of the apparatus being so high as to interfere with sheeting, and not being adapted to low-sided waggons. 3rd. Not being adapted to couple when the drawbar hooks are in close proximity to each other nor suited to the varied length of buffers. 4th. Apparatus not adapted to fit coupling chains at present in use, in some cases alteration of a hook being also required. 5th. Levers so placed as to prevent shunters seeing the coupling when operating it. 6th. Failure to couple with certainty when applied. 7th. The apparatus being too heavy to work easily, some exceedingly so. 8th. Requiring practice or " knack " before they can be handled efficiently. 9th. Danger of damaging apparatus when placed in coupling position on waggons with spring buffers coming sharply together. In conclusion, we beg to congratulate the Society upon the highly satisfactory termination to which the coupling trials have been brought, and the large amount of public interest they called forth. Never since the great brake trials at Newark in 1875 has such a the report. 157 concourse of directors, officials, inventors, engineers, and railway servants been collected together to witness the carrying out of a trial of safety appliances, and it is certainly the first occasion upon which any railway company has ever placed a portion of its lines, rolling stock, engine and servants, for the time, entirely under the control of any Society, or person, and we hereby express our high appreciation of the courtesy shown to us, and the ample facilities afforded by the directors and general manager of the London and South-Western Railway. Finally,* we are of opinion that the appliances to which upon their merits we have awarded prizes are good, practical, and inexpensive+ coup¬ lings, which appear to fulfil all that can be required in daily working, J and we have no hesitation in stating that their adoption would for ever terminate that fear¬ ful slaughter which annually results from goods guards and shunters having to pass between the waggons to couple and uncouple them, and which is so much deplored by the members of this Society, and the railway service generally. We have the honour to be, gentlemen, Your obedient servants, Clement E. Stretton, J. Buckley, Lawrence Saunders, Bernard C. Starkey, J. Stephenson, Henry C. Mady, Johnson Flintham, H. Davies, James Jenkins, T. Bevan, * J. Stephenson dissents from the first clause, commencing at the word "finally." f J. Faston objects to the words, "practical and inexpensive." J W. Elliss objects to the words, " which appear to fulfil all that can he required in daily working." 158 safe railway working, Charles Wright, W. Elliss, Ed. Garrity, William Foreman, Fred. Willis, J. Easton, Edwd. Harford, General Secretary. Head Offices, Amalgamated Society of Railway Servants, 306, City Road, London, E.C. May \\th, 1886,- DESCRIPTIONS OF THE SIX PRIZE COUPLINGS. The Coupling of Messrs. Younghusband and Hudson, Darlington. 1st prize, non-automatic, £100 (Fig. 86), This coupling and uncoupling appliance is a very simple contrivance, and is especially designed to take hold of and utilise the existing links and hooks on rail¬ way waggons without any alteration to the same. By a simple combination of swivel joint and lever, every possible kind of movement can be given to the links by taking hold of the outside lever, which projects no farther than the outside of the buffer beam of the waggon, and from the great power a man has with the lever, it is well adapted to couple and uncouple stiff couplings. An idea of the facility of the arrange¬ ment will be gained from the fact that the time occu¬ pied to couple and uncouple a waggon is only two seconds. The weight of the coupling is 36 lbs. for each end of the waggon, and can be supplied at a cost the first prize. 159 of 10s. for each, end of waggon. This apparatus can be made equally applicable to screw couplings as well as to chain couplings. Coo ] o o Fig. 36.— i ounghusband and Hudson, Darlington (1st prize, non- automatic) , The Coupling of W. Hill, Stoke-on-Trent. 2nd prizey non-automatic, £50 (Fig. 37). To couple waggons lift the handle, which lifts the end link vertically to the height required for hooking on the other truck ; on raising the handle a little higher, the end link travels laterally to the full length of chain; loose the handle, and end link drops over hook of the other waggon, and the work of coupling is complete. This arrangement is adapted for coupling 160 safe railway working. either full length of chain or as short as possible. To uncouple, raise the handle until the end link is high enough to miss point of hook, then loose the handle and the balance weight completes the work. Retains the present drawbar and hook, and will couple with any present rolling-stock and stand rough usage. The Coupling of W. Cook, Jun., Glasgow. 3rd prize, non-automatic, £25 (Fig. 38). The operations of coupling and uncoupling can be performed quickly and with ease on either side of the waggon. The apparatus is fitted to the ordinary hook THIRD PRIZE. 161 and links. Accidental uncoupling must be impossible. If the apparatus should be out of order, it is possible to couple or uncouple the waggons as at present. There is not any projection at the sides with which the men might be accidentally struck. The present drawbar hook is not disturbed. The parts are capable of rough Fig. 38.—Mr. "W. Cook, Jun., Glasgow (3rd prize, non-automatic). usage, and not liable to get out of order. Will couple and uncouple with stone or coal waggons fitted with end doors for shipment. Will couple and uncouple with pig-iron and timber waggons, with no ends above trains. Will allow the tarpaulin to be fastened round buffers and ends of waggons without interfering with coupling apparatus. Will couple and uncouple on the M 162 safe railway working. sharpest curves and with twisted drawbar hooks. Will couple and uncouple though the buffers be driven home and the drawbar hooks be only 2 inches apart. The inventor claims that it will couple and uncouple in the dark as well as in daylight. The apparatus will fit chains with or without shackles, and will couple with stiff shackles ; also suits any length of chain or long or short links. The apparatus remains intact though the coupling chain should break. Barling's Automatic Eailway Coupling, Glasgow. 1st prize, automatic, £100 (Fig. 39). The coupling is simple in construction, and combines with its simplicity all the requirements of an automatic coupling. One sees little that makes it different from an ordinary link coupling, while the link hanging loose on the opposing end proves that while flexibility is combined with necessary rigidity no new element of danger from projecting and absolutely rigid parts is introduced. The hook (which is practically the present drawbar hook modified to suit the needs of automatic action) is capable of assuming three or more different positions, and by a very simple arrangement automati¬ cally locks itself while in any of these positions. The coupling is by this means made to be perfectly reliable in the performance of the requirements of each position. In one position the links are horizontal, and the for¬ ward link sliding up the tail-piece of the opposing hook strikes a hood on the drawbar, and falls into the hook as if laid in by hand. The coupling has thus taken place automatically. This action of coupling has also relieved the back link from the support which renders AUTOMATIC COUPLING, FIRST PRIZE. 163 both, links sufficiently rigid for coupling purposes. When it is desired to raise the links rigidly, the hook is yet further turned, when they are caught and held rigidly till put in the position for coupling ; they are then coupled and rendered again flexible, as before described. According to the projection or recession of the links, less or more tension can be had as desired, and the inside of the hook, being a radius of the centre on which it is turned, makes the uncoupling with ease a thing of course, and, in addition, has the advantage, when mixed with present stock, and the ordinary chain coupled on the hook of this coupling, the vehicles so coupled can be uncoupled from the outside ; this in a 164 safe railway working. train of ten vehicles, five of which are fitted as at present, and five with this coupling, the whole can be uncoupled from the outside. The whole coupling has been called a multum in parvo and the advantages may be summarised as follow :—It couples two or more carriages instantaneously, as far as the buffers are compressed, by the ordinary means of running the carriages together ; it uncouples instantaneously ; it can be uncoupled when the train is in motion, or when the coupling is in tension, if desired ; it can be un¬ coupled, or put in position for coupling, from either side or end of carriage, or from inside or outside of van ; it is locked in position when coupled, and locked out of position when uncoupled ; the driver can in¬ stantly uncouple his train or load ; it is said to effect a great saving in time, and insures perfect immunity from danger during shunting operations, on account of coupling and uncoupling being performed without the necessity of any person going between the vehicles. It is believed that its cost will exceed but little the in¬ efficient and dangerous coupling at present used ; un¬ coupling and putting in position for coupling are of course done from either side or end of waggon or vehicle, and can be easily done with one hand. The Coupling of Latham Brothers, Sheffield. 2nd prize, automatic, £50 (Fig. 40). When two carriages, fitted with this coupling, are forced together, the higher link rides up the other, and a slight pressure on the buffers allows the link to drop automatically over the hook. The buffer springs then reassert themselves, thus making a perfect self- AUTOMATIC COUPLING, SECOND PRIZE, 165 coupling for carriages, with all the necessary tighten¬ ing, &c., and entirely dispensing with manual assis¬ tance. For trucks the coupling is the same as for carriages (minus tightening apparatus), but longer in the link, to allow plenty of play when coupled, for curves, &c. For uncoupling, a pin passing through Fig. 40.—Messrs. Latham Brothers, Sheffield (2nd prize, automatic). the drawbar and loose hook is easily withdrawn by raising the lever to which it is attached, allowing the hook to revolve on the shackle-pin, thus freeing the link. The instant the link is free, everything falls automatically into its place, ready for coupling again. As will be seen, this supplies a long-felt want, viz. a 166 safe railway working. perfect slip hook, invaluable for shunting of every de¬ scription, as it can be uncoupled in any position. For fly shunting, where vehicles are required to be together without being coupled, the automatic link can be thrown back, or by hooking the side lever up, which withdraws the lock-pin. The Coupling of the Compagnie des Appareils Automatiques, Paris (Fig. 41). 3rdprize, automatic, £25. It is said this automatic coupling is not the first idea of an inventor, but the result of five years' continual THE COUPLING POLE. 167 study and experiment. The inventor claims this coupling fulfils the following conditions :—It is possible to couple two or more waggons instantaneously on coming in contact with each other, and without the assistance of the shunters. It is not possible for wag¬ gons to couple on coming in contact with each other unless required to do so. It is not possible to un¬ couple accidentally. The operation of uncoupling is performed with quickness and ease on either side of the waggon. It is possible to couple easily with a waggon fitted with the ordinary drawbar, hook, and links. It couples or uncouples, if required, on curves. The links or shackles are flexible, and admit of wag¬ gons running together without the possibility of uncoupling. The flexibility of the present link is provided for, to prevent accidents or injury to the apparatus, or otherwise from rigid projections or parts. There are no projections whatever liable to cause accident or injury to shunters.1" Several of the railway companies have provided " coupling-sticks " for the use of guards and shunters, but so far the result does not show any saving of life. On the other hand, the loss of life during shunting operations continues to be as great as ever, and even increases. CHAPTER VII. RAILWAY SERVANTS AND THE LAW. The safe or dangerous way in which a railway is worked not only affects the lives and limbs of the railway servants, but it has another very serious aspect—namely, the law of manslaughter, and the very uncertain manner in which that law is adminis¬ tered. Accidents constantly occur through the defective system of working adopted by the companies; but, unfortunately, whatever the system, when an accident causes the death of a person, the railway servants are liable to a charge of manslaughter ; and the most important work which the Amalgamated Society per¬ forms is the legal defence of its members against the improper or unjust administration of the law in such cases. There can be no question that the duties which railway servants have to perform are of such a nature that a momentary error may cause a serious accident, and it cannot therefore be too strongly urged upon them to take every care to provide for the safety of the traffic so far as lies in their power. For many years it was quite usual to commit railway servants to prison unjustly, and it must be a THE OLD OPINION. 169 source of the greatest regret to every honest person to know that m very many instances the unfortunate men actually served long terms of imprisonment simply because juries did not understand the practical working of railways ; they appeared to consider that as some person had been killed by an accident that it was part of their duty to see that some railway servant was blamed, or punished for manslaughter. This was a very easy and quick way of concluding an inquest or trial, but it was neither according to law nor justice, and certainly must not be permitted in the present day. In Scotland, sheriffs and other authorities appear still to be of the old opinion that the best way to prevent railway accidents is to punish the servants ; but it is perfectly well known that the only true policy for the prevention of what are called " acci¬ dents " is to adopt a proper system of working and the use of efficient brakes and other appliances to insure safety. It has always been the custom whenever an accident happens for the companies to at once try to place all the blame upon some servant, in order that he may be punished, and that the responsible officers who are really to blame for neglecting to provide proper appliances may escape scot free. This very unjust practice has been most strongly condemned by both public opinion and the press. Fortunately, cases of unjust imprisonment have now been reduced to a minimum, and this happy result is mainly due to the persistent efforts of the Amalgamated Society of Eailway Servants. This one fact shows more clearly than words the 170 SAFE RAILWAY WORKING. necessity which exists for a legal defence fund, and also the very great advantages which have accrued to members from the efficient way in which this fund has been employed to provide legal defence and obtain justice in such cases. On the 31st August, 1878, a collision took place at Sittingbourne, on the London, Chatham, and Dover Railway, in consequence of part of a goods train being turned across the path of a passenger train by the mistake of a guard. The points were not inter¬ locked nor worked from a signal-box, nor was the passenger train fitted with continuous brakes. Both the goods guards were tried for manslaughter, but were found "Not Guilty." A serious collision occurred at Burscough Junction, on 15th January, 1880, in consequence of a signalman mistaking the position of a lever in his box. He was tried for manslaughter. The law was clearly laid down in this case, and is here quoted for further use upon any future occasion. Lord Coleridge explained the law of manslaughter, and stated that " the collision was the result of an innocent mistake, not through a criminal act which merited imprisonment ; " and the signalman was acquitted. The Rutherglen accident is one to which special attention should be directed. On the 24th January, 1880, an express train came into collision with another train standing at Rutherglen Station upon the Caledo¬ nian Railway, chiefly in consequence of the Clark and W ebb chain brake failing to act when required. Although no person was killed, the driver, William McCulloch (who had for thirty-three years held an unimpeachable character of carefulness, attention to duty, and sobriety), A sentence commuted. 171 was tried before Mr. Sheriff Lees, at Glasgow, on a charge of " Neglect of duty/' The sheriff placed very great stress upon the fact that the train was " fitted with a brake which was happily characterised as an emergency brake," but he entirely omitted to take into his consideration that just upon the emergency the chain brake failed to act when the driver, in the performance of his duty, tried to apply it. At the conclusion of the case Mr. Sheriff Lees addressed the driver thus :—" 1 feel sure I should be utterly wanting in my duty as guarding the safety of the public, if I treated the offence of which you have been guilty, wilfully, on this occasion, as one that can be fitly punished by the imposition of any pecuniary fine, or any sentence of imprisonment short of one which will deter others from committing the offence in all times coming. I consider I am treating you with as great leniency as possible when I make your sentence one of four months' imprisonment.'1 Such a gross miscarriage of justice could not be per¬ mitted to pass unchallenged ; the author, therefore, brought the facts under the notice of the Home Secre¬ tary, and a question was afterwards asked in the House of Commons by Mr. Stewart Macliver, M.P., president of the Â.S.R.S. The following letter was forwarded to the author, copies of which appeared in the engineering papers at the time :— Sir,—The Secretary of State for the Home Depart¬ ment having considered your application in behalf of [Copy.] 93,493 ___ Whitehall, 26th May, 1880. 172 safe railway working William McCulloch, I have the satisfaction to acquaint you that he has felt warranted under all the circum¬ stances in advising her Majesty to commute this pri¬ soner's sentence of four months' imprisonment to one of two months' imprisonment. I am, sir, your obedient servant, {Signed) A. F. 0. Liddell. Mr. 0. E. Stretton, Saxe-Ooburg Street, Leicester. The advocates of the chain brake did their utmost to prevent the release of the driver, and one of them even went so far as to say " he would sooner see a driver in prison for ever than damage the reputation of this brake." The Engineery commenting upon this case, remarked that " the least that could be expected was that the Caledonian Railway Company would replace the driver when he was released from his unjust imprisonment." But the author received official information that this was not the course intended ; he therefore communi¬ cated with the chairman of the company, from whom the following reply was received :— [ SON'S CATALOGUE. MR. HUTTON'S PRACTICAL HANDBOOKS. THE WORKS' MANAGER'S HANDBOOK. Comprising Modern Rules, Tables, and Data. For Engineers, Millwrights, and Boiler Makers ; Tool Makers, Machinists, and Metal Workers ; Iron and Brass Founders, &c. By W. S. Hutton, Civil and Mechanical Engineer, Author of "The Practical Engineer's Handbook." Sixth Edition, carefully Revised, with Additions. In One handsome Volume, medium 8vo, strongly bound. [Just Published. 15/0 89* The Author having compiled Rules and Data for his own use in a great variety of modern engineering work, and having found his notes extremely useful, decided to publish them—revised to date—believing that a practical work, suited to the daily requirements of modern engineers, would be favourably received. "Of this edition we may repeat the appreciative remarks we made upon the first and third. Since the appearance of the latter very considerable modifications have been made, although the total number of pages remains almost the same. It is a very useful collection of rules, tables, and workshop and drawing office data."—The Engineer, May 10, 1895. " The author treats every subject from the point of view of one who has collected workshop notes for application in workshop practice, rather than from the theoretical or literary aspect. The volume contains a great deal of that kind of information which is gained only by practical experience, and is seldom written in books."—The Engineer, June 5, 1885. " The volume is an exceedingly useful one, brimful with engineer's notes, memoranda, and rules, and well worthy of being on every mechanical engineer's bookshelf."—Mechanical World. " The information is precisely that likely to be required in practice. . . . The work forms a desirable addition to the library not only of the works' manager, but of any one connected with general engineering."—Mining Journal. " Brimful of useful information, stated in a concise form, Mr. Hutton's books have met a pressing want among engineers. The book must prove extremely useful to every practical man possessing a copy."—Practical Engineer. THE PRACTICAL ENGINEER'S HANDBOOK. Comprising a Treatise on Modern Engines and Boilers, Marine, Locomotive, and Stationary. And containing a large collection of Rules^ and Practical Data relating to Recent Practice in Designing and Constructing all kinds of Engines, Boilers, and other Engineering work. The whole constituting a com¬ prehensive Key to the Board of Trade and other Examinations for Certificates of Competency in Modern Mechanical Engineering. By Walter S. Hutton, Civil and Mechanical Engineer, Author of "The Works' Manager's Handbook for Engineers," &c. With upwards of 420 Illustrations. Sixth Edition, Revised and Enlarged. Medium 8vo, 560 pp., strongly bound. [Just Published. 18/0 This Work is designed as a companion to the Authors "Works' Manager's Handbook." It possesses many new and original features, and con' tains, like its predecessor, a quantity of matter not originally intended for publication but collected by the A uthor for his own use in the construction of a great variety of Modern Engineering Work. The information is given in a condensed and concise form, and is illustrated by upwards of 423 Illustrations ; and comprises a quantity of tabulated matter of great value to all engaged in designing, constructing, or estimating for Engines, Boilers, and other Engineering Work. "We have kept it at hand-for several weeks, referring to it as occasion arose, and we have not on a single occasion consulted its pages without finding the information of which we were in quest." —Athenaum. "A thoroughly good practical handbook, which no engineer can go through without learning something that will be of service to him."—Marine Engineer. " An excellent book of reference for engineers, and a valuable text-book for students of engineering."—Scotsman. "This valuable manual embodies the results and experience of the leading authorities on mechanical engineering."—Building News. " The author has collected together a surprising quantity of rules and practical data, and has shown much judgment in the selections he has made. . . . There is no doubt that this book is one of the most useful of its kind published, and will be a very popular compendium. "—Engineer. " A mass of information set down in simple language, and in such a form that it can be easily referred to at any time. The matter is uniformly good and well chosen, and is greatly elucidated by the illustrations. The book will find its way on to most engineers' shelves, where it will rank as one of the most useful books of reference."—Practical Engineer. " Full of useful information, and should be found on the office shelf of all practical engineers. —English Mechanic. MECHANICAL ENGINEERING, &-c. 3 MR. HUTTON'S PRACTICAL HANDBOOKS —continued. STEAM BOILER CONSTRUCTION. A Practical Handbook for Engineers, Boiler-Makers, and Steam Users. Containing a large Collection of Rules and Data relating to Recent Practice in the Design, Construction, and Working of all Kinds of Stationary, Loco¬ motive, and Marine Steam-Boilers. By Walter S. Hutton, Civil and Mechanical Engineer, Author of " The Works' Manager's Handbook," "The Practical Engineer's Handbook," &c. With upwards of 500 Illustrations. Third Edition, Revised and much Enlarged, medium 8vo, cloth . . "f 8/0 ÎP8T* This Work is issued in continuation of the Series of Handbooks written by the Author, vis. :—" The Works' Manager's Handbook " and " The Practical Engineer's Handbook," which are so highly appreciated by engineers for the practical nature of their information ; and is consequently written in the same style as those works. The Author believes that the concentration, in a convenient form for easy reference, of such a large amount of thoroughly practical information on Steam- Boilers, will be of considérable service to those for whom it is intended, and he trusts the book may be deemed worthy of as favourable a reception as has been accorded to its predecessors. " One of the best, if not the best, books on boilers that has ever been published. The infor¬ mation is of the right kind, in a simple and accessible form. So far as generation is concerned, this Is, undoubtedly, the standard book on steam practice."—Electrical Review. " Every detail, both in boiler design and management, is clearly laid before the reader. The volume shows that boiler construction has been reduced to the condition of one of the most exact sciences ; and such a book is of the utmost value to the fin de siècle Engineer and Works Manager." —Marine Engineer. " There has long been room for a modern handbook on steam boilers ; there is not that room sow, because Mr. Hutton has filled it. It is a thoroughly practical book for those who are occupied in the construction, design, selection, or use of boilers."—Engineer. " The book is of so important and comprehensive a character that it must find its way into the libraries of every one interested in boiler using or boiler manufacture if they wish to be thoroughly informed. We strongly recommend the book for the intrinsic value of its contents."—Machinery Market. PRACTICAL MECHANICS' WORKSHOP COMPANION. Comprising a great variety of the most useful Rules and Formulae in Mechanical Science, with numerous Tables of Practical Data and Calculated Results for Facilitating Mechanical Operations. By William Templeton, Author of " The Engineer's Practical Assistant, " &c., &c. Eighteenth Edition, Revised, Modernised, and considerably Enlarged by Walter S. Hutton, C.E., Author of "The Works' Manager's Handbook," "The Practical Engineer's Hand¬ book," &c. Fcap. 8vo, nearly 500 pp., with 8 Plates and upwards of 250 Illus¬ trative Diagrams, strongly bound for workshop or pocket wear and tear. 8/0 " In its modernised form Hutton's ' Templeton should have a wide sale, for it contains much valuable information which the mechanic will often find of use, and not a few tables and notes which he might look for in vain in other works. This modernised edition will be appreciated by all who have learned to value the original editions of1 Templeton.' "—English Mechanic. " It has met with great success in the engineering workshop, as we can testify ; and there are a great many men who, in a great measure, owe their rise in life to this little book."—Building News. " This familiar text-book—well known to ail mechanics and engineers—is of essential service to the every-day requirements of engineers, millwrights, and the various trades connected with engineering and building. The new modernised edition is worth its weight in gold."—Building News. (Second Notice,) "This well-known and largely-used book contains information, brought up to date, of the sort so useful to the foreman and draughtsman. So much fresh information has been introduced as to constitute it practically a new book. It will be largely used in the office and workshop."— Mechanical World. " The publishers wisely entrusted the task of revision of this popular, valuable, and useful book to Mr. Hutton, than whom a more competent man they could not have found."—Iron. ENGINEER'S AND MILLWRIGHT'S ASSISTANT. A Collection of Useful Tables, Rules, and Data. By William Templeton. Eighth Edition, with Additions. iSmo, cloth . . . . 2/8 "Occupies a foremost place among books of this kind. A more suitable present to an apprentice to any of the mechanical trades could not possibly be made."—Building News. " A deservedly popular work. It should be in the 'drawer' of every mechanic."—English Mechanic. A 2 4 CROSBY LOCK WOOD &■ SON'S CATALOGUE. THE MECHANICAL ENGINEER'S REFERENCE BOOK. For Machine and Boiler Construction. In Two Parts. Part I. General Engineering Data. Part II. Boiler Construction. With 51 Plates and numerous Illustrations. By Nelson Foley, M.I.N.A. Second Edition, Revised throughout and much Enlarged. Folio, half-bound, net . £3 3s« part I.—Measures.—Circumferences and Areas, &c., squares, Cubes, Fourth powers.—square and cube roots.—Surface of tubes.—Reciprocals.— logarithms. — mensuration. —specific gravities and weights.—work and Power. —Heat.—Combustion.—Expansion and Contraction.—Expansion of Gases.—Steam.—Static Forces.—Gravitation and Attraction.—motion and Computation of Resulting Forces.—Accumulated work.—Centre and Radius of Gyration.—Moment of Inertia.—Centre of Oscillation.—Electricity Strength of Materials.—Elasticity.—Test Sheets of Metals.—friction.— Transmission of Power.—Flow of Liquids.—Flow of Gases.—Air Pumps, Surfacb Condensers, &c.—Speed of Steamships.—Propellers.—Cutting tools.—flanges. —Copper Sheets and Tubes.—Screws, nuts, bolt heads, &c.—various Recipes and Miscellaneous matter.—with DIAGRAMS for Valve-Gear, Belting and ropes, Discharge and Suction Pipes, Screw propellers, and Copper Pipes. PART II.—Treating of power of Boilers.—Useful Ratios.—Notes on Construction. — Cylindrical boiler Shells. — Circular Furnaces. — flat plates.—Stays. — Girders.—Screws. — hydraulic tests. — Riveting. — boiler Setting, Chimneys, and Mountings.—Fuels, &c.—Examples of Boilers and Speeds of Steamships.—Nominal and normal horse power.—With DIAGRAMS for all boiler Calculations and Drawings of many varieties of Boilers. " Mr. Foley is well fitted to compile such a work. . . . The diagrams are a great feature of the work. . . . Regarding the whole work, it may be very fairly stated that Mr. Foley has produced a volume which will undoubtedly fulfil the desire of the author and become indispensable to all mechanical engineers."—Marine Engineer. "We have carefully examined this work, and pronounce it a most excellent reference book for the use of marine engineers."—Journal American Society 0/Naval Engineers. COAL AND SPEED TABLES. A Pocket Book for Engineers and Steam Users. By Nelson Foley, Author of " The Mechanical Engineer's Reference Book." Pocket-size, cloth . 3/6 TEXT-BOOK ON THE 5TEAM ENGINE. With a Supplement on Gas Engines, and Part II. on Heat Engines. By T. M. Goodeve, M.A., Barrister-at-Law, Professor of Mechanics at the Royal College of Science, London ; Author of " The Principles of Mechanics," " The Elements of Mechanism," &c. Fourteenth Edition. Crown 8vo, cloth . 6/0 " Professor Goodeve has given us a treatise on the steam engine which will bear comparison with anything written by Huxley or Maxwell, and we can award it no higher praise."—Engineer. on gas engines. With Appendix describing a Recent Engine with Tube Igniter. By T. M. Goodeve, M.A. Crown 8vo, cloth 2/6 " Like all Mr. Goodeve's writings, the present is no exception in point of general excellence It is a valuable little volume."—Mechanical World. THE GAS-ENGINE HANDBOOK. A Manual of Useful Information for the Designer and the Engineer. By E. W. Roberts, M.E. With Forty Full-page Engravings. Small Fcap. 8vo, leather. [ Just Published. Net 8/6 A TREATISE ON STEAM BOILERS. Their Strength, Construction, and Economical Working. By R. Wilson, C.E. Fifth Edition. i2mo, cloth 6/0 "The best treatise that has ever been published on steam boilers."—Engineer. "The author shows himself perfect master of his subject, and we heartily recommend all employing steam power to possess themselves of the work."—RylancTs Iron Trade Circular. THE MECHANICAL ENGINEER'S COMPANION of Areas, Circumferences, Decimal Equivalents, in inches and feet, millimetres, squares, cubes, roots, &c. ; Weights, Measures, and other Data. Also Prac¬ tical Rules for Modern Engine Proportions. By R. Edwards, M.Inst.C.E. Fcap. 8vo, cloth. \Ju.st Published. 3/6 " a very useful little volume. It contains many tables, classified data and memoranda generally useful to engineers '—Engineer. "What it professes to be, ' a handy office companion,' giving in a succinct form, a variety of information likely to be required by engineers in their everyday office work."—Nature. MECHANICAL ENGINEERING, &>c. 5 A HANDBOOK ON THE STEAM ENGINE. With especial Reference to Small and Medium-sized Engines. For the Use of Engine Makers, Mechanical Draughtsmen, Engineering Students, and users of Steam Power. By Herman Haeder, C.E. Translated from the German with considerable additions and.alterations, by H. H. P. Powles, A.M.I.C.E., M.I.M.E. Second Edition, Revised. With nearly 1,100 Illustrations. Crown 8vo, cloth 9/0 "A perfect encyclopaedia of the steam engine and its details, and one which must take a per- marient place in English drawing-offices and workshops."—A Foreman Pattern-maker. " This is an excellent book, and should be in the hands of all who are interested in the con¬ struction and design of medium-sized stationary engines. ... A careful study of its contents and the arrangement of the sections leads to the conclusion that there is probably no other book like it In this country. The volume aims at showing the results of practical experience, and it certainly may claim a complete achievement of this idea."—Nature. BOILER AND FACTORY CHIMNEY5. Their Draught-Power and Stability. With a chapter on Lightning Conductors. By Robert Wilson, A.I.C.E., Author of "A Treatise on Steam Boilers," &c. Crown 8vo, cloth 3/6 " A valuable contribution to the literature of scientific building."—The Builder. BOILER MAKER'S READY RECKONER A ASSISTANT. With Examples of Practical Geometry and Templating, for the Use of Platers, Smiths, and Riveters. By John Courtney, Edited by D. K. Clark, M.I.C.E. Third Edition, 480 pp., with 140 Illustrations. Fcap. 8vo . 7/0 " No workman or apprentice should be without this book."—Iron Trade Circular. REFRIGERATION, COLD STORAGE, & ICE-MAKING: A Practical Treatise on the Art and Science of Refrigeration. By A. J. Wallis-Tayler, A.M.Inst.C.E., Author of " Refrigerating and Ice-Making Machinery." 600 pp., with 360 Illustrations. Medium 8vo, cloth. [Just Published. Net "| 5/0 " The author has to be congratulated on the completion and production of such an impor¬ tant work and it cannot fail to have a large body of readers, for it leaves out nothing that would in any way be of value to those interested in the subject."—Steamship. * No one whose duty it is to handle the mammoth preserving installations of these latter days can afford to be without this valuable book."—Glasgow Herald. THE POCKET BOOK OF REFRIGERATION AND ICE- MAKING FOR 1902. Edited by A. J. Wallis-Tayler, A.M.Inst.C.E. Author of "Refrigerating and Ice-making Machinery," &c. With Diary and Almanac. Small Crown 8vo, cloth. [Just Published. Net 2/6 REFRIGERATING & ICE-MAKING MACHINERY. A Descriptive Treatise for the Use of Persons Employing Refrigerating and Ice-Making Installations, and others. By A. J. Wallis-Tayler, A.-M. Inst. C.E. Third Edition, Revised and Enlarged. With Illustrations. Crown 8vo, cloth. [Just Published. 7/6 ' Practical, explicit, and profusely illustrated."—Glasgow Herald. ** We recommend the book, which gives the cost of various systems and illustrations showing details of parts of machinery and general arrangements of complete installations."—Builder. " May be recommended as a useful description of the machinery, the processes, and of the facts, figures, and tabulated physics of refrigerating. It is one of thé best compilations on the subject, " —Engineer. TEA MACHINERY AND TEA FACTORIES. A Descriptive Treatise on the Mechanical Appliances required in the Cultiva¬ tion of the Tea Plant and the Preparation of Tea for the Market. By A. J. Wallis-Tayler, A.-M. Inst. C.E. Medium 8vo, 468 pp. With 218 Illustrations. [Just Published. Net 25/0 " When tea planting was first introduced into the British possessions little, if any, machinery was employed, but now its use is almost universal. This volume contains a very full account of the machinery necessary for the proper outfit of a factory, and also a description of the processes best carried out by this machinery."—Journal Society of Arts. 6 CROSBY LOCK WOOD S- SON'S CATALOGUE. ENGINEERING ESTIMATES, COSTS, AND ACCOUNTS. A Guide to Commercial Engineering. With numerous examples of Estimates and Costs of Millwright Work, Miscellaneous Productions, Steam Engines and Steam Boilers ; and a Section on the Preparation of Costs Accounts. By A General Manager. Second Edition. 8vo, cloth. [Just Published. 1 2/Û " This is an excellent and very useful book, covering subject-matter in constant requisition in every factory and workshop. . . . The book is invaluable, not only to the young engineer, but also to the estimate department of every works."—Builder. " We accord the work unqualified praise. The information is given in a plain, straightforward manner, and bears throughout evidence of the intimate practical acquaintance of the author with every phase of commercial engineering."—Mechanical World. AERIAL OR WIRE-ROPE TRAMWAYS. Their Construction and Management. By A. J.Wallis-Tayler, A.M. Inst. C.E. With 81 Illustrations. Crown 8vo, cloth. [Just Published. 7IS "This is in its way an excellent volume. Without going into the minutiae of the subject, it yet lays before its readers a very good exposition of the various systems of rope transmission in use, and gives as well not a little valuable information about their working, repair, and management. We can safely recommend it as a useful general treatise on the subject."—The Engineer. MOTOR CARS OR POWER-CARRIAGES FOR COMMON ROADS. By A. J Wallis-Tayler, Assoc. Memb. Inst. C.E., Author of "Modern Cycles," &c. 212 pp., with 76 Illustrations. Crown 8vo, cloth . . 4/0 "Mr. Wallis-Tayler's book is a welcome addition to the literature of the subject, as it is the production of an Engineer, and has not been written with a view to assist in the promotion of companies. . . , The book is clearly expressed throughout, and is just the sort of work that an engineer, thinking of turning his attention to motor-carriage work, would do well to read as a preliminary to starting operations."—Engineering. PLATING AND BOILER MAKING. A Practical Handbook for Workshop Operations. By Joseph G. Horner, A.M.I.M.E. 380 pp. with 338 Illustrations. Crown 8vo, cloth . . 7/0 " The latest production from the pen of this writer is characterised by that evidence of close acquaintance with workshop methods which will render the book exceedingly acceptable to the practical hand. . . . A practical handbook on a subject which has not hitherto received much attention from those qualified to deal with it in a satisfactory manner."—Mechanical World. PATTERN MAKING. A Practical Treatise, embracing the Main Types of Engineering Construction, and including Gearing, both Hand and Machine-made, Engine Work, Sheaves and Pulleys, Pipes and Columns, Screws, Machine Parts, Pumps and Cocks, the Moulding of Patterns in Loam and Greensand, &c., together with the methods of estimating the weight of Castings ; with an Appendix of Tables for Workshop Reference. By Joseph G. Horner, A.M.I.M.E. Third Edition, Enlarged. With 486 Illustrations. Crown 8vo, cloth . . . Net 7/0 " A well-written technical guide, evidently written by a man who understands and has prac¬ tised what he has written about. . « . We cordially recommend it to engineering students, young journeymen, and others desirous of being initiated into the mysteries of pattern-making."—Builder. "An excellent vade mecum for the apprentice who desires to become master of his trade." —English Mechanic. MECHANICAL ENGINEERING TERMS (Lockwood's Dictionary of). Embracing those current in the Drawing Office, Pattern Shop, Foundry, Fitting, Turning, Smiths', and Boiler Shops, &c. Com¬ prising upwards of 6,000 Definitions. Edited by J. G. Horner, A.M.I.M.E. Third Edition, Revised. Crown 8vo, cloth Net 7IS "Just the sort of handy dictionary required by the various trades engaged in mechanical en¬ gineering. The practical engineering pupil will find the book of great value m his studies, and every foreman engineer and mechanic should have a copy."—Building News. TOOTHED GEARING. A Practical Handbook for Offices and Workshops. By Joseph Horner, A.M.I.M.E. With 184 Illustrations. Crown 8vo, cloth . . . 0/0 " We must give the book our unqualified praise for its thoroughness of treatment, and we can heartily recommend it to all interested as the most practical book on the subject yet written."— Mechanical World. FIRES, FIRE-ENGINES, AND FIRE BRIGADES. With a History of Fire-Engines, their Construction, Use, and Manage¬ ment; Foreign Fire Systems; Hints on Fire-Bngades, &c By Charles F. T. Young, C.E. 8vo, cloth . £1 4s. "To such of our readers as are Interested in the subject of fires and fire apparatus we can most heartily commend this book."—Engineering. MECHANICAL ENGINEERING, &c. 1 AERIAL NAVIGATION. A Practical Handbook on the Construction of Dirigible Balloons, Aëiostats, Aërop'anes, and Aëremotors. By Frederick Walker, C.E., Associate Member of the Aëronautic Institute. With 104 Illustrations. Large Crown 8vo, cloth. [Just Published. Net. 7/6 STONE-WORKING MACHINERY. A Manual dealing with the Rapid and Economical Conversion of Stone. With Hints on the Arrangement and Management of Stone Works. By M. Powis Bale, M.I.M.E. Second Edition, enlarged. Crown 8vo, cloth . . 9/0 " Should be In the hands of every mason or student of stonework."—Colliery Guardian. " A capital handbook for all who manipulate stone for building or ornamental purposes."— Machinery Market. PUMPS AND PUMPING. A Handbook for Pump Users. Being Notes on Selection, Construction, and Management. By M. Powis Bale, M.I.M.E. Fourth Edition. Crown 8vo, cloth. [ Just Published. 3/6 "The matter is set forth as concisely as possible. In fact, condensation rather than diffuse- icss has been the author's aim throughout ; yet he does not seem to have omitted anything likely to be of use."—Journal 0/ Gas Lighting. MILLING MACHINES AND PROCESSES. A Practical Treatise on Shaping Metals by Rotary Cutters. Including Information on Making and Grinding the Cutters. By Paul N. Hasluck, Author of " Lathe-Work," 352 pp. With upwards of 300 Engravings. Large crown 8vo, cloth . 12/6 "A new departure in engineering literature. . , . We can recommend this work to all in¬ terested in milling machines ; it is what it professes to be—a practical treatise."—Engineer. " A capital and reliable book which will no doubt be of considerable service both to those who are already acquainted with the process as well as to those who contemplate its adoption."— Industries. LATHE-WORK. A Practical Treatise on the Tools, Appliances, and Processes employed in the Art of Turning. By P. N. Hasluck. Seventh Edition. Crown 8vo. 6/0 " Written by a man who knows not only how work ought to be done, but who also knows how to do It, and how to convey his knowledge to others. To all turners this book would be valuable."— Engineering. " We can safely recommend the work to young engineers. To the amateur it will simply be invaluable. To the student it will convey a great deal of useful information."—Engineer. SCREW-THREADS, And Methods of Producing Them. With numerous Tables and complete Directions for using Screw-Cutting Lathes. By Paul N. Hasluck, Authcr of " Lathe-Work," &c. f ifth Edition. Waistcoat-pocket size . .1/6 " Full of useful information, hints and practical criticism. Taps, dies, and screwing tools generally are illustrated and their actions described."—Mechanical World. " It is a complete compendium of all the details of the screw-cutting lathe ; In fact a multun.- in-parvo on all the subjects it treats upon."—Carpenter and Builder. TABLES AND MEMORANDA FOR ENGINEERS, MECHANICS, ARCHITECTS, BUILDERS, &c. Selected and Arranged by Francis Smith. Sixth Edition, Revised, including Electrical Tables, Formulae, and Memoranda. Waistcoat-pocket size, limp leather. [Just Published. 1/6 " It would, perhaps, be as difficult to make a small pocket-book selection of notes and formulae to suit ALL engineers as it would be to make a universal medicine ; but Mr. Smith's waistcoat- pocket collection may be looked upon as a successful attempt."—Engineer. " The best example we have ever seen of 270 pages of useful matter packed into the dimen¬ sions of a card-case."—Building News. " A veritable pocket treasury of knowledge."—Iron, POCKET GLOSSARY OF TECHNICAL TERMS. English-French, French-English ; with Tables suitable for the Architectural, Engineering, Manufacturing, and Nautical Professions. By John James Fletcher. Third Edition, 200 pp. Waistcoat-pocket size, leather . 1/6 " It is a very great advantage for readers and correspondents in France and England to have so large a number of the words relating to engineering and manufacturers collected in a lilliputian volume. The little book will be useful both to students and travellers."—Architect " The glossary of terms is very complete, and many of the Tables are new and well arranged. We cordially commend the book."—Mechanical World 8 CROSBY LOCK WOOD & SON'S CATALOGUE. THE ENGINEER'S YEAR BOOK FOR 1902. Comprising Formulae, Rules, Tables, Data and Memoranda in Civil, Mechanical, Electrical, Marine and Mine Engineering. By H. R. Kempe, A.M. Inst. C.E., M.I.E.E., Principal Technical Officer, Engineer-in-Chief's Office, General Post Office, London, Author of "A Handbook of Electrical Testing," "The Electrical Engineer's Pocket-Book," &c. With 1,000 Illustrations, specially Engraved for the work. Crown 8vo, 900 pp., leather. [Just Published. 8/0 " Kempe's Year Book really requires no commendation. Its sphere of usefulness is widely known, and It is used by engineers tne world over."—The Engineer. "The volume is distinctly in advance of most similar publications in this country."— Engineering. " This v Suable and well-designed book of reference meets the demands of all descriptions of engineers. "—Saturday Review. " Teems with up-to-date information in every branch of engineering and construction."— Building News. " The needs of the engineering profession could hardly be supplied in a more admirable, complete and convenient form. To say that it more than sustains all comparisons is praise of the highest sort, and that may justly be said of it."—Mining Journal. " There is certainly room for the newcomer, which supplies explanations and directions, as well as formulée and tables. It deserves to become one of the most "successful of the technical annuals. "—A rchitect. " Brings together with great skill all the technical information which an engineer has to use day by day. It is in every way admirably equipped, and is sure to prove successful. "Scotsman. " The up-to-dateness of Mr. Kempe's compilation is a quality that will not be lost on the busy people for whom the work is intended.' —Glasgow Herald. THE PORTABLE ENGINE. A Practical Manual on its Construction and Management. For the use of Owners and Users of Steam Engines generally. By William Dyson Wansbrough. Crown 8vo, cloth 3/8 " This is a work of value to those who use steam machinery. . . . Should be read by every one who has a steam engine, on a farm or elsewhere."—Mark Lane Express. " We cordially commend this work to buyers and owners of steam-engines, and to those who have to do with their construction or use."—Timber Trades Journal " Such a general knowledge of the steam-engine as Mr. Wansbrough furnishes to the reader should be acquired by all intelligent owners and others who use the steam-engine. "—Building News, " A 0 excellent text-book of this useful form of engine. The 4 Hints to Purchasers ' contain a good deal of common-sense and practical wisdom."—English Mechanic. STATIONARY STEAM ENGINES. Their Care and Management. By Charles Hurst, Autnor of "Valvesand Valve Gearing " Crown 8vo. [In the press. IRON AND STEEL. A Work for the Forge, Foundry, Factory, and Office. Containing ready, useful, and trustworthy Information for Ironmasters and their Stock-takers ; Managers of Bar, Rail, Plate, and Sheet Rolling Mills ; Iron and Metal Founders ; Iron Ship and Bridge Builders ; Mechanical, Mining, and Con¬ sulting Engineers ; Architects, Contractors, Builders, &c. By Charles Hoare, Author of The Slide Rule," &c. Ninth Edition. 321110, leather . 6/0 " For comprehensiveness the book has not its equal."—Iron. " One of the best of the pocket books."—English Mechanic. CONDENSED MECHANICS. A Selection of Formulae, Rules, Tables, and Data for the Use of Engineering Students, &c. By W. G. C. Hughes, A.M.I.C.E. Crown 8vo, cloth . 2/6 "The book is well fitted for those who are either confronted with practical problems in their work, or are preparing for examination and wish to refresh their knowledge by going through their formulae again."—Marine Engineer. THE SAFE USE OF STEAM. Containing Rules for Unprofessional Steam Users. By an Engineer. Seventh Edition. Sewed 6d. " If steam-users would but iearn this little book by heart, boiler explosions would become sensations by their rarity."—English Mechanic. MECHANICAL ENGINEERING, &c. 9 THE LOCOMOTIVE ENGINE. The Autobiography of an Old Locomotive Engine. By Robert Weather- burn, M.LM.E. With Illustrations and Portraits of George and Robert Stephenson. Crown 8vo, cloth. [Just Published. Net 2/6 Summary of Contents:— Prologue.—Cylinders.—Motions.—Connecting Rods.—Frames.—Wheels.—Pumps, Clacks, &c.—Injectors.—Boilers.—Smoke box. —Chimney.—Weather Board and awning.—Internal Dissensions.—Engine Drivers, &c. " It would be difficult to Imagine anything more ingeniously planned, more cleverly worked out, and more charmingly written. Readers cannot fail to find the volume most enjoyable."— Glasgow Herald. THE LOCOMOTIVE ENGINE AND ITS DEVELOPMENT. A Popular Treatise on the Gradual Improvements made in Railway Engines between 1803 and 1896. By Clement E. Stretton, C.E. Fifth Edition, Enlarged. With 120 Illustrations. Crown 8vo, cloth. [Just Published. 3/6 " Students of railway history and all who are interested in the evolution of the modern locomotive will find much to attract and entertain in this volume."—The Times. LOCOMOTIVE ENGINE DRIVING. A Practical Manual for Engineers in Charge of Locomotive Engines. By Michael Reynolds, Member of the Society of Engineers, formerly Loco¬ motive Inspector, L. B. & S. C. R. Eleventh Edition. Including a Key to the Locomotive Engine. Crown 8vo, cloth 4/6 " Mr Reynolds has supplied a want, and has supplied it well. We can confidently recom¬ mend the book not only to the practical driver, but to everyone who takes an interest in the performance of locomotive engines."—The Engineer. " Mr, Reynolds has opened a new chapter in the literature of the day. His treatise is admirable."—Athenceum. THE MODEL LOCOMOTIVE ENGINEER, Fireman, and Engine-Boy. Comprising a Historical Notice of the Pioneer Locomotive Engines and their Inventors. By Michael Reynolds. Second Edition, with Revised Appendix. Crown 8vo, cloth. [Just Published. 4/6 11 From the technical knowledge of the author, it will appeal to the railway man of to-day more forcibly than anything written by Dr. Smiles. . . . The volume contains information of a technical kind, and facts that every dnver should be.familiar with."—English Mechanic. "We should be glad to see this book in the possession of everyone in the kingdom who has ever laid, or is to lay, hands on a locomotive engine."—Iron. CONTINUOUS RAILWAY BRAKES. A Practical Treatise on the several Systems in Use in the United Kingdom : their Construction and Performance. With copious Illustrations and numerous Tables. By Michael Reynolds. 8vo, cloth 9/0 "A popular explanation of the different brakes. It will be of great assistance informing public opinion, and will be studied with benefit by those who take an interest in the brake."—English Mechanic. STATIONARY ENGINE DRIVING. A Practical Manual or Engineers in Charge ol Stationary Engines, By Michael Reynolds. Sixth Edition. Crown 8vo, cloth . . . 4/6 " The author is thoroughly acquainted with his subjects, and his advice on the various points treated is clear and practical. . . . He has produced a manual which is an exceedingly useful one for the class for whom it is specially intended."—Engineering. " Our author leaves no stone unturned. He is determined that his readers shall not only know something about the stationary engine, but all about it."—Engineer. ENGINE-DRIVING LIFE. Stirring Adventure and Incidents in the Lives ot Locomotive Engine- Drivers. By Michael Reynolds. Third Edition. Crown 8vo, cloth . 1IS " Perfectly fascinating. Wilkie Collins's most thrilling conceptions are thrown into the shade by true incidents, endless in their variety, related in every page."—North British Mail. THE ENGINEMAN'S POCKET COMPANION, And Practical Educator for Enginemen, Boiler Attendants, and Mechanics. By Michael Reynolds. With 45 Illustrations and numerous Diagrams. Fourth Edition, Revised. Royal i8mo, strongly bound for pocket wear. 3/6 " This admirable work is well suited to accomplish its object, being the honest workmanship of a competent engineer."—Glasgow Herald. CROSBY LOCKWOOD &> SON'S CATALOGUE. CIVIL ENGINEERING, SURVEYING, &c. LIGHT RAILWAYS FOR THE UNITED KINGDOM, INDIA, AND THE COLONIES. A Practical Handbook setting forth the Principles on which Light Railways should be> Constructed, Worked, and Financed ; and detailing the Cost of Construction, Equipment, Revenue and Working Expenses of Local Railways already established in the above-mentioned countries, and in Belgium, France, Switzerland, &c. By J. C. Mackay, F.G.S., A.M. Inst. C.E. Illustrated with Plates and Diagrams. Medium 8vo, cloth. [Just Published. 1 5/0 " Mr. Mackay's volume is clearly and concisely written, admirably arranged, and freely illustrated. The book is exactly what has been long wanted. We recommend it to all interested in the subject. It is sure to have a wide sale."—Railway News. TUNNELLING. A Practical Treatise. By Charles Prelini, C.E. With additions by Charles S. Hill, C.E. Including 150 Diagrams and Illustrations. Royal 8vo, cloth. [Just Published. Net "| 6/0 PRACTICAL TUNNELLING. Explaining in detail Setting-out the Works, Shaft-sinking, and Heading-driving, Ranging the Lines and Levelling underground, Sub-Excavating, Timbering and the Construction of the Brickwork of Tunnels, with the amount of Labour required for, and the Cost of, the various portions of the work. By Frederick W. Simms, M.Inst.C.E. Fourth Edition, Revised and Further Extended, including the most recent (1895) Examples of Sub-aqueous and other Tunnels, by D. Kinnear Clark, M. Inst. C.E. Imperial 8vo, with 34 Folding Plates and other Illustrations. Cloth. [Just Published. £2 2 s. " The present (1896) edition has been brought right up to date, and is thus rendered a work to which civil engineers generally should have ready access, and to which engineers who have con¬ struction work can hardly afford to be without, but which to the younger members of the profession is invaluable, as from its pages they can learn the state to which the science of tunnelling has attained."—Railway News. " The estimation in which Mr. Simms's book has been held for many years cannot be more truly expressed than in the words of the late Prof. Rankine : ' The best source of information on the subject of tunnels is Mr. F. W. Simms's work on Practical Tunnelling.' "—Architect. THE WATER SUPPLY OF TOWNS AND THE CON¬ STRUCTION OP WATER-WORKS. A Practical Treatise for the Use of Engineers and Students of Engineering. By W. K. Burton, A.M. Inst. C.E., Professor of Sanitary Engineering in the Imperial University, Tokyo, Japan, and Consulting Engineer to the Tokyo Water-works. Second Edition, Revised and Extended. With numerous Plates and Illustrations. Super-royal 8vo, buckram. [Just Published. 2510 i. introductory. — ii. different qualities of water. — iii. quantity of Water to be Provided.—IV. on Ascertaining whether a proposed Source of Supply is Sufficient.—V. On estimating the Storage Capacity required to be provided.—VI. classification of water-works.—VII. impounding reser¬ voirs.—VIII. Earthwork Dams.—IX. Masonry Dams.—X. The purification of Water.—XI. Settling Reservoirs.—XII. Sand Filtration.—XIII. purification of Water by Action of Iron, Softening of water by Action of Lime, Natural Filtration.—XIV. Service or Clean Water Reservoirs—Water Towers—Stand Pipes.—XV. The connection of Settling Reservoirs, Filter Beds and Service Reservoirs.—XVI. pumping Machinery.—XVII. Flow of Water in Conduits- Pipes and Open Channels.—XVIII. Distribution Systems.—XIX. Special pro¬ visions for the Extinction of Fire.—XX. Pipes for Water-works.—XXI. Pre¬ vention of Waste of Water.—XXII. Various Applications used in Connection with Water-works. Appendix i. By prof. JOHN milne, R.S.—Considerations concerning the Probable Effects of Earthquakes on Water-works, and the Special Pre¬ cautions to be taken in earthquake countries. Appendix II. By JOHN DE RIJKE, C.E.—On sand Dunes and Dune Sand as a Source of water Supply. " The chapter upon filtration of water is very complete, and the details of construction well Illustrated. . . . The work should be specially valuable to civil engineers engaged in work in Japan, but the interest is by no means confined to that locality."—Engineer. "We congratulate the author upon the practical commonsense shown in the preparation of this work. . . . The plates and diagrams have evidently been prepared with great care, and cannot fail to be 6f great assistance to the student."—Builder. " The whole art of water-works construction is dealt with in a clear and comprehensive fashion In this handsome volume. . . . Mr. Burton's practiced treatise shows in all its sections the fruit of independent study and individual experience. It is largely based upon his own practice in the branch of engineering of which it treats."—Saturda Review. CIVIL ENGINEERING, SURVEYING, &c. THE WATER SUPPLY OF CITIES AND TOWNS. By William Humber, A. M. Inst. C.E., and M.Inst M.E., Author of "Cast and Wrought Iron Bridge Construction," &c., &c. Illustrated with 50 Double Plates, 1 Single Plate, Coloured Frontispiece, and upwards of 250 Woodcuts, and containing 400 pp. of Text. Imp. 410, elegantly and substantially half-bound in morocco Net £6 6s. List of Contents. I. historical sketch of some of the means that have been adopted for the Supply of Water to Cities and Towns.—ii. Water and the foreign matter usually associated with it.—iii. rainfall and evaporation.—iv. springs and the water-bearing formations of various districts.—v. measurement and Estimation of ihe Flow of Water.—VI. On the Selection of the Source of Supply.—vil Wells.—VIII. Reservoirs —IX. The Purification of Water.— X. Pumps.—XI. Pumping Machinery.—xii. Conduits.—xi 11 Distribution of Water. -XIV. Meters, Service Pipes, and House Fittings.—XV. The Law of Economy of water-works —XVI. constant and intermittent supply.—XVII. description of Plates.—Appendices, giving Tables of Rates of Supply, Velocities, &c., &c., together with specifications of several works illustrated, among which will be found : aberdeen, bldeford, canterbury, dundee, halifax, lambeth, Rotherham, Dublin, and others. " The most systematic and valuable work upon water supply hitherto produced in English, or In any other language. It is characterised almost throughout by an exhaustiveness much more distinctive of French and German than of English technical treatises."—Engineer. RURAL WATER SUPPLY. A Practical Handbook on the Supply of Water and Construction of Water¬ works for small Country Districts. By Allan Greenwell, A.M.I.C.E., and W. T. Curry, A.M.I.C.E., F.G.S. With Illustrations. Second Edition, Revised. Crown 8vo, cloth. [Just Published. 5/0 'We conscientiously recommend it as a very useful book for those concerned in obtaining water for small districts, giving a great deal of practical information in a small compass."—Builder. " The volume contains valuable information upon all matters connected with water supply. . . Full of details on points which are continually before water-works engineers."—Nature. HYDRAULIC POWER ENGINEERING. A Practical Manual on the Concentration and Transmission of Power by Hydraulic Machinery. By G. Croydon Marks, A.M. Inst. C.E. With nearly 200 Illustrations. 8vo, cloth. [Just Published. Net 9/0 Summary of Contents :—Principles of Hydraulics.—The Observed flow of Water.—hydraulic pressures, Material.—Test Load Packings for sliding Surfaces.—Pipe Joints.—Controlling Valves.—platform Lifts.—Workshop, Factory, and Dock Cranes.—Hydraulic Accumulators. —Presses.—Sheet Metai Working and Forging Machinery.—Hydraulic Rivetters.—Hand, Power, and Steam pumps.— Turbines.—Impulse and Re-action Turbines,—Design of Tur¬ bines.—Water Wheels.—Hydraulic Engines.—Recent achievements.—Tables. " We have nothing but praise for this thoroughly valuable work. The author has succeeded in rendering his subject interesting as well as instructive."—Practical Engineer. "Can be unhesitatingly recommended as a useful and up-to-date manual on hydraulic trans¬ mission and utilisation of power."—Mechanical World. HYDRAULIC TABLES, CO-EFFICIENTS, & FORMUL/E. For Finding the Discharge of Water from Orifices, Notches, Weirs, Pipes, and Rivers. With New Formulae, Tables, and General Information on Rain-fall, Catchment-Basins, Drainage, Sewerage, Water Supply for Towns and Mill Power. By John Neville, Civil Engineer, M.R.I.A. Third Edition, revised, with additions. Numerous Illustrations. Crown 8vo, cloth . 14/0 " It is, of all English books on the subiect, the one nearest to completeness."—Architect. HYDRAULIC MANUAL. Consisting of Working Tables and Explanatory Text. Intended as a Guide in Hydraulic Calculations and Field Operations. By Lowis D'A. Jackson, Author of "Aid to Survey Practice," "Modern Metrology," &c. Fourth Edition, Enlarged. Large crown 8vo, cloth 16/0 " The author has constructed a manual which may be accepted as a trustworthy guide to this branch of the engineer's profession."—Engineering. WATER ENGINEERING. A Practical Treatise on the Measurement, Storage, Conveyance, and Utilisa¬ tion of Water for the Supply of Towns, for Mill Power, and for other Purposes. By C. Slagg, A. M. Inst, C.E. Second Edition. Crown 8vo, cloth . 7/6 "As a small practical treatise on the water supply of towns, and on some applications of water- power, the work is in many respects excellent."—Engineering. CROSBY LOCK WOOD &> SON'S CATALOGUE THE RECLAMATION OF LAND FROM TIDAL WATERS. A Handbook for Engineers, Landed Proprietors, and others interested in Works of Reclamation. By Alexander Beazelev, M.Inst. C.E. With Illustrations. 8vo, cloth. [Just Published. Net 10/6 " The book shows in a concise way what has to be done in reclaiming1 land from the sea, and the best way of doing it. The work contains a great deal of practical and useful information which cannot fail to be of service to engineers entrusted with the enclosure of salt marshes, and to land¬ owners intending to reclaim land from the ses. '- The Engineer. "The author,has carried out his task efficiently and well, and his book contains a large amount of information of great service to engineers and others Interested in works of reclamation." —Nature. MA50NRY DAMS PROM INCEPTION TO COMPLETION. Including numerous Formulae, Forms of Specification and Tender, Pocket Diagram of Forces, &c. For the use of Civil and Mining Engineers. By C. F. Courtney, M. Inst, C.E. 8vo, cloth. [Just Published. 9/Ô " The volume contains a good deal of valuable data, and furnishes the engineer with practical advice. Many useful suggestions will be found in the remarks on site and position, location of dam, foundations and construction."—Building News. river bars. The Causes of their Formation, and their Treatment by " Induced Tidal Scour"; with a Description of the Successful Reduction by this Method of the Bar at Dublin. By I. J. Mann, Assist. Eng. to the Dublin Port and Docks Board. Royal 8vo, cloth 713 " We recommend all interested In harbour works—and, indeed., those concerned in the mprovements of rivers generally—to read Mr. Mann's interesting work."—Engineer. TRAMWAYS: THEIR CONSTRUCTION AND WORKING. Embracing a Comprehensive History of the System ; with an exhaustive Analysis of the Various Modes of Traction, including Horse Power, Steam, Cable Traction, Electric Traction, &c. ; a Description of the Varieties of Rolling Stock ; and ample Details of Cost and Working Expenses. New Edition, Thoroughly Revised, and Including the Progress recently made in Tramway Construction, &c., &c. By D. Kinnear Clark, M. Inst. C.E. With 400 Illustrations. 8vo, 780 pp., buckram. [Just Published. 28/0 " The new volume is one which will rank, among tramway engineers and those interested in tramway working, with the Author's world-famed book on railway machinery."—The Engineer. SURVEYING AS PRACTISED BY CIVIL ENGINEERS AND .SURVEYORS. Including the Setting-out of Works for Construction and Surveys Abroad, with many Examples taken from Actual Practice. A Handbook for use in the Field and the Office, intended also as a Text-book for Students. By John White- law, J un., A.M. Inst. C.E., Author of " Points and Crossings." With about 260 Illustrations. Demy 8vo, cloth. [Just Published. Net ~\ 0/6 PRACTICAL SURVEYING. A Text-Book for Students preparing for Examinations or for Survey-work in the Colonies. By George W. Usill, A.M.I.C.E. With 4 Plates and up¬ wards of 330 Illustrations. Seventh Edition. Including Tables of Natural Sines, Tangents, Secants, &c. Crown 8vo, cloth 713 » or, on Thin Paper, leather, gilt edges, for pocket use 12I/6 "The best forms of instruments are described as to their construction, uses and modes of employment, and there are innumerable hints on work and equipment such as the author, in his experience as surveyor, draughtsman and teacher, has found necessary, and which the student in his inexperience will find most serviceable."—Engineer. " The latest treatise in the English language on surveying, and we have no hesitation in say¬ ing that the student will find it a better guide than any of its predecessors Deserves to be recognised as the first book which should be put in the hands of a pupil of Civil Engineering."— Architect. aid to survey practice. For Reference in Surveying, Levelling, and Sett ing-out ; and in Route Sur¬ veys of Travellers by Land and Sea. With Tables, Illustrations, and Records. By Lowis D'A. Jackson, A.M.I.C.E. 8vo, cloth .... 12/8 "A valuable vade-mecum for the surveyor. We recommend this book as containing an admirable.supplement to the teaching of the accomplished surveyor. —Athenccum. " The author brings to his work a fortunate union of theory and practical experience which, aided by a clear and lucid style of writing, renders the book a very useful one,"—Builder. CIVIL ENGINEERING, SURVEYING, &c. 13 SURVEYING WITH THE TACHEOMETER. A practical Manual for the use of Civil and Military Engineers and Surveyors. Including two series of Tables specially computed for the Reduction of Readings in Sexagesimal and in Centesimal Degrees. By Neil Kennedy, M. Inst. C.E. With Diagrams and Plates. Demy 8vo, cloth. Net 10/6 " The work is very clearly written, and should remove all difficulties in the way of any surveyor desirous of making use of this useful and rapid instrument."—Nature. ENGINEER'S & MINING SURVEYOR'S FIELD BOOK. Consisting of a Series of Tables, with Rules, Explanations of Systems, and use of Theodolite for Traverse Surveying and plotting the work with minute accuracy by means of Straight Edge and Set Square only ; Levelling with the Theodolite, Setting-out Curves with and without the Theodolite, Earthwork Tables, &c. By W. Davis Haskoll, C.E. With numerous Woodcuts. Fourth Edition, Enlarged. Crown 8vo, cloth 12/0 " The book is very handy ; the separate tables of sines and tangents to every minute will make it useful for many other purposes, the genuine traverse tables existing all the same."—Athenaum. LAND AND MARINE SURVEYING. In Reference to the Preparation of Plans for Roads and Railways ; Canals, Rivers, Towns' Water Supplies ; Docks and Harbours. With Description and Use of Surveying Instruments. By W. Davis Haskoll, C.E. Second Edition, Revised, with Additions. Large crown 8vo, cloth . . . 9/0 " This book must prove of great value to the student, We have no hesitation in recom¬ mending it, feeling assured that it will more than repay a careful study."—Mechanical World. " A most useful book for the student. We strongly recommend it as a carefully-written and valuable text-book. It enjoys a well-deserved repute among surveyors."—Builder. PRINCIPLES AND PRACTICE OF LEVELLING. Showing its Application to Purposes of Railway and Civil Engineering in the Construction of Roads ; with Mr. Telford's Rules for the same. By Frederick W. Simms, F.G.S., M. Inst. C.E. Eighth Edition, with the addition of Law's Practical Examples for Setting-out Railway Curves, and Trautwine's Field Practice of Laying-out Circular Curves. With 7 Plates and numerous Woodcuts, 8vo, cloth . . 8/6 *** Trautwine on Curves may be had separate ..... 5/0 " The text-book on levelling in most of our engineering schools and colleges."—Engineer. "The publishers have rendered a substantial service to the profession, especially to the younger members, by bringing out the present edition of Mr. Simms's useful work."—Engineering. AN OUTLINE OF THE METHOD OF CONDUCTING A TRIGONOMETRICAL «SURVEY. For the Formation of Geographical and Topographical Maps and Plans, Mili¬ tary Reconnaissance, LEVELLING, &c., with Useful Problems, Formulae, and Tables. By Lieut.-General Frome, R.E. Fourth Edition, Revised and partly Re-written by Major-General Sir Charles Warren, G.C.M.G., R.E. With 19 Plates and 115 Woodcuts, royal 8vo, cloth . . . . 16/0 "No words of praise from us can strengthen the position so well and so steadily maintained by this work, Sir Charles Warren has revised the entire work, and made such additions as were necessary to bring every portion of the contents up to the present date."—Broad Arrow. TABLES OF TANGENTIAL ANGLES AND MULTIPLES FOR «SETTING-OUT CURVES. From 5 to 200 Radius. By A. Beazeley, M. Inst. C.E. 6th Edition, Revised. With an Appendix on the use of the Tables for Measuring up Curves; Printed on 50 Cards, and sold in a cloth box, waistcoat-pocket size. [Just Published. 3/6 " Each table is printed on a card, which, placed on the theodolite, leaves the hands free to manipulate the instrument—no small advantage as regards the rapidity of work."—Engineer, " Very handy : a man may know that all his day's work must fall on two of these cards, which he puts into his own card-case, and leaves the rest behind."—Athenceum. HANDY GENERAL EARTH-WORK TABLES. Giving the Contents in Cubic Yards of Centre and Slopes of Cuttings and Embankments from 3 inches to 80 feet in Depth or Height, for use with either 66 feet Chain or 100 feet Chain. By J. H. Watson Buck, M Inst. C.E. On*a Sheet mounted in cloth case. [Just Published. 3/6 14 CROSBY LOCKWOOD &■ SON'S CATALOGUE. EARTHWORK TABLE5. Showing the Contents in Cubic Yards of Embankments, Cuttings, &c., of Heights or Depths up to an average of 80 feet. By Joseph Broadbent, C.E., and Francis Campin, C.E. Crown 8vo, cloth BIO " The way in which accuracy is attained, by a simple division of each cross section into three elements, two in which are constant and one variable, is ingenious."—Athenaum. A MANUAL ON EARTHWORK. By Alex. J. S. Graham, C.E. With numerous Diagrams. Second Edition. i8mo, cloth 216 THE CONSTRUCTION OF LARGE TUNNEL SHAFTS. A Practical and Theoretical Essay. By J. H. Watson Buck, M. Inst. C.E., Resident Engineer, L. and N. W. R. With Folding Plates, 8vo, cloth "| 2/0 " Many of the methods given are of extreme practical value to the mason, and the observa¬ tions on the form of arch, the rules for ordering the stone, and the construction of the templates, will be found of considerable use. We commend the book to the engineering profession."— Building News. " Will be regarded by civil engineers as of the utmost value, and calculated to save much time and obviate many mistakes."—Colliery Guardian. CAST & WROUGHT IRON BRIDGE CONSTRUCTION (A Complete and Practical Treatise on), including Iron Foundations. In Three Parts.—Theoretical, Practical, and Descriptive. By William Humber, A. M. Inst. C.E., and M. Inst. M.E. Third Edition, revised and much Im¬ proved, with 115 Double Plates (20 of which now first appear in this edition), and numerous Additions to the Text. In 2 vols., imp. 4to, half-bound in morocco ••••••••••• £6 1 @s. So. " A very valuable contribution to the standard literature of civil engineering. In addition to elevations, plans, and sections, large scale details are given, which very much enhance the Instructive worth of those illustrations."—Civil Engineer and Architects Journal. " Mr. Humber's stately volumes, lately issued—in which the most important bridges erected during the last five years, under the direction of the late Mr. Brunei, Sir W. Cubitt, Mr. Hawkshaw, Mr. Page, Mr. Fowler, Mr. Hemans, and others among our most eminent engineers, are drawn and specified in great detail."—Engineer. ESSAY ON OBLIQUE BRIDGES (Practical and Theoretical). With 13 large Plates. By the late George Watson Buck, M.I.C.E. Fourth Edition, revised by his Son, J. H. Watson Buck, M.I.C.E. ; and with the addition of Description to Diagrams for Facilitating the Construction of Oblique Bridges, by W. H. Barlow, M.I.C.E. Royal 8vo, cloth 12/0 "The standard text-book for all engineers regarding skew arches Is Mr. Buck's treatise, and it would be impossible to consult a better."—Engineer. "Mr. Buck's treatise is recognised as a standard text-book, and his treatment has divested the subject of many of the intricacies supposed to belong to it. As a guide to the engineer and architect, on a confessedly difficult subject I Mr. Buck's work is unsurpassed."—Building News. THE CONSTRUCTION OF OBLIQUE ARCHES (A Practical Treatise on). By John Hart. Third Edition, with Plates. Imperial 8vo, cloth 8/0 GRAPHIC AND ANALYTIC STATICS. In their Practical Application to the Treatment of Stresses in Roofs, Solid Girders, Lattice, Bowstring, and Suspension Bridges, Braced Iron Arches and Piers, and other Frameworks. By R. Hudson Graham, C.E. Containing Diagrams and Plates to Scale. With numerous Examples, many taken from existing Structures. Specially arranged for Class-work in Colleges and Universities, Second Edition, Revised and Enlarged. 8vo, cloth . "| 8/0 " Mr. Graham's book will find a place wherever graphic and analytic statics are used or studied."—Engineer. " The work is excellent from a practical point of view, and has evidently been prepared with much care. The directions for working are simple, and are illustrated by an abundance of well-selected examples. It is an excellent text-book for the practical draughtsman."—A thenaum. WEIGHTS OF WROUGHT IRON & STEEL GIRDERS. A Graphic Table for Facilitating the Computation of the Weights of Wrought Iron and Steel Girders, &c., for Parliamentary and other Estimates, By J. H. Watson Buck, M. Inst. C.E. On a Sheet ... . 2/6 CIVIL ENGINEERING, SURVEYING, &c. PRACTICAL GEOMETRY. For the Architect, Engineer, and Mechanic. ^ Giving Rules or the Delineation and Application of various Geometrical Lines, Figures, and Curves. By E. W. Tarn, M.A., Architect. 8vo, cloth 9/0 "No book with the same objects in view has ever been published in which the clearness of the rules laid down and the illustrative diagrams have been so satisfactory."—Scotsman, THE GEOMETRY OF COMPASSES. Or, Problems Resolved by the mere Description of Circles and the Use of Coloured Diagrams and Symbols. By Oliver Byrne. Coloured Plates. Crown 8vo, cloth 3/6 HANDY BOOK FOR THE CALCULATION OF STRAINS In Girders and Similar Structures and their Strength. Consisting of Formulae and Corresponding Diagrams, with numerous details for Practical Applica¬ tion, &c. By William Humber, A. M. Inst. C.E., &c. Fifth Edition. Crown 8vo, with nearly 100 Woodcuts and 3 Plates, cloth . . .7/6 " The formulae are neatly expressed, and the diagrams good."—Athcnaum, «« We heartily commend this really handy book to our engineer and architect readers."— English Mechanic. TRUSSES OF WOOD AND IRON. Practical Applications of Science in Determining the Stresses Breaking Weights, Safe Loads, Scantlings, and Details of Construction. With Complete Working Drawings. By William Griffiths, Surveyor. 8vo, cloth. 4/6 "This handy little book enters so minutely into every detail connected with the con¬ struction of roof trusses that no student need be ignorant of these matters."—Practical Engineer. THE STRAINS ON STRUCTURES OF IRONWORK. With Practical Remarks on Iron Construction. By F. W. Sheilds, M.I.C.E. 8vo, cloth 6/0 A TREATISE ON THE STRENGTH OF MATERIALS. With Rules for Application in Architecture, the Construction of Suspension Bridges, Railways, &c. By Peter Barlow, F.R.S. A new Edition, revised by his Sons, P. W. Barlow, F.R.S., and W. H. Barlow, F.R.S. ; to which are added, Experiments by Hodgkinson, Fairbairn, and Kirkaldy; and Formulae for calculating Girders, &c. Arranged and Edited by Wm. Humber, A. M. Inst. C.E. 8vo, cloth 18/0 " Valuable alike to the student tyro, and the experienced practitioner, it will always rank in future as it has hitherto done, as the standard treatise on that particular subject ."—Engineer. "As a scientific work of the first class, it deserves a foremost place on the bookshelves of every civil engineer and practical mechanic."—English Mechanic. SAFE RAILWAY WORKING. A Treatise on Railway Accidents, their Cause and Prevention ; with a De¬ scription of Modern Appliances and Systems. By Clement E. Stretton, C.E., Vice-President and Consulting Engineer, Amalgamated Society of Railway Servants. With Illustrations and Coloured Plates. Third Edition, Enlarged. Crown 8vo, cloth 3/6 "A book for the engineer, the directors, the managers; and, in short, all who wish for information on railway matters will find a perfect encyclopaedia in * Safe Railway Working.' Railway Review. "We commend the remarks on railway signalling to all railway managers, especially where a uniform code and practice is advocated."—Herepath's Railway Journal. EXPANSION OF STRUCTURES BY HEAT. By John Keily, C.E., late of the Indian Public Works Department. Crown 8vo, cloth 3/6 " The aim the author has set before him, viz», to show the effects of heat upon metallic and other structures, is a laudable one, for this is a branch of physics upon which the engineer or architect can find but little reliable and comprehensive data in books."—Builder. i6 CROSBY LOCKWOOD & SON'S CATALOGUE. THE PROGRESS OF MODERN ENGINEERING. Complete in Four Volumes, imperial 4to, half-morocco, price £12 12s. Each volume sold separately, as follows :— First Series, Comprising Civil, Mechanical, Marine, Hydraulic, Railway, Bridge, and other Engineering Works, &c. By William Humber, A. M. Inst. C.E., &c. Imp. 4to, with 36 Double Plates, drawn to a large scale, Photographic Portrait of John Hawkshaw, C.E., F.R.S., &c., and copious descriptive Letterpress, Specifications, &c. Half-morocco . . £3 3s. List of the Plates and Diagrams. Victoria Station and Roof, l. b. & S. C. R. (8 plates); Southport Pier (2 plates) ; Victoria Station and Roof, l. C. & d. and G. w. r. (6 plates) ; Roof of Cremorne music Hall; Bridge over G. n. Railway; Roof of Station, dutch rhenish rail. (2 plates); bridge over the thames, west london Extension Railway (5 plates); Armour Plates; Suspension Bridge, Thames (4 plates) ; The Allen Engine ; Suspension Bridge, Avon (3 plates) ; Under- ground Railway (3 plates). HUMBER'S MODERN ENGINEERING. Second Series. Imp. 4to, with 3 Double Plates, Photographic Portrait of Robert Stephenson, C.E., M.P., F.R.S., &c., and copious descriptive Letter¬ press, Specifications, &c. Half-morocco . . . . . £3 3s. List of the Plates and Diagrams. Birkenhead Docks, Low water basin (15 plates) ; Charing Cross Station Roof, C. C. railway (3 plates); Digswell Viaduct, Great Northern Railway; robbery wood viaduct, great northern railway; iron permanent way; Clydach Viaduct, Merthyr, Tredegar, and Abergavenny Railway ; Ebbw Viaduct, Merthyr, Tredegar, and Abergavenny Railway; College Wood Viaduct, Cornwall Railway; Dublin Winter Palace Roof (3 plates); Bridge over the Thames, l. c. & D. Railway (6 plates); Albert Harbour, Greenock (4 plates). HUMBER'S MODERN ENGINEERING. Third Series. Imp. 4to, with 40 Double Plates, Photographic Portrait of J. R. M'Clean, late Pres. Inst. C.E., and copious descriptive Letterpress, Specifications, &c. Half-morocco . . . . . . . £3 3 s. List of the Plates and Diagrams. Main Drainage, metropolis.— North Side.—Map showing interception of Sewers ; Middle Level Sewer (2 plates) ; Outfall Sewer, Bridge over River Lea (3 plates) ; Outfall Sewer, Bridge over Marsh Lane, North Woolwich Railway, and Bow and barking Railway Junction; outfall Sewer, Bridge over Bow and barking Railway (3 plates) ; Outfall Sewer, Bridge over East London Water-works' Feeder (2 plates) ; Outfall Sewer Reservoir (2 plates) ; Outfall Sewer, tumbling Bay and Outlet ; Outfall Sewer, Penstocks. South Side.— Outfall Sewer, bermondsey branch (2 plates) ; Outfall Sewer, Reservoir and Outlet (4 plates) ; Outfall Sewer, Filth Hoist ; Sections of Sewers North and South Sides). Thames Embankment.—Section of River Wall; Steamboat Pier, West- minster (2 plates) ; landing stairs between charing cross and waterloo Bridges ; York Gate (2 plates) ; Overflow and Outlet at Savoy Street Sewer (3 plates) ; Steamboat pier, Waterloo bridge (3 plates) ; Junction of Sewers, plans and sections; gullies, plans and sections; rolling stock; granite and Iron Forts. HUMBER'S MODERN ENGINEERING. Fourth Series. Imp. 4to, with 36 Double Plates, Photographic Portrait of John Fowler, late Pres. Inst. C.E., and copious descriptive Letterpress, Speci¬ fications, &c. Half-morocco £3 3s. List of the Plates and Diagrams. Abbey Mills Pumping Station, main Drainage, metropolis (4 plates) ; barrow docks (5 plates) ; manquis Viaduct, Santiago and Valparaiso railway, {2 plates) ; Adam's Locomotive, St. Helen's Canal railway (2 plates) ; Cannon Street Station Roof, charing Cross Railway (3 plates); road Bridge over the River Moka (2 plates) ; Telegraphic Apparatus for Mesopotamia ; Viaduct over the River Wye, Midland Railway (3 plates); St. Germans Viaduct, Cornwall Railway (2 plates); Wrought-Iron cylinder for Diving Bell Millwall Docks (6 plates) ; Milroy s Patent excavator ; Metropolitan Dis¬ trict railway (6 plates) ; harbours, Ports, and breakwaters (3 plates). MARINE ENGINEERING, NAVIGATION, S-c. 17 MARINE ENGINEERING, SHIPBUILDING, NAVIGATION, &c. THE NAVAL ARCHITECT'S AND SHIPBUILDER'S POCKET-BOOK of Formulae, Rules, and Tables, and Marine Engineer's and Surveyor's Handy Book of Reference. By Clement Mackrow, M.I.N.A. Eighth Edition, Carefully Revised and Enlarged. F cap., leather. [Just Published. Net 12/6 summary of contents signs and symbols, decimal fractions.—trigono¬ metry.—practical Geometry.—Mensuration.—Centres and Moments of Figures. —Moments of inertia and Radii of Gyration.—Algebraical Expressions for Simpson's rules.—Mechanical Principles.—Centre of Gravity.—Laws of Motion, —Displacement, Centre of buoyancy.—Centre of Gravity of Ship's Hull- Stability curves and metacentres.—Sea and shallow-water Waves.—Rolling of Ships.—Propulsion and Resistance of Vessels.—Speed Trials.—Sailing Centre of Effort. —Distances down Rivers, Coast Lines. — Steering and Rudders of Vessels.—Launching Calculations and velocities.—weight of Material and Gear.—Gun particulars and Weight.—Standard Gauges.— Riveted Joints and Riveting.—Strength and Tests of Materials.—Binding and Shearing Stresses, &c. — Strength of Shafting, Pillars, wheels, &c. —Hydraulic- Data, &c. — Conic Sections, Catenarian Curves. — Mechanical Powers, work.—Board of Trade Regulations for boilers and Engines.—board of trade regulations for Ships.—Lloyd's Rules for Boilers.—Lloyd's weight of Chains.—Lloyd's scantlings for Ships.—Data of Engines and Vessels.— Ships' Fittings and Tests.—Seasoning preserving Timber.—measurement of Timber.—Alloys, Paints, Varnishes.—Data for Stowage.—Admiralty Trans¬ port regulations. — rules for horse-power, screw propellers, &c.—per¬ centages for butt straps, &c.—particulars of yachts.—masting and rigging Vessels.—Distances of foreign ports.—Tonnage Tables.—Vocabulary of French and English Terms. — English Weights and Measures. — Foreign Weights and measures.—Decimal equivalents.—Foreign money. —Discount and Wages Tables.—Useful numbers and Ready Reckoners.—Tables of Circular Measures.—Tables of Areas of and Circumferences of Circles.— Tables of Areas of Segments of Circles.—Tables of Squares and Cubes and Roots of numbers.—Tables of Logarithms of numbers.—Tables of hyper¬ bolic Logarithms. —Tables of Natural Sines, Tangents, &c.~Tables of Logarithmic Sines, Tangents, &c. " In these days of advanced knowledge a work like this is of the greatest value. It contains a vast amount of information. We unhesitatingly say that it is the most valuable compilation for its specific purpose that has ever been printed. No naval architect, engineer, surveyor, or seaman, wood or iron shipbuilder, can afford to be without this work."—Nautica-l Magazine. " Should be used by all who are engaged in the construction or design of vessels. . . . Will be found to contain the most useful tables and formulae required by shipbuilders, carefully collected from the best authorities, and put together in a popular and simple form. The book is one of exceptional merit."—Engineer " The professional shipbuilder has now, in a convenient and accessible form, reliable data for solving many of the numerous problems that present themselves in the course of his work."—Iron " There is no d oubt that a pocket-book of this description must be a necessity in the ship building trade. . . The volume contains a mass of useful information clearly expressed and presented in a handy form."—Marine Engineer. W ANN AN'5 MARINE ENGINEER'S GUIDE To Board of Trade Examinations for Certificates of Competency. Containing ail Latest Questions to Date, with Simple, Clear, and Correct Solutions ; 302 Elementary Questions with Illustrated Answers, and Verbal Questions and Answers ; complete Set of Drawings with Statements completed. By A. C. Wannan, C.E., Consulting Engineer, and E. W. I. Wannan, M.I.M.E., Certificated First Class Marine Engineer. Illustrated with numerous Engrav¬ ings. Third Edition, Revised and Enlarged. 500 pages. Large crown 8vo, cloth. [Just Published. Net 10/6 " The book is clearly and plainly written and avoids unnecessary explanations and formulas, and we consider it a valuable book for students of marine engineering."—Nautical Magazine. WANNAN'S MARINE ENGINEER'S POCKET-BOOK Containing the Latest Board of Trade Rules and Data for Marine Engineers. By A. C. Wannan. Third Edition, Revised, Enlarged, and Brought Up to Date. Square i8mo, with thumb Index, leather. [Just Published. 6/0 "There is a great deal of useful information in this little pocket-book. It is of the rule-of- thumb order, and is, on that account, well adapted to the uses of the sea-going engineer."— Engineer, l, b i8 CROSBY LOCK WOOD & SON'S CATALOGUE. SEA TERMS, PHRASES, AND WORDS (Technical Dictionary of) used in the English and French Languages (English-French, French-English). For the Use of Seamen, Engineers, Pilots, Shipbuilders, Shipowners, and Ship-brokers. Compiled by W. Pirrie, late of the African Steamship Company. Fcap. 8vo, cloth limp . . . 6/0 " This volume will be highly appreciated by seamen, engineers, pilots, shipbuilders and ship¬ owners. It will be found wonderfully accurate and complete."—Scotsman. " A very useful dictionary, which has long been wanted by French and English engineers, masters, officers and others."—Shipping World. ELECTRIC SHIP-LIGHTING. A Handbook on the Practical Fitting and Running of Ships' Electrical Plant, for the Use of Shipowners and Builders, Marine Electricians and Sea-going Engineers in Charge. By J. W. Urquhart, Author of "Electric Light," "Dynamo Construction," &c. Second Edition, Revised and Extended. 326 pp., with 88 Illustrations. Crown 8vo, cloth. [Just Published. 7IS MARINE ENGINEER'S POCKET-BOOK. Consisting of useful Tables and Formulae. By Frank Proctor, A.I.N.A. Third Edition. Royal 321x10, leather, gilt edges, with strap . . . 4/0 " We recommend It to our readers as going far to supply a long-felt want."—Naval Science. " A most useful companion to all marine engineers. "— United Service Gazette- ELEMENTARY ENGINEERING. A Manual for Young Marine Engineers and Apprentices. In the Form ol Questions and Answers on Metals, Alloys, Strength of Materials, Construction and Management of Marine Engines and Boilers, Geometry, &c., &e. With an Appendix of Useful Tables. By J. S. Brewer. Crown 8vo, cloth . 1/6 "Contains much valuable information for the class for whom it is intended, especially in the chapters on the management of boilers and engines."—Nautical Magazine. MARINE ENGINES AND STEAM VESSELS. A Treatise on. By Robert Murray, C.E. Eighth Edition, thoroughly Revised, with considerable Additions by the Author and by George Carlisle, C.E., Senior Surveyor to the Board of Trade. i2mo, cloth . 4/6 PRACTICAL NAVIGATION. Consisting of The Sailor's Sea-Book, by James Greenwood and W. H. Rosser; together with the exquisite Mathematical and Nautical Tables for the Working of the Problems, by Henry Law, C.E., and Professor J. R. Young. Illustrated. 12010, strongly half-bound 7/0 THE ART AND SCIENCE OF SAILMAKING. By Samuel B. Sadler, Practical Sailmaker, late in the employment of Messrs. Ratsey and Lapthorne, of Cowes and Gosport. With Plates and other Illustrations. Small 4to, cloth 12/6 " This extremely practical work gives a complete education in all the branches of the manu- acture, cutting out, roping, seaming, and goring. It is copiously illustrated, and will form a first- rate text-book and guide."—Portsmouth Times. CHAIN CABLES AND CHAINS. Comprising Sizes and Curves of Links, Studs, &c., Iron for Cables and Chains, Chain Cable and Chain Making, Forming and Welding Links, Strength of Cables and Chains, Certificates for Cables, Marking Cables, Prices of Chain Cables and Chains, Historical Notes, Acts of Parliament, Statutory Tests, Charges for Testing, List of Manufacturers of Cables, &c., &c. By Thomas W. Traill, F.E.R.N., M.Inst.C.E., Engineer-Surveyor-in-Chief, Board of Trade, Inspector of Chain Cable and Anchor Proving Establishments, and General Superintendent Lloyd's Committee on Proving Establishments. With numerous Tables, Illustrations, and Lithographic Drawings. Folio, cloth, bevelled boards £2 2 s. " It contains a vast amount of valuable information. Nothing sterns to be wanting to make it a complete and standard work of reference on the subject."—Nautical Magazine. MINING, METALLURGY. &■ COLLIERY WORKING, ig MINING, METALLURGY, AND COLLIERY WORKING. THE DEEP LEVEL MINES OF THE RAND, And their Future Development, considered from the Commercial Point of View. By G. A. Denny, M.N.E. Inst. M.E., Consulting Engineer to the General Mining and Finance Corporation, Ltd., of London, Berlin, Paris, and Johan¬ nesburg. Fully Illustrated with Diagrams and Folding Plates. Royal 8vo, buckram. [Just Published. Net 25IO " Mr. Denny by confining himself to the consideration of the future of the deep-level mines of the Rand breaks new ground, and by dealing with the subject rather from a commercial stand¬ point than from a scientific one, appeals to a wide circle of readers. The book cannot fail to prove of very great value to investors in South African mines."—Mining- Journal. "The volume will interest all who are concerned in any way with the Witwatersrand Goldfields. The Times. PROSPECTING FOR GOLD. A Handbook of Information and Hints for Prospectors based on Personal Experience. By Daniel J. Rankin, F.R.S.G.S., M.R.A.S. Author of "The Zambesi Basin," &c. ; formerly Manager of the Central African Company, and Leader of African Gold Prospecting Expeditions. With Illustrations specially Drawn and Engraved for the Work. F'cap. 8vo, leather. Net 7/6 "This well-compiled book contains a collection of the richest gems of useful knowledge for the prospector's benefit. a special table is given to accelerate the spotting at a glance of minerals associated with gold."—Mining Journal. THE METALLURGY OF GOLD. A Practical Treatise on the Metallurgical Treatment of Gold-bearing Ores. Including the Assaying, Melting, and Refining of Gold. By M. Eissler, A.I.M.E., M. Inst. M.M. Fifth Edition, Enlarged. With 300 Illustrations and Folding Plates. Medium 8vo, cloth. [Just Published. Net 21/0 " This book thoroughly deserves its title of a * Practical Treatise." The whole process of gold milling, from the breaking of the quartz to the assay of the bullion, is described in clear and orderly narrative and with much, but not too much, fulness of detail."--Saturday Review. " The work is a storehouse of information and valuable data, and we strongly recommend it to all professional men engaged in the gold-mining industry,"—Mining Journal. THE CYANIDE PROCESS OF GOLD EXTRACTION. Including its Practical Application on the Witwatersrand Gold Fields and else¬ where. By M. Eissler, M.E. With Diagrams and Working Drawings. Third Edition, Revised and Enlarged. 8vo, cloth . . . Net 7/6 " This book is just what was needed to acquaint mining men with the actual working of a process which is not only the most popular, but is, as a general rule, the most successful for the extraction of gold from tailings."—Mining Journal. DIAMOND DRILLING FOR GOLD & OTHER MINERALS. A Practical Handbook on the Use of Modern Diamond Core Drills in Pro¬ specting and Exploiting Mineral-Bearing Properties, including Particulars of the Costs of Apparatus and Working. By G. A. Denny, M.N.E. Inst. M.E., M.I.M. and M. Medium 8vo, 168 pp., with Illustrative Diagrams. 12/6 " Mr. Denny deserves grateful recognition for supplying a decided want. We strongly recommend every board of directors to carefully peruse the pages of this valuable volume of eminently practical data, which should be in the possession of those interested in mining."—Mining Journal. FIELD TESTING FOR GOLD AND SILVER. A Practical Manual for Prospectors and Miners. By W. H. Merritt, M.N.E. Inst. M.E., A.R.S.M., &c. Fcap. 8vo, leather. Net 5/0 " As an instructor of prospectors' classes Mr. Merritt has the advantage of knowing exactly the information likely to be most valuable to the miner in the field. The work will be a useful addition to a prospector's kit."—Mining Journal. " It gives the gist of the author's experience as a teacher of prospectors, and is a book which no prospector could use habitually without finding it pan out well.' —Scotsman. THE PROSPECTOR'S HANDBOOK. A Guide for the Prospector and Traveller in search of Metal-Bearing or other Valuable Minerals. By J. W. Anderson, M.A. (Camb.), F.R.G.S. Ninth Edition. Crown 8vo, cloth, 3/6; or, leather, pocket-hook form. . 4/6 " Will supply a much-felt want, especially among C olonists, In whose way are so often thrown many mineralogical specimens the value of which it is difficult to determine."—Engineer. 'How to find commercial minerals, and how to identify them when they are found, are the leading points to which attention is directed. The author has managed to pack as much practical detail into his pages as would supply material for a book three times its size. —Alining Journal. B 2 CROSBY LOCKWOOD & SON'S CATALOGUE. THE METALLURGY OF SILVER. A Practical Treatise on the Amalgamation, Roasting, and Lixiviation of Silver Ores. Including the Assaying, Melting, and Refining of Silver Bullion. By M. Eissler . Author of The Metallurgy of Gold," &c. Third Edition. Crown 8vo, cloth . 10/6 " A practical treatise, and a technical work which we are convinced will supply a long-felt want amongst: practical men, and at the same time be of value to students and others indirectly connected with the industries."—Mining Journal. " From first to last the book is thoroughly sound and reliable."—Colliery Guardian. " For chemists, practical miners, assayers, and investors alike we do not know of any work on the subject so handy and yet so comprehensive."—Glasgow Herald. THE HYDRO=METALLURGY OF COPPER. Being an Account of Processes Adopted in the Hydro-Metallurgical Treat¬ ment of Cupriferous Ores, Including the Manufacture of Copper Vitriol, with Chapters on the Sources of Supply of Copper and the Roasting of Copper Ores. By M. Eissler, M.I.M.M. Medium 8vo, cloth. [JustPublished. Net 1 2/6 THE METALLURGY OF ARGENTIFEROUS LEAD. A Practical Treatise on the Smelting of Silver-Lead Ores and the Refining of Lead Bullion. Including Reports on various Smelting Establishments and Descriptions of Modern Smelting Furnaces and Plants in Europe and America. By M. Eissler, M.E., Author of " The Metallurgy of Gold," &c. Crown 8vo, 400 pp., with 183 Illustrations, cloth 12/6 " The numerous metallurgical processes, which are fully and extensively treated of, embrace all the stages experienced in the passage of the lead from the various natural states to its issue from the refinery as an article of commerce "—Practical Engineer. " The present volume fully maintains the reputation of the author. Those who wish to obtain a thorough insight into the present state of this industry cannot do better than read this volume, and all mining engineers cannot fail to find many useful hints and suggestions in it."—Industries. METALLIFEROUS MINERALS AND MINING. By D. C. Davies, F.G.S. Sixth Edition, thoroughly Revised and much Enlarged by bis Son, E. Henry Davies, M.E., F.G.S. 600 pp., with 173 Illustrations. Large crown 8vo, cloth [Just Published. Net 12/6 " Neither the practical miner nor the general reader, interested in mines, can have a better book for his companion and his guide."—Mining Journal. "Asa history of the present state of mining throughout the world this book has a real value, and it supplies an actual want."—A thenaum. MACHINERY FOR METALLIFEROUS MINES. A Practical Treatise for Mining Engineers, Metallurgists, and Managers of Mines. By E. Henry Davies, M.Ê., F.G.S. Medium 8vo, cloth, 600 pp. With Folding Plates and other Illustrations. [Just Published. Net 2£>/0 "Mr. Davies, in this handsome volume, has done the advanced student and the manager of mines good service. Almost every kind of machinery in actual use is carefully described, and the woodcuts and plates are good."—A thenaum "From cover to cover the work exhibits all the same characteristics which excite the confi¬ dence and attract the attention of the student as he peruses the first page The work may safely be recommended. By its publication the literature connected with the industry will be enriched and the reputation of Its author enhanced."—Mining Journal, EARTHY AND OTHER MINERALS AND MININO. By D. C. Davies, F.G.S., Author of "Metalliferous Minerals," &c. Third Edition, Revised and Enlarged by his Son, E. Henry Davies, M.E., F.G.S. With about 100 Illustrations. Crown 8vo, cloth . . . . -12/6 " We do not remember to have met with any English work on mining matters that contains the same amount of information packed in equally convenient form "—Academy. "We should be inclined to rank it as among the very best of the handy technical and trades manuals which have recently appeareà.."—-British Quarterly Review. BRITISH MINING. A Treatise on the History, Discovery, Practical Development, and Future Prospects of Metalliferous Mines in the United Kingdom. By Robert Hunt, F.R.S., late Keeper of Mining Records. Upwards of 950 pp., with 230 Illustrations. Second Edition, Revised. Super-royal 8vo, cloth £2 2s. " The book is a treasure-house of statistical information on mining subjects* and we know of no other work embodying so great a mass of matter of this kind. Were this the only merit of Mr. Hunt's volume it would be sufficient to render it indispensable in the library of every one Interested in the development of the mining and metallurgical industries of this country."— Athenaum. MINING, METALLURGY, S- COLLIERY WORKING 21 POCKET-BOOK FOR MINERS AND METALLURGISTS. Comprising Rules, Formulae, Tables, and Notes for Use in Field and Office Work. By F. Danvers Power, F.G.S., M.E. Second Edition, Corrected. Fcap. 8vo, leather. [Just Published. 9/0 "This excellent book is an admirable example of its kind, and ought to find a large sale amongst English-speaking prospectors and mining engineers. "—Engineering, THE MINER'S HANDBOOK. A Handy Book of Reference on the subjects of Mineral Deposits, Mining Operations, Ore Dressing, &c. For the Use of Students and others Interested in Mining Matters. By John Milne, F.R.S., Professor of Mining in the Imperial University of Japan. Third Edition. Fcap. 8vo, leather . 7/6 "Professor Milne's handbook is sure to be received with favour by all connected with mining, and will be extremely popular among students."—A thenaum. THE IRON ORES of GREAT BRITAIN and IRELAND. Their Mode of Occurrence, Age and Origin, and the Methods of Searching for and Working Them. With a Notice of some of the Iron Ores of Spain. By J. D. Kendall, F.G.S., Mining Engineer. Crown 8vo, cloth . . 16/0 MINE DRAINAGE. A Complete Practical Treatise on Direct-Acting Underground Steam Pumping Machinery. By Stephen Michell. Second Edition, Re-written and Enlarged, 390 pp. With 250 Illustrations. Royal 8vo, cloth. Net 25/0 summary of contents horizontal pumping engines.—rotary and non Rotary horizontal Engines.—Simple and Compound steam Pumps.—Vertical Pumping Engines.—Rotary and Non-Rotary Vertical Engines.—Simple and Compound Steam pumps.—Triple-Expansion Steam Pumps.—Pulsating Steam pumps.—Pump Valves.—Sinking Pumps, &c., &c. "This volume contains an immense amount of important and interesting new matter. The book should undoubtedly prove of great use to all who wish for information on the sub¬ ject,, inasmuch as the different patterns of steam pumps are not alone lucidly described and clearly illustrated, but in addition numerous tables are supplied, in which their sizes, capacity, price, &c., are set forth, hence facilitating immensely the rational selection of a pump to suit any purpose that the reader may desire, or, on the other hand, supplying him with useful intormation about any of the pumps that come within the scope of the volume."—The Engineer. ELECTRICITY AS APPLIED TO MINING. A Practical Treatise for Mining Engineers. By Arnold Lupton, M.Inst.C.E., M.I.E.E., G. D. Aspinall Parr, M.I.E.E., and Herbert Perkin, M.I.M.E. With a large number of Illustrations. Medium 8vo, cloth. [Just Published. Net 7/6 THE COLLIERY MANAGER'S HANDBOOK. A Comprehensive Treatise on the Laying-out and Working of Collieries, Designed as a Book of Reference for Colliery Managers, and for the Use of Coal Mining Students preparing for First-class Certificates. By Caleb Pamely, Mining Engineer and Surveyor ; Member of the North of England Institute of Mining and Mechanical Engineers ; and Member of the South Wales Institute of Mining Engineers. With 700 Plans, Diagrams, and other Illustrations. Fourth Edition, Revised and Enlarged, medium 8vo, over 900 pp. Strongly bound £1 5S. Summary of Contents:—Geology.—Search for Coal.—Mineral Leases and other holdings.—shaft sinking.—fitting up the shaft and surface Arrangements.—Steam Boilers and their Fittings.—Timbering and walling.— Narrow work and methods of Working. — Underground conveyance. — Drainage.—The Gases met with in Mines; Ventilation.—On the Friction of Air in Mines.—The Priestman Oil Engine; Petroleum and Natural Gas.— Surveying and Planning.—Safety Lamps and Firedamp Detectors.—Sundry and incidental operations and appliances.—colliery explosions.—miscel¬ laneous Questions and Answers.—Appendix; Summary of Report of H.M. commissioners on accidents in mines. Mr. Pamely has not only given us a comprehensive reference book 01 a very high order, suitable to the requirements of mining engineers and colliery managers, but has also provided mining students with a class-book that is as interesting as it is instructive."—Colliery Manager. " Mr. Pamely's work is eminently suited to the purpose for which it is intended, being clear, Interesting, exhaustive, rich in detail, anc! up to date, giving descriptions of the latest machines in every department. A mining engineer could scarcely go wrong who followed this work."—Colliery Guardian, "This Is the most complete * all-round work on coal-mining published in the English language. ... No library of coal-mining books is complete without it ."—Colliery Engineer Scranton, Pa., U.S.A.). 22 CROSBY LOCKWOOD &< SON'S CATALOGUE. COLLIERY WORKING AND MANAGEMENT. Comprising the Duties of a Colliery Manager, the Oversight and Arrange¬ ment of Labour and Wages, and the different Systems of Working Coal Seams. By H. F. Bulman and R. A. S. Redmayne. 350 pp., with 28 Plates and other Illustrations, including Underground Photographs. Medium 8vo, cloth. [ Just Published. 1 5/0 "This is, indeed, an admirable Handbook for Colliery Managers, in fact it is an indispensable adjunct to a Colliery Manager's education, as well as being a most useful and interesting work on the subject for all who in any way have to do with coal mining. The underground photographs are an attractive feature of the work, being very lifelike and necessarily true representations of the scenes they depict."—Colliery Guardian. " Mr. Bulman and Mr. Redmayne, who are both experienced Colliery Managers of great literary ability, are to be congratulated on having supplied an authoritative work dealing with a side of the subject of coal mining which has hitherto received but scant treatment. The authors elucidate their text by 119 woodcuts and 28 plates, most of the latter being admirable reproductions of photographs taken underground with the aid of the magnesium flash-light. These illustrations are excellent."—Nature. COAL AND COAL MINING. By the late Sir Warington W. Smyth, F.R.S., Chief Inspector of the Mines of the Crown. Eighth Edition, Revised and Extended by T. Forster Brown, Mining Engineer, Chief Inspector of the Mines of the Crown and of the Duchy of Cornwall. Crown 8vo, cloth. [ Just Published. 3/6 " As an outline is given of every known coal-field in this and other countries, as well as of the principal methods of working, the book will doubtless interest a very large number of readers. ~~ Mining Journal. N0TE5 AND FORMULAE FOR MINING STUDENTS. By Tohn Herman Merivale, M.A., Late Professor of Mining in the Durham College of Science, Newcastle-upon-Tyne. Fourth Edition, Revised and Enlarged. By H. F. Bulman, A.M.Inst.C.E. Small crown 8vo, cloth. 2/6 "The author has done his work in a creditable manner and has produced a book that will be of service to students and those who are practically engaged in mining operations.' —Engineer. INFLAMMABLE GAS AND VAPOUR IN THE AIR (The Detection and Measurement of). By Frank Clowes, D.Sc., Lond., F.I.C., Prof, of Chemistry in the University College, Nottingham. With a Chapter on The Detection and Measurement of Petroleum Vapour by Boverton Redwood, F.R.S.E., Consulting Adviser to the Corporation of London under the Petroleum Acts. Crown 8vo, cloth. Net SIO " Professor Clowes has given us a volume on a subject of much industrial importance . . . Those interested In these matters may be recommended to study this book, which is easy of compre¬ hension and contains many good things."—The Engineer. "A book that no mining engineer—certainly no coal miner—can afford to ignore or to leave unread."—Mining Journal, COAL & IRON INDUSTRIES of the UNITED KINGDOM. Comprising a Description of the Coal Fields, and of the Principal Seams of Coal, with Returns of their Produce and its Distribution, and Analyses of Special Varieties. Also, an Account of the Occurrence of Iron Ores in Veins or Seams ; Analyses of each Variety ; and a History of the Rise and Progress of Pig Iron Manufacture. By Richard Meade. 8vo, cloth . . 8s. "Of this book we may unreservedly say that It is the best of its class which we have ever met. ... A book of reference which no one engaged in the iron or coal trades should omit from his library."—Iron and Coal Trades Review. ASBESTOS AND ASBESTIC. Their Properties, Occurrence, and Use. By Robert H. Jones, F.S.A., Mineralogist, Hon. Mem. Asbestos Club, Black Lake, Canada. With Ten Collotype Plates and other Illustrations. Demy 8vo, cloth. [Just Published. 18/0 " An interesting and invaluable work."—Colliery Guardian. GRANITES AND OUR GRANITE INDUSTRIES. By George F. Harris, F.G.S., Membre de la Société Belge de Géologie, Lecturer on Economie Geology at the Bîrkbeck Institution, &c. With Illus¬ trations. Crown 8vo, cloth 2/6 " A clearly and well-written manual for persons engaged or Interested in the granite Industry.' —Scotsman. TRAVERSE TABLES. For use in Mine Surveying. By W. Lintern, Mining Engineer. Crown 8vo, cloth. [Just Published. Net 3/Ô ELECTRICITY, ELECTRICAL ENGINEERING, " There are few, if any, persons more fitted to write a treatise on submarine telegraphy than Mr. Charles Bright. The author has done his work admirably, and has written in a way which will appeal as much to the layman as to the engineer. This admirable volume must, for many years to come, hold the position of the English classic on submarine telegraphy."—Engineer. "Mr. Bright's interestingly written and admirably illustrated book will meet with a welcome reception from cable men."—Electrician. " The author deals with his subject from all points of view—political and strategical as well as scientific. The work will be of interest, not only to men of science, but to the general public. We can strongly recommend it."—Athenaum. DYNAMO ELECTRIC MACHINERY: its CONSTRUC¬ TION, DESIGN, and OPERATION. By Samuel Sheldon, A.M., Ph.D., Professor of Physics and Electrical Engineering at the Polytechnic Institute of Brooklyn, assisted by Hobart Mason, B.S. In two volumes, sold separately, as follows :— Vol. I.—DIRECT CURRENT MACHINES. Third Edition, Revised. Large crown 8vo. 280 pages, with 200 Illustrations. [Just Published. Net "| 2/0 Vol. II.—ALTERNATING CURRENT MACHINES. Large crown 8vo. 260 pages, with 184 Illustrations. [Just Published. Net 12/0 Designed as Text-books for use in Technical Educational Institutions, and by Engineers whose work includes the handling of Direct and Alternating Current Machines respectively, and for Students proficient in mathematics. THE ELECTRICAL ENGINEER'S POCKET-BOOK. Consisting of Modern Rules, Formulae, Tables, and Data. By H. R. Kempe, M.Inst.E.E., A.M.Inst.C.E., Technical Officer Postal Telegraphs, Author of " A Handbook of Electrical Testing," &c. Second Edition, Revised, with Additions» With numerous Illustrations. Royal 32010, oblong, leather 6/0 " It is the best book of its kind. "—Electrical Engineer, " The Electrical Engineer's Pocket-Book is a good one."—Electrician. " Strongly recommended to those engaged in the electrical industries. "—Electrical Review, ELECTRIC LIGHT FITTING. A Handbook for Working Electrical Engineers, embodying Practical Notes on Installation Management. By J. W. Urquhart. With numerous Illustrations. Third Edition, Revised. Crown 8vo, cloth 5/0 "This volume deals with what may be termed the mechanics of electric lighting, and is addressed to men who are already engaged in the work, or are training for it. The work traverses a great deal of ground, and may be read as a sequel to the same author's useful work on ' Electric Light.' "—Electrician. ELECTRIC LIGHT. Its Production and Use, Embodying Plain Directions for the Treatment of Dynamo-Electric Machines, Batteries, Accumulators, and Electric Lamps. By J. W. Urquhart, C.E. Sixth Edition, Revised, with Additions and 145 Illustrations. Crown 8vo, cloth. [Just Published. 7/6 " The whole ground of electric lighting is more or less covered and explained in a very clear and concise manner."—Electrical Review. "a vade-mecum of the salient facts connected with the science of electric lighting."» Electrician. DYNAMO CONSTRUCTION. A Practical Handbook for the Use of Engineer-Constructors and Electricians- in-Charge. Embracing F rame work Building, Field Magnet and Armature Winding and Grouping, Compounding, &c. By J. W. Urquhart. Second Edition, Enlarged. Crown 8vo, cloth 7/8 " Mr. Urquhart's book is the first one which deals with these matters In such a way that the engineering student can understand them. The book is very readable, and the author leads bis readers up to difficult subjects by reasonably simple tests."—Engineering Review, CROSBY LOCK WOOD &- SON'S CATALOGUE. ELECTRICAL AND MAGNETIC CALCULATIONS. For the Use of Electrical Engineers and Artisans, Teachers, Students, and all others interested in the Theory and Application of Electricityand Magnetism. By A. A. Atkinson, Professor of Electricity in Ohio University. Crown 8vo, cloth. [ Just Published. Net 9/0 THE ELEMENTS OF ELECTRICAL ENGINEERING. A First Year's Course for Students and Workmen. By Tyson Sewell, A I.E.E., Assistant Lecturer and Demonstrator in Electrical Engineering at the Polytechnic, Regent Street, London. With upwards of 200 Illustrations. Demy 8vo, cloth. {Just Published. Net 7 IS THE MANAGEMENT OF DYNAMOS. A Handy Book of Theory and Practice for the Use of Mechanics, Engineers, Students, and others in Charge of Dynamos. By G. W. Lummis-Paterson. Second Edition, thoroughly Revised and Enlarged. Crown 8vo, cloth. 4/6 " An example which deserves to be taken as a model by other authors. The subject is treated In a manner which any intelligent man who is fit to be entrusted with charge of an engine should be able to understand. It is a useful book to all who make, tend, or employ electric machinery. —.Architect. THE STANDARD ELECTRICAL DICTIONARY. A Popular Encyclopaedia of Words and Terms Used in the Practice of Electrical Engineering. By T. O'Conor Sloane, A.M., Ph.D. Third Edition, with Appendix. Crown 8vo, 680 pp., 390 Illustrations, cloth . . Net 7IS " The work has many attractive features in it, and Is, beyond doubt, a well put together and useful publication. The amount of ground covered may be gathered from the fact that in the index about s,600 references will be found."—Electrical Review. ELECTRIC SHIP-LIGHTING. A Handbook on the Practical Fitting and Running of Ships' Electrical Plant. For the Use of Shipowners and Builders, Marine Electricians, and Seagoing Engineers-in-Charge. By J. W. Urquhart, C.E. Second Edition, Revised and Extended. 326 pp., with 88 Illustrations, Crown 8vc, cloth . . 7IS "The subject of ship electric lighting is one of vast importance, and Mr. Urquhart is to be highly complimented for placing such a valuable work at the service of marine electricians."—The Steamship. ELECTRIC LIGHT FOR COUNTRY HOUSES. A Practical Handbook on the Erection and Running of Small Installations, with Particulars of the Cost of Plant and Working. By J. H. Knight. Third Edition, Revised. Crown 8vo, wrapper. [Just Published. 11Q ELECTRIC LIGHTING (ELEMENTARY PRINCIPLES OF). By Alan A. Campbell Swinton, M.Inst.C.E., M.Inst.E.E. Fourth Edition, Revised. With 16 Illustrations. Crown 8vo, cloth. [Just Published. "US DYNAMIC ELECTRICITY AND MAGNETISM. By Philip Atkinson, A.M., Ph.D., Author of "Elements or Static Electricity," &c. Crown 8vo, 417 pp., with 120 Illustrations, cloth . 10/6 POWER TRANSMITTED BY ELECTRICITY And applied by the Electric Motor, including Electric Railway Construction. By P. Atkinson, A.M., Ph.D. Third Edition, Fully Revised, and New Matter added. With 94 Illustrations. Crown 8vo, cloth . . Net 9/0 HOW TO MAKE A DYNAMO. A Practical Treatise for Amateurs. Containing numerous Illustrations and Detailed Instructions for Constructing a Small Dynamo to Produce the Electric Light. By Alfred Crofts. Sixth Edition, Revised and Enlarged. Crown 8vo, cloth. [Just Published. 2/0 THE STUDENT'S TEXT-BOOK OF ELECTRICITY. By H. M. Noad, F.R.S. Cheaper Edition. 650 pp., with 470 Illustrations Crown 8vo, cloth . . 9/0 ARCHITECTURE, BUILDING, &c. 25 ARCHITECTURE, BUILDING, dec. PRACTICAL BUILDING CONSTRUCTION. A Handbook for Students Preparing for Examinations, and a Book of Reference for Persons Engaged in Building. By John Parnell Allen, Surveyor, Lecturer on Building Construction at the Durham College of Science, N e wcastle-on-T yne. Third Edition, Revised and Enlarged. Medium 8vo, 450 pp., with 1,000 Illustrations, cloth. [Just Published. 7/6 " The most complete exposition of building construction we have seen. It contains all that is necessary to prepare students for the various examinations in building construction."—Building News. " The author depends nearly as much on his diagrams as on his type. The pages suggest the hand of a man of experience in building operations—and the volume must be a blessing to many teachers as well as to students."—The Architect,. " The work is sure to prove a formidable rival to great and small competitors alike, and bids fair to take a permanent place as a favourite student's text-book. The large number of illus¬ trations deserve particular mention for the great merit they possess for purposes of reference in exactly corresponding to convenient scales."—Journal of the Royal Institute of British Architects. PRACTICAL MA50NRY. A Guide to the Art of Stone Cutting. Comprising the Construction, Setting Out, and Working of Stairs, Circular Work, Arches, Miches, Domes, Penden- tives, Vaults, Tracery Windows, &c., &c. For the Use of Students, Masons, and other Workmen. By William R. Purchase, Building Inspector to the Borough of Hove. Third Edition, with Glossary of Terms. Royal 8vo, 142 pp., with 52 Lithographic Plates, comprising nearly 400 separate Diagrams, cloth. [ Just Published. 7/© " Mr. Purchase's ' Practical Masonry ' will undoubtedly be found useful to all interested in this important subject, whether theoretically or practically. Most of the examples given are from actual work carried out, the diagrams being carefully drawn. The book is a practical treatise on the subject, the author himself having commenced as in operative mason, and afterwards acted as foreman mason on many large and important buildings prior to the attainment of his present position. It should be found of general utility to architectural students and others, as well as to those to whom it is specially addressed."—Journal of the Royal Institute of British Architects. MODERN PLUMBING, STEAM AND HOT WATER HEATING. A New Practical Work for the Plumber, the Heating Engineer, the Architect, and the Builder. By J. J. Lawler, Author of "American Sanitary Plumbing," &c. With 284 Illustrations and Folding Plates. 4to, cloth. [ Just Published. Net 21/™ HEATING BY HOT WATER. With Information and Suggestions on the best Methods of Heating Public, Private and Horticultural Buildings. By Walter Jones. Second Edition. With 96 Illustrations, crown 8vo, cloth Net 2/6 " We confidently recommend all interested in heating by hot water to secure a copy of this valuable little treatise. '—The Plumber and Decorator, CONCRETE: ITS NATURE AND USES. A Book for Architects, Builders, Contractors, and Clerks of Works. By George L. Sutcliffe, A.R.I.B.A, 350 pp., with numerous Illustrations. Crown 8vo, cloth 7/© " The author treats a difficult subject in a lucid manner. The manual fills a long-felt gap. It is careful and exhaustive ; equally useful as a student's guide and an architect's book of reference.'5—Journal of the Royal Institute of British Architects. "There is room for this new book, which will probably be for-some time the standard work on the subject for a builder's purpose."—Glasgow Herald. LOCKWOOD'S BUILDER'S PRICE BOOK for 1902. A Comprehensive Handbook of the Latest Prices and Data for Builders, Architects, Engineers, and Contractors. Re-constructed, Re-written, and Greatly Enlarged. By Francis T. W. Miller. 800 closely-printed pages, crown 8vo, cloth 4/0 " This book is a very useful one, and should find a place in every English office connected with the building and engineering professions."—Industries. "An excellent book of reference."—Architect. "In its new and revised form this Price Book is what a work of this kind should be—compre¬ hensive, reliable, well arranged, legible, and well bound. '—British Architect. 26 CROSBY LOCK WOOD 6- SON'S CATALOGUE. THE DECORATIVE PART OF CIVIL ARCHITECTURE. By Sir William Chambers, F.R.S. With Portrait, Illustrations, Notes, and an Examination of Grecian Architecture, by Joseph Gwilt, F.S.A. Revised and Edited by W. H. Leeds. 66 Plates, 4to, cloth . . 21/0 THE MECHANICS OF ARCHITECTURE. A Treatise on Applied Mechanics, especially Adapted to the Use of Architects. By E. W. Tarn, M.A., Author of " The Science of Building," &c. Second Edition, Enlarged. Illustrated with 125 Diagrams. Crown 8vo, cloth 776 " The book is a very useful and helpful manual of architectural mechanics."—Builder. A HANDY BOOK OF VILLA ARCHITECTURE. Being a Series of Designs for Villa Residences in various Styles. With Outline Specifications and Estimates. By C. Wickes, Architect. 61 Plates, 4to, half-morocco, gilt edges £1 11a. 6o. " The whole of the designs bear evidence of their being the work of an artistic architect, and they will prove very valuable and suggestive."—Building News. THE ARCHITECT'S GUIDE. Being a Text-book of Useful Information for Architects, Engineers, Surveyors, Contractors, Clerks of Works, &c., &c. By Frederick Rogers, Architect. Third Edition. Crown 8vo, cloth 3/6 ARCHITECTURAL PERSPECTIVE. The whole Course and Operations of the Draughtsman in Drawing a Large House in Linear Perspective. Illustrated by 43 Folding Plates. By F. O. Ferguson. Second Edition, Enlarged. 8vo, boards .... 3/6 " It is the most intelligible of the treatises on this ill-treated subject that i have met with."— e. ingress bell, Esq., in the R.I.B.A. Journal PRACTICAL RULES ON DRAWING. For the Operative Builder and Young Student in Architecture. By George Pyne. 14 Plates, 4to, boards 7/6 MEASURING AND VALUING ARTIFICER'S WORK (The Student's Guide to the Practice of). Containing Directions for taking Dimensions, Abstracting the same, and bringing the Quantities into Bill, with Tables of Constants for Valuation of Labour, and for the Calculation of Areas and Solidities. Originally edited by E. Dobson, Architect. With Additions by E. W. Tarn, M.A. Seventh Edition, Revised. With 8 Plates and 63 Woodcuts. Crown 8vo, cloth. [Just Published. 7/6 " This edition will be found the most complete treatise on the principles of measuring and valuing artificer's work that has yet been published."—Building News. TECHNICAL GUIDE, MEASURER, AND ESTIMATOR. For Builders and Surveyors. Containing Technical Directions for Measuring Work in all the Building Trades, Complete Specifications for Houses, Roads, and Drains, and an Easy Method of Estimating the parts of a Building collectively. By A. C. Beaton. Ninth Edition. Waistcoat-pocket size, gilt edges . . . . . . . . . . . • • 1 /6 "No builder, architect, surveyor, or valuer should be without his ' Beaton.' "—Building News. SPECIFICATIONS FOR PRACTICAL ARCHITECTURE. A Guide to the Architect, Engineer, Surveyor, and Builder. With an Essay on the Structure and Science of Modern Buildings. Upon the Basis of the Work by Alfred Bartholomew, thoroughly Revised, Corrected, and greatly added to by Frederick Rogers, Architect. Third Edition, Revised. 8vo, cloth 15/0 " The work is too well known to need any recommendation from us. It is one of the books with which every young architect must be equipped."—Architect. THE HOUSE-OWNER'S ESTIMATOR. Or, What will it Cost to Build, Alter, or Repair ? A Price Book for Un¬ professional People as well as the Architectural Surveyor and Builder. By J. D. Simon. Edited by F. T. W. Miller, A.R.I.B.A. Fifth Edition. Carefully Revised. Crown 8vo, cloth. [Just Published. Net 3/6 "In two years it will repay its cost a hundred times over."—Field. SANITATION AND WATER SUPPLY. 27 SANITATION AND WATER SUPPLY. THE BACTERIAL PURIFICATION OF SEWAGE: Being a Practical Account of the Various Modern Biological Methods of Purifying Sewage. By Sidney Barwise, M.D. (Lond.), D.P.H. (Camb.), etc. With 10 Page Plates and 2 Folding Diagrams. Royal 8vo, cloth. [Just Published. Net 6/O THE PURIFICATION OF SEWAGE. Being a Brief Account of the Scientific Principles of Sewage Purification, and their Practical Application. By Sidney Barwise, M.D. (Lond.), M.R.C.S., D.P.H. (Camb.), Fellow of the Sanitary Institute, Medical Officer of Health to the Derbyshire County Council. Crown 8vo, cloth. [Just Published. SIO WATER AND ITS PURIFICATION. A Handbook for the Use of Local Authorities, Sanitary Officers, and others interested in Water Supply. By S. Rideal, D.Sc. Lond., F.I.C. Second Edition, Revised, with Additions, including numerous Illustrations and Tables. Large Crown 8vo, cloth. [Just Published. Net 9/0 RURAL WATER SUPPLY. A Practical Handbook on the Supply of Water and Construction of Water¬ works for Small Country Districts. By Allan Greenwell, A.M.I.C.E., and W. T. Curry, A.M.I.C.E. Revised Edition. Crown 8vo, cloth 6/O THE WATER SUPPLY OF CITIES AND TOWNS. By William Humber, A.M. Inst. C.E., and M.Inst. M.E. Imp. 4to, half- bound morocco. (See page 11.) Net £6 63. THE WATER SUPPLY OF TOWNS AND THE CON¬ STRUCTION OF WATER-WORKS. By Professor W. K. Burton, A.M. Inst. C.E. Second Edition, Revised and Extended. Royal 8vo, cloth. (See page 10.) .... 25/0 WATER ENGINEERING. A Practical Treatise on the Measurement, Storage, Conveyance, and Utilisa¬ tion of Water for the Supply of Towns. By C. Slagg, A.M. Inst. C.E. 7/6 SANITARY WORK IN SMALL TOWNS AND VILLAGES. By Charles Slagg, A. M. Inst. C.E. Crown 8vo, cloth . . . 3/0 SANITARY ARRANGEMENT OF DWELLING-HOUSES. By A. J. Wallis-Tayler, A.M.Inst.C.E. Crown 8vo, cloth . . 2/6 MODERN PLUMBING, HOT WATER HEATING, &c. A New Practical Work for the Plumber, the Heating Engineer, the Architect, and the Builder. By J. J. Lawler, Author of "American Sanitary Plumbing," &c. With 284 Illustrations and Folding Plates. 4to, cloth. [Just Published (see page 25). Net 21 / - PLUMBING. A Text-book to the Practice of the Art or Craft of the Plumber. By W. P. Buchan, R.P. Ninth Edition, Enlarged. Crown 8vo, cloth . .3/6 VENTILATION. A Text-book to the Practice of the Art of Ventilating Buildings. By W. P. Buchan, R.P. Crown 8vo, cloth 3/6 THE HEALTH OFFICER'S POCKET-BOOK. A Guide to Sanitary Practice and Law. For Medical Officers of Health, Sanitary Inspectors, Members of Sanitary Authorities, &c. By Edward F. Willoughby, M.D. (Lond.), &c. Second Edition, Revised and Enlarged. Fcap. 8vo, leather. [Just Published. Net 10/6 28 CROSBY LOCKWOOD ë* SON'S CATALOGUE. CARPENTRY, TIMBER, &c. THE ELEMENTARY PRINCIPLES OF CARPENTRY. A Treatise on the Pressure and Equilibrium of Timber Framing, the Resistance of Timber, and the Construction of Floors, Arches, Bridges, Roofs, Uniting Iron and Stone with Timber, &c. To which is added an Essay on the Nature and Properties of Timber, &c., with Descriptions of the kinds of Wood used in Building; also numerous Tables of the Scantlings of Timber for different purposes, the Specific Gravities of Materials, &c. By Thomas Tredgold, C.E. With an Appendix of Specimens of Various Roofs of Iron and Stone, Illus¬ trated. Seventh Edition, thoroughly Revised and considerably Enlarged by E. Wvndham Tarn, M.A., Author of " The Science of Building," &c. With 61 Plates, Portrait of the Author, and several Woodcuts. In One large Vol., 4to, cloth 25/0 " Ought to be in every architect's and every builder's library."—Builder. "A work whose monumental excellence must commend it wherever skilful carpentry Is concerned. The author's principles are rather confirmed than impaired by time. The additional plates are of great intrinsic value."—Building News. WOODWORKING MACHINERY. Its Rise, Progress, and Construction. With Hints on the Management of Saw Mills and the Economical Conversion of Timber. Illustrated with Examples of Recent Designs by leading English, French, and American Engineers. By M. Powis Bale, A.M.Inst.C.ê., M.I.M.E. Second Edition, Revised, with large Additions, large crown 8vo, 440 pp., cloth .... 9/0 " Mr. Bale is evidently an expert on the subject, and he has collected so much information that his book is all-sufficient for builders and others engaged in the conversion of timber."—Architect. " The most comprehensive compendium of wood-working machinery we have seen. The author is a thorough master of his subject."—Building News. SAW MILLS. Their Arrangement and Management, and the Economical Conversion of Timber. By M. Powis Bale, A.M.Inst.C.E. Second Edition, Revised. Crown 8vo, cloth. [Just Published. 10/6 " The administration of a large sawing establishment is discussed, and the subject examined ftom a financial standpoint. Hence the size, shape, order, and disposition of saw milk and the like are gone into in detail, and the course of the timber Is traced from its reception to its delivery in its converted state. We could not desire a more complete or practical treatise."—Builder. THE CARPENTER'S GUIDE. Or, Book of Lines for Carpenters ; comprising all the Elementary Principles essential for acquiring a knowledge of Carpentry. Founded on the late Peter Nicholson's standard work. A New Edition, Revised by Arthur Ashpitel, F.S.A. Together with Practical Rules on Drawing, by George Pyne. With 74 Plates, 4to, cloth .... ... £1 1 s. A PRACTICAL TREATISE ON HANDRAILING. Showing New and Simple Methods for Finding the Pitch of the Plank, Drawing the Moulds, Bevelling, Jointing-up, and Squaring the Wreath. By George Collings. Second Edition, Revised and Enlarged^ to which is added A Treatise on Stair-building. With Plates and Diagrams . . 2/6 " Will be found of practical utility in the execution of this difficult branch of joinery."- Builder. Almost every difficult phase of this somewhat intricate branch of joinery is elucidated by the aid of plates and explanatory letterpress."—Furniture Gazette. CIRCULAR WORK IN CARPENTRY AND JOINERY. A Practical Treatise on Circular Work of Single and Double Curvature. By George Collings. With Diagrams. Third Edition, iamo, cloth . 2/6 48 An excellent example of what a book of this kind should be. Cheap in price, clear in definition, and practical in the examples selected."—Builder. THE CABINET-MAKER'S GUIDE TO THE ENTIRE CONSTRUCTION OP CABINET WORK. By Richard Bitmead. Illustrated with Plans, Sections and Working Drawings. Crown 8vo, cloth. [ Just Published. 2/6 CARPENTRY, TIMBER, <8*. 29 HANDRAILING COMPLETE IN EIGHT LESSONS. On the Square-Cut System. By J. S. Goldthorp, Head of Building Department, Halifax Technical School. With Eight Plates and over 150 Practical Exercises. 4to, cloth 3/6 " Likely to be of considerable value to joiners and others who take a pride in good work. The arrangement of the book is excellent. We heartily commend it to teachers and students."— Timber Trades Journal'. TIMBER MERCHANT'S and BUILDER'S COMPANION. Containing New and Copious Tables of the Reduced Weight and Measure¬ ment of Deals and Battens, of all sizes, from One to a Thousand Pieces, and the relative Price that each size bears per Lineal Foot to any given Price per Petersburgh Standard Hundred ; the Price per Cube Foot of Square Timber to any given Price per Load of 50 Feet, &c., &c. By* William Dowsing. Fourth Edition, Revised and Corrected. Crown 8vo, cloth . . . 3/0 "We are glad to see a fourth edition of these admirable tables, which for correctness and simplicity of arrangement leave nothing to be desired."—Timber Trades Journal. THE PRACTICAL TIMBER MERCHANT. A Guide for the Use of Building Contractors, Surveyors, Builders, &c., comprising useful Tables for all purposes connected with the Timber Trade, Marks of Wood, Essay on the Strength of Timber, Remarks on the Growth of Timber, &c. By W. Richardson. Second Edition. Fcap. 8vo, cloth . 3/6 "Contains much valuable information for timber merchants, builders, foresters, and all others connected with the growth, sale, and manufacture of timber."—Journal of Forestry. PACKING-CASE TABLES. Showing the number of Superficial Feet in Boxes or Packing-Cases, from six inches square and upwards. By W. Richardson, Timber Broker. Third Edition. Oblong 4to, cloth 3/6 " Invaluable labour-saving tables."—Ironmonger. GUIDE TO SUPERFICIAL MEASUREMENT. Tables calculated from 1 to 200 inches in length by 1 to 108 inches in breadth. For the use of Architects, Surveyors, Engineers, Timber Merchants, Builders, &c. By James Hawkings. Fifth Edition. Fcap., cloth. 3/6 " A useful collection of tables to facilitate rapid calculation of surfaces. The exact area of any surface of which the limits have been ascertained can be instantly determined. The book will be found of the greatest utility to all engaged in building operations.—Scotsman. PRACTICAL FORESTRY. And its Bearing on the Improvement of Estates. By Charles E. Curtis, F.S.I., Professor of Forestry, Field Engineering, and General Estate Management, at the College of Agriculture, Downton. Second Edition, Revised. Crown 8vo, cloth. [Just Published. 3/6 Summary of Contents : — prefatory Remarks. — Objects of Planting.— Choice of a Forester.—Choice of Soil and Site.—Laying Out of Land for plantations.—Preparation of the ground for planting.—Drainage.—plant¬ ing.—Distances and Distribution of Trees in plantations.—Trees and Ground Game.—Attention after Planting.—Thinning of plantations. — Pruning of forest Trees.—Realization.—Methods of Sale.—Measurement of Timber.— Measurement and Valuation of Larch Plantation.—Fire Lines.—Cost of Planting. "Mr. Curtis has in the course of a series of short pithy chapters afforded much informa¬ tion of a useful and practical character on the planting and subsequent treatment of trees."— Illustrated Carpenter and Builder. THE ELEMENTS OF FORESTRY. Designed to afford Information concerning the Planting and Care of Forest Trees for Ornament or Profit, with suggestions upon the Creation and Care of Woodlands. By F. B. Hough. Large crown 8vo, cloth . . . 10/0 THE TIMBER IMPORTER'S, TIMBER MERCHANT'S, AND BUILDER'S STANDARD GUIDE. By Richard E. G randy. Comprising :—An Analysis of Deal Standards, Home and Foreign, with Comparative Values and Tabular Arrangements for fixing Net Landed Cost on Baltic and North American Deals, including all intermediate Expanses, Freight, Insurance, &c. ; together with copious Informa¬ tion for the Retailer and Builder. Third Edition. i2mo, cloth . . 2/0 3o CROSBY LOCKWOOD & SON'S CATALOGUE. DECORATIVE ARTS, &c. SCHOOL OF PAINTING FOR THE IMITATION OF WOODS AND MARBLES. As Taught and Practised by A. R. Van der Burg and P. Van der Burg, Directors of the Rotterdam Painting Institution. Royal folio, 18^ by 12^ in., Illustrated with 24 full-size Coloured Plates ; also 12 plain Plates, comprising 154 Figures. Third Edition, cloth. [Just Published. 331 11s. 6d. List of Plates 1. Various Tools Required for Wood Painting.—2,3. Walnut ; Preliminary Stages of Graining and Finished Specimen.—4. Tools used for Marble Painting and Method of Manipulation.—5, 6. St. Remi Marble; Earlier Operations and Finished Specimen. — 7. methods of Sketching Different Grains, Knots, &c.—8, 9. Ash: preliminary Stages and Finished Specimen.—10. Methods of Sketching Marble Grains —11, 12. Breche Marble ; Preliminary Stages of Working and Finished Specimen.—13. Maple ; methods of producing the Different Grains.—14, 15 Bird's-Eye Maple; preliminary stages and finished specimen.—16. methods of sketching the different species of white marble.—17, 18. white marble ; preliminary stages of Process and Finished Specimen.—19. Mahogany; Specimens of Various Grains and Methods of Manipulation. —20, 21. mahogany ; Earlier Stages and Finished Specimen.—22, 23, 24. Sienna Marble; Varieties of Grain, Preliminary Stages and Finished Specimen.—23, 26, 27. Juniper wood; Methods of pro¬ ducing Grain, &c. ; Preliminary Stages and Finished Specimen.—28, 29, 30. Vert de Mer Marble; Varieties of Grain and Methods of working, Unfinished and Finished Specimens.—31, 32, 33. Oak ; Varieties of Grain, Tools Employed and methods of Manipulation, preliminary Stages and Finished Specimen.— 34. 35. 36. Waulsort Marble; Varieties of Grain, unfinished and Finished Specimens. "Those who desire to attain skill in the art of painting woods and marbles will find advantage In consulting this book. . . . Some of the Working Men's Clubs should give their young men the opportunity to study it."—Builder. " A comprehensive guide to the art. The explanations of the processes, the manipulation and management of the colours, and the beautifully executed plates will not be the least valuable to the student who aims at making his work a faithful transcript of nature."—Building News. " Students and novices are fortunate who are able to become the possessors of so noble a work."—The Architect. ELEMENTARY DECORATION. A Guide to the Simpler Forms of Everyday Art. Together with PRACTICAL HOUSE DECORATION. By James W. Facey. With numerous Illus¬ trations. In One Vol., strongly half-bound 5/0 HOUSE PAINTING, GRAINING, MARBLING, AND SIQN WRITING. A Practical Manual of. By Ellis A. Davidson. Eighth Edition. With Coloured Plates and Wood Engravings. i2mo, cloth boards . . . 6/0 " A mass of information of use to the amateur and of value to the practiced man. "—English Mechanic, THE DECORATOR'S ASSISTANT. A Modern Guide for Decorative Artists and Amateurs, Painters, Writers, Gilders, &c. Containing upwards of 600 Receipts, Rules, and Instructions ; with a variety of Information for General Work connected with every Class of Interior and Exterior Decorations, &c. Seventh Edition. 152 pp., cr. 8vo. 1 /O " Full of receipts of value to decorators, painters, gilders, &c. The book contains the gist of larger treatises on colour and technical processes. It would be difficult to meet with a work so full of varied information on the painter's art."—Building News. MARBLE DECORATION And the Terminology of British and Foreign Marbles. A Handbook for Students. By George H. Blagrove, Author of "Shoring and its Applica¬ tion," &c. With 28 Illustrations. Crown 8vo, cloth .... 3/6 " This most useful and much wanted handbook should be in the hands of every architect and builder ."—Building World. "A carefully and usefully written treatise ; the wcrk is essentially practical,"—Scotsman. DECORATIVE ARTS, 6*. 3i DELAMOTTE S WORKS ON ALPHABETS AND ILLUMINATION. ORNAMENTAL ALPHABETS, ANCIENT & MEDIAEVAL. From the Eighth Century, with Numerals; including Gothic, Church-Text, large and small, German, Italian, Arabesque, Initials for Illumination, Monograms, Crosses, &c., &c., for the use of Architectural and Engineering Draughtsmen, Missal Painters, Masons, Decorative Painters, Lithographers, Engravers, Carvers, &c., &c. Collected and Engraved by F. Delamotte, and printed in Colours. New and Cheaper Edition. Royal 8vo, oblong, ornamental boards .......... . 2/6 " For those who insert enamelled sentences round gilded chalices, who blazon shop legends over shop-doors, who letter church walls with pithy sentences from the Decalogue, this book will be useful. "—A thenceum. MODERN ALPHABETS, PLAIN AND ORNAMENTAL. Including German, Old English, Saxon, Italic, Perspective, Greek, Hebrew, Court Hand, Engrossing, Tuscan, Riband, Gothic, Rustic, and Arabesque ; with several Original Designs, and an Analysis of the Roman and Old English Alphabets, large and small, and Numerals, for the use of Draughtsmen, Surveyors, Masons, Decorative Painters, Lithographers, Engravers, Carvers, &c. Collected and Engraved by F. Delamotte, and printed in Colours. New and Cheaper Edition. Royal 8vo, oblong, ornamental boards . 2/6 " There is comprised in it every possible shape into which the letters of the alphabet and numerals can be formed, and the talent which has been expended in the conception of the various pl§in and ornamental letters is wonderful. "—Standard. MEDIAEVAL ALPHABETS AND INITIALS FOR ILLUMINATORS. By F. G. Delamotte. Containing 21 Plates and Illuminated Title, printed in Gold and Colours. With an Introduction by J. Willis Brooks. Fourth and Cheaper Edition. Small 410, ornamental boards .... 4/0 "A volume in which the letters of the alphabet come forth glorified in gilding and all the colours of the prism interwoven and intertwined and intermingled."—Sun. A PRIMER OF THE ART OF ILLUMINATION. For the Use of Beginners ; with a Rudimentary Treatise on the Art, Practical Directions for its Exercise, and Examples taken from Illuminated MSS., printed in Gold and Colours. By F. Delamotte. New and Cheaper Edition. Small 4to, ornamental boards 6/0 " The examples of ancient MSS. reqommended to the student, which, with much good sense, the author chooses from collections accessible to all, are selected with judgment and knowledge as well as taste,."—A thenceum. THE EMBROIDERER'S BOOK OF DESIGN. Containing Initials, Emblems, Cyphers, Monograms, Ornamental Borders, Ecclesiastical Devices, Mediaeval and Modern Alphabets, and National Emblems. Collected by F. Delamotte, and printed n Colours. Oblong royal 8vo, ornamental wrapper 1/6 " The book will be of great assistance to ladies and young children who are endowed with the art of plying the needle in this most ornamental and useful pretty work."—East Anglian Times. INSTRUCTIONS IN WOOD-CARVING FOR AMATEURS. With Hints on Design. By A Lady. With 10 Plates. New and Cheaper Edition. Crown 8vo, in emblematic wrapper 2/0 " The handicraft of the wood-carver, so well as a book can impart it, may be learnt from ' A Lady's ' publication."—A thenceum. PAINTING POPULARLY EXPLAINED. By Thomas John Gullick, Painter, and John Timbs, F.S.A. Including Fresco, Oil, Mosaic, Water-Colour, Water-Glass, Tempera, Encaustic, Miniature, Painting on Ivory, Vellum, Pottery, Enamel, Glass, &c. Fifth Edition. Crown 8vo, cloth 5/0 *** Adopted as a Prize Book at South Kensington. " Much may be learned, even by those who fancy they do not require to be taught, from the careful perusal of this unpretending but comprehensive treatise."—Art Journal. 32 CROSBY LOCKWOOD & SON'S CATALOGUE. NATURAL SCIENCE, &c. THE VISIBLE UNIVERSE. Chapters on the Origin and Construction of the Heavens. By J. E. Gore, F.R.A.S., Author of - Star Groups," &c. Illustrated by 6 Stellar Photographs and 12 Plates. Demy 8vo, cloth 16/0 " A valuable and lucid summary of recent astronomical theory, rendered more valuable and attractive by a series of stellar photographs and other illustrations. " - The Times. " In presenting a clear and concise account of the present state of our knowledge Mr. Gore has made a valuable addition to the literature of the subject."—Nature. "Mr. Gore's * Visible Universe' is one of the finest works on astronomical science that have recently appeared in our language In spirit and in method it is scientific from cover to cover, but the style is so clear and attractive that it will be as acceptable and as readable to those who make no scientific pretensions as to those who devote themselves specially to matters astronomical."— Leeds Mercury. STAR GROUPS. A Student's Guide to the Constellations. By J. Ellard Gore, F.R.A.S., M.R.I.A., &c., Author of "The Visible Universe," "The Scenery of the Heavens," &c. With 30 Maps. Small 4to, cloth 5/0 " The volume contains thirty maps showing stars of the sixth magnitude—the usual naked-eye limit—and each is accompanied by a brief commentary adapted to facilitate recognition and bring to notice objects of special interest. For the purpose of a preliminary survey of the 'midnight pomp ' of the heavens nothing could be better than a set of delineations averaging scarcely twenty square inches in area and including nothing that cannot at once be identified."—Saturday Review. AN ASTRONOMICAL GLOSSARY. Or, Dictionary of Terms used in Astronomy. With Tables of Data and Lists of Remarkable and Interesting Celestial Objects. By J. Ellard Gore, F.R.A.S., Author of " The Visible Universe," fix. Small crown 8vo, cloth. 2/6 "A very useful little work for beginners in astronomy, and not to be despised by more advanced students — The Times. " A very handy book . . . the utility of which is much increased by its valuable tables of astronomical data."—Athenceum. THE MICROSCOPE. Its Construction and Management. Including Technique, Photo-micrography, and the Past and Future of the Microscope. By Dr. Henri van Heurck. Re-Edited and Augmented from the Fourth French Edition, and Translated by Wynne E. Baxter, F.G.S. 400 pp., with upwards of 250 Woodcuts, imp. 8vo, cloth 18/0 " A translation of a well-known work, at once popular and comprehensive."—Times. " The translation is as felicitous as it is accurate. ' —Nature. ASTRONOMY. By the late Rev. Robert Main, M.A., F.R.S. Third Edition, Revised by William Thynne Lynn, B.A., F.R.A.S., formerly of the Royal Observatory, Greenwich. i2mo, cloth 2/0 " A sound and simple treatise, very carefully edited, and a capital book for beginners."— Knowledge. " Accurately brought down to the requirements of the present time by Mr, Lynn.''— Educational Times. A MANUAL OF THE MOLLUSCA. A Treatise on Recent and Fossil Shells. By S. P. Woodward, A.L.S., F.G.S. With an Appendix on Recent and Fossil Conchological Discoveries, by Ralph Tate, A.L.S., F.G.S. With 23 Plates and upwards of 300 Woodcuts. Reprint of Fourth Edition (1880). Crown 8vo, cloth 7/6 " A most valuable storehouse of conchological and geological information."—Science Gossip. THE TWIN RECORDS OF CREATION. Or, Geology and Genesis, their Perfect Harmony and Wonderful Concord. By G. W. V. le Vaux. 8vo, cloth 5/0 " A valuable contribution to the evidences of Revelation, and disposes very conclusively of the arguments of those who would set God's Works against God's Word. No real difficulty is shirked, and no sophistry is left unexposed."—The Rock. NATURAL SCIENCE, S-c. 33 HANDBOOK OF MECHANICS. By Dr. Lardner. Enlarged and re-written by Benjamin Loewy, F.R. A.S. 378 Illustrations. Post 8vo, cloth 6/0 " The perspicuity of the original has been retained, and chapters which had become obsolete have been replaced by others of more modern character. The explanations throughout are studiously popular, and care has been taken to show the application of the various branches of physics to the industrial arts, and to the practical business of life. "—Mining- Journal. HANDBOOK OF HYDROSTATICS AND PNEUMATICS. By Dr. Lardner. New Edition, Revised and Enlarged by Benjamin Loewy. F.R.A.S. With 236 Illustrations. Post 8vo, cloth . . . 6/O "For those 'who desire to attain an accurate knowledge of physical science without the profound methods of mathematical investigation,' this work is well adapted."—Chemical News. HANDBOOK OF HEAT. By Dr. Lardner. Edited and re-written by Benjamin Loewy, F.R. A.S., &c. 117 Illustrations. Post 8vo, cloth 6/0 " The style is always clear and precise, and conveys instruction without leaving any cloudiness or lurking doubts behind."—Engineering. HANDBOOK OF OPTICS. By Dr. Lardner. New Edition. Edited by T. Olver Harding, B.A. Lond. With 298 Illustrations. Small 8vo, 448 pp., cloth . . . . . SIO " Written by one of the ablest English scientific writers, beautifully and elaborately illustrated. " —Mechanics' Magazine. ELECTRICITY, MAGNETISM, AND ACOUSTICS. By Dr. Lardner. Edited by Geo. Carey Foster, B.A., F.C.S. With 400 Illustrations. Small 8vo, cloth S/O " The book could not have been entrusted to any one better calculated to preserve the terse and lucid style of Lardner, while correcting his errors and bringing up his work to the present state of scientific knowledge."—Popular Science Review. HANDBOOK OF ASTRONOMY. By Dr. Lardner. Fourth Edition. Revised and Edited by Edwin Dunkin, F.R.A.S., Royal Observatory, Greenwich. With 38 Plates and upwards of 100 Woodcuts. 8vo, cloth 9/(3 "Probably no other book contains the same amount of information in so compendious and well arranged a form—certainly none at the price at which this is offered to the public."—Athenceum "We can do no other than pronounce this work a most valuable manual of astronomy, and we strongly recommend it to all who wish to acquire a general—but at the same time correct— acquaintance with this sublime science."—Quarterly Journal 0/Science. MUSEUM OF SCIENCE AND ART. Edited by Dr. Lardner. With upwards of 1,200 Engravings on Wood. In Six Double Volumes, £1 1s. in a new and elegant cloth binding ; or hand¬ somely bound in half-morocco 11s. 6d. " A cheap and interesting publication, alike informing and attractive. The papers combine subjects of importance and great scientific knowledge, considerable inductive powers, and a popular style of treatment."—Spectator. Separate books formed from the above. Common Things Explained. 5s. Steam and its Uses. 2s. cloth. The Microscope. 2s. cloth. Popular Astronomy. 4s. 6d. cloth. Popular Geology. 2s. 6d. cloth. The Bee and White Ants. 2s. cloth. Popular Physics. 2s. 6d. cloth. The Electric Telegraph, is. 6d. NATURAL PHILOSOPHY FOR SCHOOLS. By Dr. Lardner. Fcap. 8vo 3/6 " A very convenient class book for junior students in private schools."—British Quarterly Review. ANIMAL PHYSIOLOGY FOR SCHOOLS. By Dr. Lardner. Fcap. 8vo 3/6 " Clearly written, well arranged, and excellently illustrated,"—Gardener's Chronicle, THE ELECTRIC TELEGRAPH. By Dr. Lardner. Revised by E. B. Bright, F.R.A.S. Fcap. 8vo. . 2/6 " One of the most readable books extant on the Electric Telegraph."—English Mechanic. 34 CROSBY LOCK WOOD & SON'S CATALOGUE. CHEMICAL MANUFACTURES, CHEMISTRY, &c. THE GAS ENGINEER'S POCKET-BOOK. Comprising Tables, Notes and Memoranda relating to the Manufacture, Distribution and Use of Coal Gas and the Construction of Gas Works. By H. O'Connor, A.M.Inst.C.E. Second Edition, Revised. 470 pp., crown 8vo, fully Illustrated, leather. [Just Published. 10/6 "The book contains a vast amount of information. The author goes consecutively through the engineering details and practical methods involved in each of the different processes or parts of a gas-works. He has certainly succeeded in making a compilation of hard matters of fact absolutely interesting to read."—Gas World. " A useful work of reference for the gas engineer and all interested in lighting or heating by gas, while the analyses of the various descriptions of gas will be of value to the technical chemist. All matter in any way connected with the manufacture and use of gas is dealt with. The book has •evidently been carefully compiled, and certainly constitutes a useful addition to gas literature."— Builder. "The volume contains a great quantity of specialised information, compiled, we believe, from (trustworthy sources, which should make it of considerable value to those for whom it is specifically (produced. "—Engineer. LIGHTING BY ACETYLENE Generators, Burners, and Electric Furnaces. By William E. Gibbs, M.E. With 66 Illustrations. Crown 8vo, cloth. [ fust Published. 7/6 ENGINEERING CHEMISTRY. A Practical Treatise for the Use of Analytical Chemists, Engineers, Iron Masters, Iron Founders, Students and others. Comprising Methods of Analysis and Valuation of the Principal Materials used in Engineering Work, with Analyses, Examples and Suggestions. By H. J. Phillips, F.I.C., F.C.S. Third Edition, Revised and Enlarged. Crown 8vo, 420 pp., with Plates and other Illustrations, cloth. {Just Published. Net 10/6 "In this work the author has rendered no small service to a numerous body of practical men. . . . The analytical methods may be pronounced most satisfactory, being as accurate as the despatch required of engineering chemists permits."—Chemical News. " Full of good things. As a handbook of technical analysis, it is very welcome."—Builder. " The analytical methods given are, as a whole, such as are likely to give rapid and trust¬ worthy results in experienced hands. . . . There is much excellent descriptive matter in the work, the chapter on ' Oils and Lubrication being specially noticeable in this respect."—Engineer. NITRO-EXPLOSIVES. A Practical Treatise concerning the Properties, Manufacture, and Analysis of Nitrated Substances, including the Fulminates, Smokeless Powders, and Celluloid. By P. G. Sanford, F.I.C., Consulting Chemist to the Cotton Powder Company, &c. With Illustrations. Crown 8vo, cloth. [Just Published. 9/0 " Any one having the requisite apparatus and materials could make nitro-glycerine or gun- cotton, to say nothing of other explosives, by the aid of the instructions in this volume. This is one of the very few text-books in which can be found just what is wanted. Mr. Sanford goes through the whole list of explosives commonly used, names any given explosive, and tells us of what It is composed and how it is manufactured. The book is excellent throughout."—Engineer. A HANDBOOK ON MODERN EXPLOSIVES. A Practical Treatise on the Manufacture and Use of Dynamite, Gun-Cotton, Nitro-Glycerine and other Explosive Compounds, including Collodion-Cotton. With Chapters on Explosives in Practical Application. By M. Eissler, Mining Engineer^ and Metallurgical Chemist. Second Edition, Enlarged. With 150 Illustrations. Crown 8vo, cloth. [ Just Published. 2/6 " Useful not only to the miner, but also to officers of both services to whom blasting and the use of explosives generally may at any time become a necessary auxiliary."—Nature» DANGEROUS GOODS. Their Sources and Properties, Modes of Storage and Transport. With Notes and Comments on Accidents arising therefrom, together with the Government and Railway Classifications, Acts of Parliament, &c. A Guide for the Use of Government and Railway Officials, Steamship Owners, Insurance Companies and Manufacturers, and Users of Explosives and Dangerous Goods. By H. Joshua Phillips, F.I.C., F.C.S. Crown 8vo, 374 pp., cloth . . 9/0 Merits a wide circulation, and em intelligent, appreciative study ."—Chemical News CHEMICAL MANUFACTURES, CHEMISTRY, &c. 35 A MANUAL OF THE ALKALI TRADE. Including the Manufacture of Sulphuric Acid, Sulphate of Soda, and Bleaching Powder. By John Lomas, Alkali Manufacturer, Newcastle-upon-Tyne and London. 390 pp. of Text. With 232 Illustrations and Working Drawings, Second Edition, with Additions. Super-royal 8vo, cloth . . £1 10s. 44 This book is written by a manufacturer for manufacturers. The working details of the most approved forms of apparatus are given, and these are accompanied by no less than 232 wood engravings, all of which may be used for the purposes of construction. Every step in the manu¬ facture is veiy fully described in this manual, and each improvement explained."—Athenceum. " We find not merely a sound and luminous explanation of the chemical principles of the trade, but a notice of numerous matters which have a most important bearing on the successful conduct of alkali works, but which are generally overlooked by even experienced technological authors."—Chemical Review. THE BLOWPIPE IN CHEMISTRY, MINERALOGY, AND GEOLOGY. Containing all known_ Methods of Anhydrous Analysis, many Working Examples, and Instructions for Making Apparatus. By Lieut.-Colonel W. A. Ross, R.A., F.G.S. With 120 Illustrations. Second Edition, Enlarged. Crown 8vo, cloth . . . . 5/0 "The student who goes conscientiously through the course of experimentation here laid down will gain a better insight into inorganic chemistry and mineralogy than if he had 4 got up ' any of the best text-books of the day, and passed any number of examinations in their contents."—Chemical News. THE MANUAL OF COLOURS AND DYE-WARES. Their Properties, Applications, Valuations, Impurities and Sophistications For the Use of Dyers, Printers, Drysalters, Brokers, &c. By J. W. Slater. Second Edition, Revised and greatly Enlarged. Crown 8vo, cloth . 7/6 " A complete encyclopaedia of the materia tinctoria. The information given respecting each article is full and precise, and the methods of determining the value of articles such as these, so liable to sophistication, are given with clearness, and are practiced as well as valuable."—Chemist and Druggist. _ " There is no other work which covers precisely the same ground. To students preparing for examinations in dyeing and printing it will prove exceedingly useful."—Chemical News. A HANDY BOOK FOR BREWER5. Being a Practical Guide to the Art of Brewing and Malting. Embracing the Conclusions of Modern Research which bear upon the Practice of Brewing. By Herbert Edwards Wright, M.A. Second Edition, Enlarged. Crown 8vo, 530 pp., cloth. [Just Published. 12/6 44 May be consulted with advantage by the student who is preparing himself for examinational tests, while the scientific brewer will find in it a résumé of all the most important discoveries of modern times. The work is written throughout in a clear and concise manner, and the author takes great care to discriminate between vague theories and well-established facts."—Brewers' Journal. 44 We have great pleasure in recommending this handy book, and have no hesitation in saying that it is one of the best—if not the best—which has yet been written on the subject of beer-brewing in this country ; it should have a place on the shelves of every brewer's library."—Brewers' Guardian. 44 Although the requirements of the student are primarily considered, an acquaintance of half- an-hour's duration cannot fail to impress the practical brewer with the sense of having found a trustworthy guide and practical counsellor in brewery matters."—Chemical Trade Journal. FUELS: SOLID, LIQUID, AND GASEOUS. Their Analysis and Valuation. For the Use of Chemists and Engineers. By H. J. Phillips, F.C.S., formerly Analytical and Consulting Chemist to the G.E. Rlwy. Third Edition, Revised and Enlarged. Crown 8vo, cloth 2/0 44 Ought to have its place in the laboratory of every metallurgical establishment and wherever fuel Is used on a large scale."—Chemical News. THE ARTISTS' MANUAL OF PIGMENTS. Showing their Composition, Conditions of Permanency, Non-Permanency, and Adulterations; Effects in Combination with Each Other and with Vehicles; and the most Reliable Tests of Purity. By H. C. Standage. Crown 8vo. 2/6 44 This work is indeed multum-in-parvo, and we can, with good conscience, recommend it to all who come in contact with pigments, whether as makers, dealers, or users."—Chemical Review. c 2 36 CROSBY LOCKWOOD SON'S CATALOGUE. A POCKET-BOOK OF MENSURATION AND GAUGING. Containing Tables, Rules, and Memoranda for Revenue Officers, Brewers, Spirit Merchants, &c. By J. B. M ant. Inland Revenue. Second Edition, Revised. i8mo, leather 4-/0 "This handy and useful book is adapted to the requirements of the Inland Revenue Depart¬ ment, and will be a favourite book of reference."—Civilian. "Should be in the hands of every practical brewer."—Brewers' Journal. INDUSTRIAL ARTS, TRADES, AND MANUFACTURES. TEA MACHINERY AND TEA FACTORIES. A Descriptive Treatise on the Mechanical Appliances required in the Cultivation of the Tea Plant and the Preparation of Tea for the Market. By A. J. Wallis-Tayler, A. M. Inst. C.E. Medium 8vo, 468 pp. With 218 Illustrations. [ Just Published. Net 25/0 summary of contents : — mechanical cultivation or tillage of the soil.—plucking or gathering the leaf.—tea factories.—the dressing, Manufacture, or Preparation of Tea by Mechanical Means.—Artificial Withering of the Leaf.— Machines for rolling or Curling the I eaf — Fermenting Process.-Machines for the Automatic Drying or Firing of the Leaf.—Machines for Non-Automatic Drying or Firing of the Leaf.—Drying or Firing Machines.—Breaking or Cutting, and Sorting Machines.—Packing the Tea.—Means of Transport on tea plantations.—miscellaneous Machinery and Apparatus.—Final Treatment of the Tea.—Tables and Memoranda. "The subject of tea machinery is now one of the first interest to a large class of people, to whom we strongly commend the volume."—Chamber of Commerce Journal. " When tea planting was first introduced into the British possessions little, if any, machinery was employed, but now its use is almost universal. This volume contains a very full account of the machinery necessary for the proper outfit of a factory, and also a description of the processes best carried out by this machinery ."—Journal Society of Arts. FLOUR MANUFACTURE. A Treatise on Milling Science and Practice. By Friedrich Kick, Imperial Regierungsrath, Professor of Mechanical Technology in the Imperial German Polytechnic Institute, Prague. Translated from the Second Enlarged and Revised Edition with Supplement. By H. H. P. Powles, Assoc. Memb. Institution of Civil Engineers. Nearly 400 pp. Illustrated with 28 Folding Plates, and 167 Woodcuts. Royal 8vo, cloth £*| g8i " This valuable work is, and will remain, the standard authority on the science of milling. . . . The miller who has read and digested this work will have laid the foundation, so to speak, of a successful career ; he will have acquired a number of general principles which he can proceed to apply, In this handsome volume we at last have the accepted text-book of modern milling in good, sound English, which has little, if any, trace of the German idiom."—The Miller. COTTON MANUFACTURE. A Manual of Practical Instruction of the Processes of Opening, Carding, Combing, Drawing, Doubling and Spinning of Cotton, the Methods of Dyeing, &c. For the Use of Operatives Overlookers, and Manufacturers. By John Lister, Technical Instructor, Pendleton. 8vo, cloth . . 7/6 " A distinct advance in the literature of cotton manufacture."—Machinery. " It is thoroughly reliable, fulfilling nearly all the requirements desired."—Glasgow Herald. MODERN CYCLES. A Practical Handbook on their Construction and Repair. By A. J. Wallis- Tayler, A. M. Inst. C. E., Author of " Refrigerating Machinery,'8 &c. With upwards of 300 Illustrations. Crown 8vo, cloth. [Just Published. 10/6 "The large trade that is done in the component parts of bicycles has placed in the way of men mechanically inclined extraordinary facilities for building bicycles for their own use. . . . The book will prove a valuable guide for all those who aspire to the manufacture or repair of their own machines.' —The Field. " A most comprehensive and up-to-date treatise."—The Cycle. " A very useful book, which is quite entitled to rank as a standard work for students of cycle construction. Wheeling. INDUSTRIAL AND USEFUL ARTS. 37 CEMENTS, PASTES, GLUES, AND GUMS- A Practical Guide to the Manufacture and Application of the various Aggluti¬ nants required in the Building, Metal-Working, Wood-Working, and Leather- Working Trades, and for Workshop, Laboratory or Office Use. With upwards of 900 Recipes and Formulae. By H. C. Standage, Chemist. Third Edition. Crown 8vo, cloth. [Just Published. 2/0 "We have pleasure in speaking favourably of this volume. So far as we have had experience, which is not inconsiderable, this manual is trustworthy."—Atheneeum. As a revelat ion of what are considered trade secrets, this book will arouse an amount of curiosity among the large number of industries it touches."—Daily Chronicle. THE ART OF SOAP-MAKING. A Practical Handbook of the Manufacture of Hard and Soft Soaps, Toilet Soaps, &c. Including many New Processes, and a Chapter on the Recovery of Glycerine from Waste Leys. By Alx. Watt. Sixth Edition, including an Appendix on Modern Candlemaking. Crown 8vo, cloth. [Just Published. 7/6 "The wor will prove very useful, not merely to the technological student, but to the practical soap boiler who wishes to understand the theory of his art "—Chemical News. " A thoroughly practical treatise on an art which has almost no literature in our language. We congratulate the author on the success of his endeavour to fill a void in English technical literature. ' '—Nature. PRACTICAL PAPER-MAKING. A Manual for Paper-Makers and Owners and Managers of Paper-Mills. "With Tables, Calculations, &c. By G. Clapperton, Paper-Maker. With Illus¬ trations of Fibres from Micro-Photographs. Crown 8vo, cloth . . 5/0 - r The author caters for the requirements of responsible mill hands, apprentices, &c , whilst his manual will be found of great service to students of technology, as well as to veteran paper- makers and mill owners. The illustrations form an excellent feature."—The World's Paper Trade Review. "We recommend everybody interested in the trade to get a copy of this thoroughly practical book."—Paper Making. THE ART OF PAPER»MAKING. A Practical Handbook of the Manufacture 7.of "Paper from Rags, Esparto, Straw, and other Fibrous Materials. Including the Manufacture of Pulp from Wood Fibre, with a Description of the Machinery and Appliances used. To which are added Details of Processes for Recovering Soda from Waste Liquors. By Alexander Watt, Author of "The Art of Soap-Making." With Illus¬ trations. Crown 8vo, cloth . 7/6 It may be regarded as the standard work on the"' subject. The book is full of valuable Information. The 'Art of Paper-Making' is in every respect a model of a text-book, either for a technical class, or for the private student."—Paper and Printing Trades Journal. A TREATISE ON PAPER. For Printers and Stationers. With an Outline of Paper Manufacture ; Complete Tables of Sizes, and Specimens of Different Kinds of Paper. By Richard Parkinson, late of the Manchester Technical Scnool. Demy 8vo, cloth. Just Published. 3/6 THE ART OF LEATHER MANUFACTURE. Being a Practical Handbook, in which the Operations of Tanning, Currying, and Leather Dressing are fully Described, and the Principles of Tanning Explained, and many Recent Processes Introduced ; as also Methods for the Estimation of Tannin, and a Description of the Arts of Glue Boiling, Gut Dressing, &c. By Alexander Watt, Author of " Soap-Making," &c. Fourth Edition. Crown 8vo, cloth 9/0 " A sound, comprehensive treatise on tanning and its accessories. The book is an eminently valuable production, which redounds to the credit of both author and publishers."—Chemical Review. THE ART OF BOOT AND 5H0E MAKING. A Practical Handbook, including Measurement, Last-Fitting, Cutting-Out, Closing and Making, with a Description of the most approved Machinery Employed. By John B. Leno, late Editor of St. Crispin, and The Boot cmd Shoe-Maker. i2mo, cloth 2/0 38 CROSBY LOCK WOOD &> SON'S CATALOGUE. WOOD ENGRAVING. A Practical and Easy Introduction to the Study of the Art. By W. N. Brown. i2mo, cloth *| IQ " The book is clear and complete, and will be useful to any one wanting to understand the first elements of the beautiful art of wood engraving."—Graphic. MODERN HOROLOGY, IN THEORY AND PRACTICE. Translated from the French of Claudius Saunier, ex-Director of the School of Horology at Macon, by Julien Tripplin, F.R.A.S., Besancon Watch Manufacturer, and Edward Rigg, M.A., Assayer in the Royal Mint. With Seventy-eight Woodcuts and Twenty-two Coloured Copper Plates. Second Edition. Super-royal Bvo, cloth, £22 2s. Î half-calf . . . £2 10s. " There is no horological work in the English language at all to be compared to this produc¬ tion of M. Saunier's for clearness and completeness. It is alike good as a guide for the student and as a reference for the experienced horologrst and skilled workman."—Horological Journal. " The latest, the most complete, and the most reliable of those literary productions to which continental watchmakers are indebted for the mechanical superiority over their English brethren —in fact, the Book of Books, isM. Saunier's • Treatise."'—Watchmaker, Jeweller, and Silversmith. THE WATCH ADJUSTER'S MANUAL. A Practical Guide for the Watch and Chronometer Adjuster in Making, Springing, Timing and Adjusting for Isochronism, Positions and Temperatures. ByC. E. Fritts. 370 pp., with Illustrations, 8vo, cloth . . . 16/0 THE WATCHMAKER'S HANDBOOK. Intended as a Workshop Companion for those engaged in Watchmaking and the Allied Mechanical Arts. Translated from the French of Claudius Saunier, and enlarged by Julien Tripplin, F.R.A.S., and Edward Rigg, M.A., Assayer in the Royal Mint. Third Edition. 8vo, cloth. 9/0 " Each part is truly a treatise In itself. The arrangement is good and the language is clear and concise. It is an admirable guide for the young watchmaker. —B -gineering. "It is impossible to speak too highly of its excellence. It fulfils every requirement in a handbook intended for the use of a workman. Should be found in every workshop. "—Watch a?id Clockmaker. A HISTORY OF WATCHES & OTHER TIMEKEEPERS. By James F. Kendal, M.B.H. Inst. Boards, 1/6 > or cloth, gilt . 2/6 "The best which has yet appeared on this subject in the English language. —Industries. " Open the book where you may, there is interesting matter in it concerning the ingenious devices of the ancient or modern horologer."—Saturday .Review. ELECTRO PLATING&ELECTRO REFININGOFMETALS. Being a new edition of Alexander Watt's " Electro-Deposition." Re¬ vised and Largely Rewritten by Arnold Philip, B.Sc., A.I.E.E., Principal Assistant to the Admiralty Chemist. Large Crown 8vo, cloth. [Just Published. Net. 12/6 "Eminently a book for the practical worker in electro-deposition. It contains practical descriptions of methods, processes and materials, as actually pursued and used in the workshop,"— Engineer. ELECTRO-METALLURGY. Practically Treated. By Alexander Watt. Tenth Edition, including the most recent Processes. 12010, cloth • ^3/6 " From this book both amateur and artisan may learn everything necessary for the successful prosecution of electroplating."—Iron. JEWELLER'S ASSISTANT IN WORKING IN GOLD. A Practical Treatise for Masters and Workmen, Compiled from the Experience of Thirty Years'Workshop Practice. By Geôrge E. Gee, Author of "The Goldsmith's Handbook," &c. Crown 8vo, cloth 7/6 " This manual of technical education is apparently destined to be a valuable auxiliary to a handicraft which is certainly capable of great improvement."—The Times. INDUSTRIAL AND USEFUL ARTS, 39 ELECTROPLATING* A Practical Handbook on the Deposition of Copper, Silver, Nickel, Gold, Aluminium, Brass, Platinum, &c., &c. By J. W. Urquhart, C.E. Fourth Edition, Revised. Crown 8vo, cloth. \Just Published. 6/0 " An excellent practical manual."—Engineering\ " An excellent work, giving the newest information."—Horological Journal. ELECTROTYPING. The Reproduction and Multiplication of Printing Surfaces and Works of Art by the Electro-Deposition of Metals. By J. W. Urquhart, C.E. Crown 8vo, cloth 5/ O "The book is thoroughly practical; the reader is, therefore, conducted through the leading laws of electricity, then through the metals used by electrotypers, the apparatus, and the depositing processes, up to the final preparation of the work."—Art Journal. GOLDSMITH'S HANDBOOK. By George E. Gee, Jeweller, &c. Fifth Edition. i2mo, cloth . . 3/0 "A good, sound educator, and will be generally accepted as an authority."—Horological Journal. SILVERSMITH'S HANDBOOK. By George E. Gee, Jeweller, &c. Third Edition, with numerous Illustra¬ tions. i2mo, cloth 3/0 "The chief merit of the work is its practical character. . . . The workers in the trade will speedily discover its merits when they sit down to study it."—English Mechanic. *** The above two works together, strongly half-bound,, price 7s. SHEET METAL WORKER'S INSTRUCTOR. Comprising a Selection of Geometrical Problems and Practical Rules for Describing the Various Patterns Required by Zinc, Sheet-Iron, Copper, and Tin-Plate Workers. By Reuben Henry Warn. New Edition, Revised and greatly Enlarged by Joseph G. Horner, A.M.I.M.E. Crown 8vo, 254 pp., with 430 Illustrations, cloth. [Just Published. "7/6 BREAD & BISCUIT BAKER'S & SUQAR-BOILER'S ASSISTANT. Including a large variety of Modern Recipes. With Remarks on the Art of Bread-making. By Robert Wells. Third Edition. Crown 8vo, cloth . 2/0 "A large number of wrinkles for the ordinary cook, as well as the baker. "—Saturday Review. PASTRYCOOK & CONFECTIONER'S QUIDE. For Hotels, Restaurants, and the Trade in general, adapted also for Family Use. By R. Wells, Author of " The Bread and Biscuit Baker." Crown 8vo, cloth 2/0 "We cannot speak too highly of this really excellent work. In these days of keen competition our readers cannot do better than purchase this book."—Bakers' Times. ORNAMENTAL CONFECTIONERY. A Guide for Bakers, Confectioners and Pastrycooks ; including a variety of Modern Recipes, and Remarks on Decorative and Coloured Work. With 129 Original Designs. By Robert Wells. Second Edition. Crown 8vo . 5/0 "A valuable work, practical, and should be in the hands of every baker and confectioner. The illustrative designs are alone worth treble the amount charged for the whole work."—Bakers* Times. THE MODERN FLOUR CONFECTIONER, WHOLESALE AND RETAIL. Containing a large Collection of Recipes for Cheap Cakes, Biscuits, &c. With remarks on the Ingredients Used in their Manufacture. By Robert Wells, Author of " The Bread and Biscuit Baker," &c. Crown 8vo, cloth . 2/0 " The work is of a decidedly practical character, and in every recipe regard is had to economical working."—North British Daily Mail. RUBBER HAND STAMPS And the Manipulation of Rubber. A Practical Treatise on the Manufacture of Indiarubber Hand Stamps, Small Articles of Indiarubber, The Hektograph, Special Inks, Cements, and Allied Subjects. By T. O'Conor Sloane, A.M., Ph.D. With numerous Illustrations. Square 8vo, cloth. . . . 6/0 CROSBY LOCKWOOD & SON'S CATALOGUE. HANDYB00K8 FOR HANDICRAFTS. BY PAUL N. HASLUCK. Editor of 11 Work " (New Series), Author of "Lathe Work," " Milling Machines, ' &c. Crown 8vo, 144 pp., price is. each. These Handybooks have been written to supply information for Workmen, Students, and Amateurs in the several Handicrafts, on the actual Practice of the Workshop, and are intended to convey in plain language Technical Know¬ ledge of the several Crafts. In describing the processes employed, and the manipu¬ lation of material, workshop terms are used ; workshop practice is fully explained ; and the text is freely illustrated with drawings of modern tools, appliances, and processes. THE METAL TURNERS HANDYBOOK. A Practical Manual for Workers at the Foot-Lathe. With over 100 Illus¬ trations. . . . . .1/0 " The book will be of service alike to the amateur and the artisan turner. It displays thorough knowledge of the subject."—Scotsman. THE WOOD TURNER'S HANDYBOOK. A Practical Manual for Workers at the Lathe. With over 100 Illustrations. 1/0 " We recommend the book to young turners and amateurs. A multitude of workmen have hitherto sought in vain for a manual of this special industry."—Mechanical World. THE WATCH JOBBERS HANDYBOOK. A Practical Manual on Cleaning, Repairing, and Adjusting. With upwards of 100 Illustrations 1/0 "We strongly advise all young persons connected with the watch trade to acquire and study this inexpensive work."—Clerkenwell Chronicle. THE PATTERN MAKERS HANDYBOOK. A Practical Manual on the Construction of Patterns for Founders. With upwards of 100 Illustrations 1/0 " A most valuable, if not indispensable manual for the pattern maker."—Knowledge. THE MECHANIC'S WORKSHOP HANDYBOOK. A Practical Manual on Mechanical Manipulation, embracing Information on various Handicraft Processes. With Useful Notes and Miscellaneous Memoranda. Comprising about 200 Subjects 1 /O " A very clever and useful book, which should be found in every workshop ; and it should certainly find a place in all technical schools. "—Saturday Review. THE MODEL ENGINEER'S HANDYBOOK. A Practical Manual on the Construction of Model Steam Engines. With upwards of 100 Illustrations. 1/0 " Mr. Hasluck has produced a very good little book."—Builder. THE CLOCK JOBBER'S HANDYBOOK. A Practical Manual on Cleaning, Repairing, and Adjusting. With upwards of 100 Illustrations 1/0 " It is of inestimable service to those commencing the trade."—Coventry Standard. THE CABINET MAKER'S HANDYBOOK. A Practical Manual on the Tools, Materials, Appliances, and Processes employed in Cabinet Work. With upwards of 100 Illustrations . . 1 /O " Mr. Hasluck's thorough-going little Handybook is amongst the most practical guides we have seen for beginners in cabinet-work."—Saturday Review. THE WOODWORKER'S HANDYBOOK OF MANUAL INSTRUCTION. Embracing Information on the Tools, Materials, Appliances and Processes Employed in Woodworking. With 104 Illustrations 1/0 Opinions of the Press. " Written by a man who knows, not only how work ought to be done, but how to do it, and how to convey his knowledge to others."—Engineering. " Mr. Hasluck writes admirably, and gives complete instructions."—Engineer. " Mr. Hasluck combines the experience of a practical teacher with the manipulative skill and scientific knowledge of processes of the trained mechanician, and the manuals are marvels of what can be produced at a popular price."—Schoolmaster. " Helpful to workmen of all ages and degrees of experience."—Daily Chronicle. "Practical, sensible, and remarkably cheap."—Journal 0/Education. " Concise, clear, and practical."—Saturday Review. COMMERCE, COUNTING-HOUSE WORK, TABLES, S-c. 41 COMMERCE, COUNTING-HOUSE WORK, TABLES, &c. LESSONS IN COMMERCE. By Professor R. Gambaro, of the Royal High Commercial School at Genoa. Edited and Revised by James Gault, Professor of Commerce and Commercial Law in King's College, London. Fourth Edition. Crown 8vo, cloth . 3/0 " The publishers of this work have rendered considerable service to the cause of commercial education by the opportune production of this volume. . . . The work is peculiarly acceptable to English readers and an admirable addition to existing class books. In a phrase, we think the work attains its object in furnishing a brief account of those laws and customs of British trade with which the commercial man interested therein should be familiar."—Chamber of Commerce journal, " An invaluable guide in the hands of those who are preparing for a commercial career, and, in fact, the information it contains on matters of business should be impressed on every one."— Counting House, THE FOREIGN COMMERCIAL CORRESPONDENT. Being Aids to Commercial Correspondence in Five Languages—English, French, German, Italian, and Spanish. By Conrad E. Baker. Third Edition, Carefully Revised Throughout. Crown 8vo, cloth. [Just Published. 4/6 "Whoever wishes to correspond in all the languages mentioned by Mr. Baker cannot do better than study this work, the materials of which are excellent and conveniently arranged. They consist not of entire specimen letters, but—what are far more useful—short passages, sentences, or phrases expressing the same general idea in various forms."—Athenceum, " A careful examination has convinced us that it is unusually complete, well arranged and reliable. The book is a thoroughly good ong."—Schoolmaster. FACTORY ACCOUNTS: their PRINCIPLES & PRACTICE. A Handbook for Accountants and Manufacturers, with Appendices on the Nomenclature of Machine Details ; the Income Tax Acts ; the Rating of Factories ; Fire and Boiler Insurance ; the Factory and Workshop Acts, &c., including also a Glossary of Terms and a large number of Specimen Rulings. By Emile Garcke and J. M. Fells. Fifth Edition, Revised and Enlarged. Demy 8vo, cloth. [Just Published. "7/6 " A very interesting description of the requirements of Factory Accounts. . . . The principle of assimilating the Factory Accounts to the general commercial books is one which we thoroughly agree with."—Accountants' Journal, " Characterised by extreme thoroughness. There are few owners of factories who would not derive great benefit from the perusal of this most admirable work."—Local Government Chronicle. MODERN METROLOGY. A Manual of the Metrical Units and Systems of the present Century. With an Appendix containing a proposed English System. By Lowis D. A. Jackson, A. M. Inst. C. E., Author of "Aid to Survey Practice," &c. Large crown 8vo, cloth 12/6 "We recommend the work to all interested in the practical reform of our weights and measures."—Nature. A SERIES OF METRIC TABLES. In which the British Standard Measures and Weights are compared with those of the Metric System at present in Use on the Continent. By C. H. Dowling, C.E. 8vo, strongly bound 10/6 " Mr. Dowling's Tables are well put together as a ready reckoner for the conversion of one system into the other ."—Athenceum. THE IRON AND METAL TRADES' COMPANION. For Expeditiously Ascertaining the Value of any Goods bought or sold by Weight, from is. per cwt. to 112s. per cwt., and from one farthing per pound to one shilling per pound. By Thomas Downie. 396 pp., leather . . 9/0 " A most useful set of tables, nothing like them before existed."—Building News. " Although specially adapted to the iron and metcil trades, the tables wiu be found useful in every other business in which merchandise is bought and sold by weight."—Railway News. CROSBY LOCKWOOD &■ SON'S CATALOGUE. NUMBER, WEIGHT, AND FRACTIONAL CALCULATOR. Containing upwards of 250,000 Separate Calculations, showing at a Glance the Value at 422 Different Rates, ranging from y^^th of a Penny to 20s. each, or per cwt., and £20 per ton, of any number of articles consecutively, from 1 to 470. Any number of cwts., qrs., and lbs., from 1 cwt. to 470 cwts. Any number of tons, cwts., qrs., and lbs., from 1 to 1,000 tons. By William Chad wick, Public Accountant. Third Edition, Revised. 8vo, strongly bound . 18/0» " It is as easy of reference for any answer or any number of answers as a dictionary. For making' up accounts or estimates the book must prove invaluable to all who have any considerable- quantity of calculations involving price and measure in any combination to do."—Engineer. "The most perfect work of the kind yet prepared."—Glasgow Herald. THE WEIGHT CALCULATOR. Being a Series of Tables upon a New and Comprehensive Plan, exhibiting at one Reference the exact Value of any Weight from 1 lb. to 15 tons, at 300 Progressive Rates, from id. to 168s. per cwt., and containing 186,000 Direct Answers, which, with their Combinations, consisting of a single addition (mostly to be performed at sight), will afford an aggregate of 10,266,000 Answers ; the whole being calculated and designed to ensure correctness and promote despatch. By Henry Harben, Accountant. Fifth Edition, carefully- Corrected. Royal 8vo, strongly half-bound £1 fig, " A practical and useful work of reference for men of business generally."—Ironmonger. "Of priceless value to business men. It is a necessary book in all mercantile offices."— Sheffield Independent. THE DISCOUNT GUIDE. Comprising several Series of Tables for the Use of Merchants, Manufacturers, Ironmongers, and Others, by which may be ascertained the Exact Profit arising from any mode of using Discounts, either in the Purchase or Sale of Goods, and the method of either Altering a Rate of Discount, or Advancing a Price, so as to produce, by one operation, a sum that will realise any required Profit after allowing one or more Discounts : to which are added Tables of Profit or Advance from ij to 90 per cent., Tables of Discount from if to gSf per cent., and Tables of Commission, &c., from | to 10 per cent. By Henry Harben, Accountant. New Edition, Corrected. Demy 8vo, half-bound . £1 5s. " A book such as this can only be appreciated by business men, to whom the saving of time means saving of money. The work must prove of great value to merchants, manufacturers, and general traders."—British Trade Journal. TABLES OF WAGES. At 54, 52, 50 and 48 Hours per Week. Showing the Amounts of Wages from One quarter of an hour to Sixty-four hours, in each case at Rates of Wages advancing by One Shilling from 4s. to 55s. per week. By Thos. Garbutt, Accountant. Square crown 8vo, half-bound 6/0 I RON «PLATE WEIGHT TABLES. For Iron Shipbuilders, Engineers, and Iron Merchants. Containing the Calculated Weights of upwards of 150,000 different sizes of Iron Plates from 1 foot by 6 in. by f in. to 10 feet by 5 feet by 1 in. Worked out on the Basis of 40 lbs. to the square foot of Iron of 1 inch in thickness. By H. Burlinson and W. H. Simpson. 4to, half-bound £1 6s, MATHEMATICAL TABLES (ACTUARIAL). Comprising Commutation and Conversion Tables, Logarithms, Cologarithms, Antiîogarithms and Reciprocals. By J. W. Gordon. Royal 8vo, mounted on canvas, in cloth case. [Just Published. QIQ AGRICULTURE, FARMING, GARDENING, <5 AGRICULTURE, FARMING, GARDENING, &c. THE COMPLETE QRAZIER AND FARMER'S AND CATTLE BREEDER'S ASSISTANT. A Compendium of Husbandry. Originally Written by William Youatt. Fourteenth Edition, entirely Re-written, considerably Enlarged, and brought up to Present Requirements, by William Fream, LL.D., Assistant Com¬ missioner, Royal Commission on Agriculture, 1893, Author of " The Elements of Agriculture," &c. Royal 8vo, 1,100 pp., with over 430 Illustrations, handsomely bound. [Just Published. £1 11s. 6d. Summary of Contents. Book I. On the Varieties, Breeding, Rearing, Fattening and Manage¬ ment of Cattle, book 11. On the Economy and Man¬ agement of the Dairy. Book iii. on the breeding, Rearing, and Management of Horses. Book IV. On the breeding, Rearing, and Fattening of Sheep. Book V, On the breeding, Rearing, and Fattening of Swine, Book VI. On the Diseases of Live Stock. Book vii. On the Breeding, Rearing, and Management of poultry. Book viii. On Farm Offices and Implements of Husbandry. Book ix. On the culture and Man¬ agement of Grass Lands. Book x. On the Cultivation and Application of Grasses, Pulse and Roots. Book xi. On Manures and their Application to Grass Land and Crops Book xii. Monthly Calendars of Farmwork. *v* Opinions of the Press on the New Edition. " Dr. Fream is to be congratulated on the successful attempt he has made to give us a work which will at once become the standard classic of the farm practice of the country. We believe that it will be found that it has no compeer among the many works at present in existence. . . The illustrations are admirable, while the frontispiece, which represents the well-known bull, New Year's Gift, owned by the Queen, is a work of art."—The Times. "The book must be recognised as occupying the proud position of the most exhaustive work of reference in the English language on the subject with which it deals."—Athenceum. " The most comprehensive guide to modern farm practice that exists in the English language to-day, . . The book is one that ought to be on every farm and in the library of every land owner."—Mark Lane Express, " In point of exhaustiveness and accuracy the work will certainly hold a pre-eminent and unique position among books dealing with scientific agricultural practice. It is, in fact, an agricul¬ tural library of itself."—North British Agriculturist, FARM LIVE STOCK OF GREAT BRITAIN. By Robert Wallace, F.L.S., F.R.S.E., &c., Professor of Agriculture and Rural Economy in the University of Edinburgh. Third Edition, thoroughly Revised and considerably Enlarged. With over 120 Phototypes of Prize Stock. Demy 8vo, 384 pp., with 79 Plates and Maps, cloth. . . 1 2/6 " A really complete work on the history, breeds, and management of the farm stock of Great Britain, and one which is likely to find its way to the shelves of every country gentleman's library." —The Times. " The latest edition of • Farm Live Stock of Great Britain ' is a production to be proud of, and its Issue not the least of the services which its author has rendered to agricultural science. Scottish Farmer. NOTE-BOOK OF AGRICULTURAL FACTS & FIGURES FOR FARMERS AND FARM STUDENTS. By Primrose McConnell, B.Sc., Fellow of the Highland and Agricultural Society, Author of " Elements of Farming." Sixth Edition, Re-written, Revised, and greatly Enlarged. Fcap. 8vo, 480 pp., leather. [Just Published. 6/0 Summary of Contents : Surveying and Levelling. — weights and measures. — Machinery and Buildings, — Labour. — Operations. — draining. — Embanking.— Geological Memoranda.— soils.— Manures.— Cropping.— Crops.— Rotations. — weeds.— Feeding. — Dairying.— Live Stock. — horses. — Cattle. — Sheep.—Pigs.—Poultry.—Forestry.—Horticulture.—Miscellaneous. "No farmer, and certainly no agricultural student, ought to be without this multum-in-parvo manual of all subjects connected with the farm."—North British Agriculturist. " The amount of information it contains is most surprising ; the arrangement of the matter is so methodical—although so compressed—as to be intelligible to everyone who takes a glance through its pages. They teem with information."—Farm and Home. THE ELEMENTS OF AGRICULTURAL GEOLOGY. A Scientific Aid to Practical Farming. By Primrose McConnell, Author of " Note-Book of Agricultural Facts and Figures." Royal 8vo, cloth; [Just Published. Net 21 /O " On every page the work bears the impress of a masterly knowledge of the subject dealt with, and we have nothing but unstinted praise to offer."—The Field. CROSBY LOCKWOOD & SON'S CATALOGUE. BRITISH DAIRYING. A Handy Volume on the Work of the Dairy-Farm. For the Use of Technical Instruction Classes, Students in Agricultural Colleges and the Working Dairy- Farmer, By Prof. J. P. Sheldon. With Illustrations. Second Edition, Revised. Crown 8vo, cloth. [ Just Published. 2/6 " Confidently recommended as a useful text-book on dairy farming."—Agricultural Gazette. " Probably the best half-crown manual on dairy work that has yet been produced."—North British Agriculturist. " It is the soundest little work we have yet seen on the subject."—The Times. MILK, CHEESE, AND BUTTER. A Practical Handbook on their Properties and the Processes of their Produc¬ tion. Including a Chapter on Cream and the Methods of its Separation from Milk. By John Oliver, late Principal of the Western Dairy Institute, Berkeley. With Coloured Plates and 200 Illustrations. Crown 8vo, cloth. 7/6 " An exhaustive and masterly production. It may be cordially recommended to all students and practitioners of dairy science. ' —North British Agriculturist. " We recommend this very comprehensive and carefully-written book to dairy-farmers and students of dairying. It is a distinct acquisition to the library of the agriculturist. —Agricultural Gazette. SYSTEMATIC SMALL FARMING. Or, The Lessons of My Farm. Being an Introduction to Modern Farm Practice for Small Farmers. By R. Scott Burn, Author of "Outlines of Modern Farming," &c. Crown 8vo, cloth 6/0 " This is the completest book of its class we have seen, and one which every amateur farmer wiH read with pleasure, and accept as a guide."—Field. OUTLINES OF MODERN FARMING. By R. Scott Burn. Soils, Manures, and Crops—Farming and Farming Economy—Cattle, Sheep, and Horses—Management of Dairy, Pigs, and Poultry—Utilisation of Town-Sewage, Irrigation, &c. Sixth Edition. In One Vol., 1,250 pp., half-bound, profusely Illustrated . . . . .1 2/0 FARM ENGINEERING, The COMPLETE TEXT-BOOK of. Comprising Draining and Embanking ; Irrigation and Water Supply ; Farm Roads, Fences and Gates ; Farm Buildings ; Barn Implements and Machines ; Field Implements and Machines ; Agricultural Surveying, &c. By Professor John Scott. In One Vol., 1,150 pp., half-bound, with over 600 Illustrations. 12/0 "Written with great care, as well as with knowledge and ability. The author has done his work well ; we have found him a very trustworthy guide wherever we have tested his statements. The volume will be of great value to agricultural students."—Mark Lane Express. THE FIELDS OF GREAT BRITAIN. A Text-Book of Agriculture. Adapted to the Syllabus of the Science and Art Department. For Elementary and Advanced Students. By Hugh Clements (Board of Trade). Second Edition, Revised, with Additions. i8mo, cloth 2/6 " It is a long time since we have seen a book which has pleased us more, or which contains such a vast and useful fund of knowledge."—Educational Times. TABLES and MEMORANDA for FARMERS, GRAZIERS, AGRICULTURAL STUDENTS, SURVEYORS, LAND AGENTS, AUCTIONEERS, &c. With a New System of Farm Book-keeping. By Sidney Francis. Fifth Edition. 272 pp., waistcoat-pocket size, limp leather . . . .1/6 "Weighing less than 1 oz., and occupying no more space than a match-box, it contains amass of facts and calculations which has never before, in such handy form, been obtainable. Every operation on the farm is dealt with. The work may be taker! as thoroughly accurate, the whole of the tables having been revised by Dr. Fream. We cordially recommend it."—BelVs Weekl Messenger. THE ROTHAMSTED EXPERIMENTS AND THEIR PRACTICAL LESSONS FOR FARMERS. Part I. Stock. Part II. Crops. By C. J. R. Tipper. Crown 8vo, cloth. [Just Published. 3/6 "We have no doubt that the book will be welcomed by a large class of farmers and others interested in agriculture."—Standard. AGRICULTURE, FARMING, GARDENING, &>c. FERTILISERS AND FEEDING STUFFS. A Handbook for the Practical Farmer. By Bernard Dyer, D.Sc. (Lond.). With the Text of the Fertilisers and Feeding Stuffs Act of 1893, &c. Third Edition, Revised. Crown 8vo, cloth. [ Just Published. "| /Q "This little book is precisely what it professes to be—'A Handbook for the Practical Farmer.' Dr. Dyer has done farmers go i service in placing at their disposal so much useful information in so intelligible a form,"—The Times. BEES FOR PLEASURE AND PROFIT. A Guide to the Manipulation of Bees, the Production of Honey, and the General Management of the Apiary. By G. Gordon Samson. With numerous Illustrations. Crown 8vo, wrapper "| jQ BOOK-KEEPING for FARMERS and ESTATE OWNERS. A Practical Treatise, presenting, in Three Plans, a System adapted for all Classes of Farms. By Johnson M. Woodman, Chartered Accountant. Fourth Edition. Crown 8vo, cloth 2/6 " The volume is a capital study of a most important subject."—Agricultural Gazette. WOODMAN'S YEARLY FARM ACCOUNT BOOK. Giving Weekly Labour Account and Diary, and showing the Income and Expenditure under each Department of Crops, Live Stock, Dairy, &c., &c. With Valuation, Profit and Loss Account, and Balance Sheet at the End of the Year. By Johnson M. Woodman, Chartered Accountant. Second Edition. Folio, half-bound Net 7/6 " Contains every requisite form for keeping farm accounts readily and accurately."— Agriculture. THE FORCING GARDEN. Or, How to Grow Early Fruits, Flowers and Vegetables. With Plans and Estimates for Building Glasshouses, Pits and Frames. With Illustrations. By Samuel Wood. Crown 8vo, cloth 3/6 " A good book, containing a great deal of valuable teaching."—Gardeners' Magazine. A PLAIN GUIDE TO GOOD GARDENING. Or, How to Grow Vegetables, Fruits, and Flowers. By S. Wood. Fourth Edition, with considerable Additions, and numerous Illustrations. Crown 8vo, cloth . 3/6 " A very good book, and one to be highly recommended as a practical guide. The practical directions are excellent."—Athenceum. MULTUM-IN-PARVO GARDENING. Or, How to Make One Acre of Land produce .£620 a year, by the Cultivation of Fruits and Vegetables ; also, How to Grow Flowers in Three Glass Houses, so as to realise -£176 per annum clear Profit. By Samuel Wood, Author of " Good Gardening," &c. Sixth Edition, Crown 8vo, sewed . . -1/0 "We are bound to recommend it as not only suited to the case of the amateur and gentle¬ man's gardener, but to the market grower. "—Gardeners' Magazine. THE LADIES' MULTUM-IN-PARVO FLOWER GARDEN. And Amateur's Complete Guide. By S. Wood. Crown 8vo, cloth . 3/6 " Full of shrewd hints and useful instructions, based on a lifetime of experience."—Scotsman. POTATOES: HOW TO GROW AND SHOW THEM. A Practical Guide to the Cultivation and General Treatment of the Potato. By J. Pink. Crown 8vo 2/0 MARKET AND KITCHEN GARDENING. By C. W. Shaw, late Editor of Gardening Illustrated. Cloth . «3/6 " The most valuable compendium of kitchen and market-garden work published."—Farmer 46 CROSBY LOCKWOOD & SON'S CATALOGUE. AUCTIONEERING, VALUING, LAND SURVEYING, ESTATE AGENCY, See. INWOOD'S TABLES FOR PURCHASING ESTATES AND FOR THE VALUATION OF PROPERTIES, Including Advowsons, Assurance Policies, Copyholds, Deferred Annuities, Freeholds, Ground Rents, Immediate Annuities, Leaseholds, Life Interests, Mortgages, Perpetuities, Renewals of Leases, Reversions, Sinking Funds, &c., &c. 26th Edition, Revised and Extended by William Schooling, F.R.A.S., with Logarithms of Natural Numbers and Thoman's Logarithmic Interest and Annuity Tables. 360 pp., Demy 8vo, cloth. [ Just Published. Net 8/0 " Those interested in the purchase and sale of estates, and in the adjustment of compensation eases, as well as in transactions in annuities, life insurances, &c., will find the present edition of eminent service. ' '—Engineering. " This valuable book has been considerably enlarged and improved by the labours of Mr. Schooling, and is now very complete indeed."—Economist. " Altogether this edition will prove of extreme value to many classes of professional men in saving them many long and tedious calculations.''—Investors' Review. THE APPRAISER, AUCTIONEER, BROKER, HOUSE AND ESTATE AGENT AND VALUER'S POCKET ASSISTANT. For the Valuation for Purchase, Sale, or Renewal of Leases, Annuities, and Reversions, and of Property generally ; with Prices for Inventories, &c. By ohn Wheeler, Valuer, &c. Sixth Edition, Re-written and greatly Extended y C. Norris, Surveyor, Valuer, &c. Royal 321110, cloth . . . 6/0 " A neat and concise book of reference, containing an admirable and clearly-arranged list of prices for inventories, and a very practical guide to determine the value of furniture, &c. Standard,. " Contains a large quantity of varied and useful information as to the valuation for purchase, sale, or renewal of leases, annuities and reversions, and of property generally, with prices for Inventories, and a guide to determine the value of interior fittings and other effects."—Builder. AUCTIONEERS: THEIR DUTIES AND LIABILITIES. A Manual of Instruction and Counsel for the Young Auctioneer. By Robert Squibbs, Auctioneer. Second Edition, Revised and partly Re-written. Demy 8vo, cloth 12/6 " The standard text-book on the topics of which it treats,"- Athenaum "The work is one of general excellent character, and gives much information In a com¬ pendious and satisfactory form. "'—Builder. " May be recommended as giving a great deal of Information on the law relating to auctioneers, in a very readable form."—Law Journal. " Auctioneers may be congratulated on having so pleasing a writer to minister to their special needs."—Solicitors' Journal. THE AGRICULTURAL VALUER'S ASSISTANT. A Practical Handbook on the Valuation of Landed Estates ; including Example of a Detailed Report on Management and Realisation; Forms of Valuations of Tenant Right ; Lists of Local Agricultural Customs ; Scales of Compensation under the Agricultural Holdings Act, and a Brief Treatise on Compensation under the Lands Clauses Acts. &c. By Tom Bright, Agricul¬ tural Valuer. Author of "The Agricultural Surveyor and Estate Agent's Handbook." Fourth Edition, with Appendix containing a Digest of the Agricultural Holdings Acts, 1883 1900. Crown 8vo, cloth. [Just Published. Net 6/0 " Full of tables and examples in connection with the valuation of tenant-right, estates, labour, contents and weights of timber, and farm produce of all kinds."—Agricultural Gazette "An eminently practical handbook, full of practical tables and data of undoubted interest and value to surveyors and auctioneers in preparing valuations of all kinds."—Farmer. POLE PLANTATIONS AND UNDERWOODS. A Practical Handbook on Estimating the Cost of Forming, Renovating, Improving, and Grubbing Plantations and Underwoods, their Valuation for Purposes of Transfer, Rental, Sale or Assessment. By Tom Bright. Crown 8vo, cloth . 3/6 "To valuers, foresters and agents it will be a welcome aid."—North British Agriculturist. " Well calculated to assist the valuer in the discharge of his duties, and of undoubted interest and use both to surveyors and auctioneers in preparing valuations of all kinds."—Kent Herald. AUCTIONEERING, VALUING, LAND SURVEYING, &c. 47 AGRICULTURAL SURVEYOR AND ESTATE AGENT'S HANDBOOK. Of Practical Rules, Formulae, Tables, and Data. A Comprehensive Manual for the Use of Surveyors, Agents, Landowners, and others interested in the Equipment, the Management, or the Valuation of Landed Estates. By Tom Bright, Agricultural Surveyor and Valuer, Author of " The Agri¬ cultural Valuer's Assistant," &c. With Illustrations. Fcap. 8vo, Leather. [Just Published. Net 7/6 " An exceedingly useful book, the contents of which are admirably chosen. The classes for whom the work is intended will find it convenient to have this comprehensive handbook accessible for reference."—Live Stock Journal. " It is a singularly compact and well informed compendium of the facts and figures likely to be required in estate work, and is certain to prove of much service to those to whom it is addressed."—Scotsman. THE LAND VALUER'S BEST ASSISTANT. Being Tables on a very much Improved Plan, for Calculating the Value of Estates. With Tables for reducing Scotch, Irish, and Provincial Customary Acres to Statute Measure, &c. By R. Hudson, C.E. New Edition. Royal 32mo, leather, elastic band . 4/0 " Of incalculable value to the country gentleman and professional man. —Farmers Journal. THE LAND IMPROVER'S POCKET-BOOK. Comprising Formulae, Tables, and Memoranda required in any Computation relating to the Permanent Improvement of Landed Property. By John Ewart, Surveyor. Second Edition, Revised. Royal 321110, oblong, leather . 4/0 "a compendious and handy little volume."—Spectator. THE LAND VALUER'S COMPLETE POCKET-BOOK. Being the above Two Works bound together. Leather .... 7/6 HANDBOOK OF HOUSE PROPERTY. A Popular and Practical Guide to the Purchase, Mortgage, Tenancy, and Compulsory Sale of Houses and Land, including Dilapidations and Fixtures : with Examples of all kinds of Valuations, Information on Building and on the right use of Decorative Art. By E. L. Tarbuck, Architect and Surveyor. Sixth Edition. i2mo, cloth 610 " The advice is thoroughly practical."—Law Journal. " For all who have dealings with house property, this is an indispensable guide."—Decoration. " Carefully brought up to date, and much improved by the addition of a division on Fine Art. a well-written and thoughtful work."—Land Agents Record. LAW AND MISCELLANEOUS. MODERN JOURNALISM. A Handbook of Instruction and Counsel for the Young Journalist. By John B. Mackie, Fellow of the Institute of Journalists. Crown 8vo, cloth . 2/0 " This invaluable guide to journalism is a work which all aspirants to a journalistic career will read with advantage."—Journalist. HANDBOOK FOR SOLICITORS AND ENGINEERS Engaged in Promoting Private Acts of Parliament and Provisional Orders for the Authorisation of Railways, Tramways, Gas and Water Works, &c. By L. Livingstone Macassey, of the Middle Temple, Barrister-at-Law, M. Inst. C.E. 8vo, cloth £1 6s. PATENTS for INVENTIONS, HOW to PROCURE THEM. Compiled for the Use of Inventors, Patentees and others. By G. G. M. Hardingham, Assoc. Mem. Inst. C.E., &c. Demy 8vo, cloth . .1/6 CONCILIATION & ARBITRATION in LABOUR DISPUTES. A Historical Sketch and Brief Statement of the Present Position of the Question at Home and Abroad. By J. S. Jeans, Author of " England's Supremacy, &c." Crown 8vo, 200 pp., cloth . . . 2/6 48 CROSBY LOCKWOOD S- SON'S CATALOGUE. EVERY MAN'S OWN LAWYER. A Handy-Book of the Principles of Law and Equity. With a Concise Dictionary of Legal Terms. By A Barrister. Thirty-ninth Edition, carefully Revised, and including New Acts of Parliament of 1901. Com¬ prising the Youthful Offenders Act, igoi ; the Larceny Act, iqoi ; the Intoxicating Liquors Act, iqoi ; the Factory and Workshop Act, iqoi, and other enactments of the year. Judicial Decisions during the year have also been duly noted. Crown 8vo, 800 pp., strongly bound in cioth. [Just Published. 6/8 V* This Standard Work of Reference forms a Complete Epitome of the Laws of England, comprising (amongst other matter) ; The Rights and Wrongs of individuals—Landlord and Tenant—Vendors and purchasers—Leases and Mortgages—Principal and Agent—Partnership and Companies—Masters, Servants and Workmen—Contracts and Agreements —borrowers, lenders and sureties—sale and purchase of goods—cheques, Bills and Notes—Bills of Sale—Bankruptcy—Railway and Shipping Law- Life, Fire, and Marine Insurance—accident and Fidelity Insurance—Criminal Law—parliamentary Elections—County Councils—District Councils—Parish Councils—Municipal Corporations—Libel and Slander—Public Health and Nuisances—Copyright, Patents, Trade Marks—Husband and Wife—Divorce- Infancy—Custody of Children—Trustees and Executors—Clergy, Church- wardens, &c.—Game Laws and Sporting—innkeepers—horses and Dogs—Taxes and Death duties—Forms of agreements, Wills, Codicils, Notices, &c. Wf The object of this "work is to enable those who consult it to help themselves to the law ; and thereby to dispense, as far as possible, with professional assistance and advice. There are many wrongs and grievances which persons submit to from time to time through not knowing how or where to apply for redress ; and many persons have as great a dread of a lawyer's office as of a lion's den. With this book at hand it is believed that many a slx-and- elghtpence may be saved ; many a wrong redressed ; many a right reclaimed ; many a law suit avoided ; and many an evil abated. The work has established itself as the standard legal adviser of all classes, and has also made a reputation for itself as a useful book of reference for lawyers residing at a distance from law libraries, who are glad to have at hand a work embodying recent decisions and enactments. Opinions of the Press. " It is a complete code of English Law written in plain language, which all can understand. . . . Should be in the hands of every business man, and all who wish to abolish lawyers bills."— Weekly Times. " A useful and concise epitome of the law, compiled with considerable care."—Law Magazine. " A complete digest of the most useful facts which constitute English law."—Globe. "This excellent handbook. . . . Admirably done, admirably arranged, and admirably cheap."—Leeds Mercury. " A concise, cheap, and complete epitome of the English law. So plainly written that he who runs may read, and he who reads may understand. ''—Figaro. " A dictionary of legal facts well put together. The book is a very useful one."—Spectator. THE PAWNBROKER'S, FACTOR'S, AND MERCHANT'S QUIDE TO THE LAW OF LOANS AND PLEDGES. With the Statutes and a Digest of Cases. By H. C. Folkard, Barrister-at- Law. Cloth . 3/6 LABOUR CONTRACTS. A Popular Handbook on the Law of Contracts for Works and Services. By David Gibbons. Fourth Edition, with Appendix of Statutes by T. F. Uttley, Solicitor. Fcap. 8vo, cloth 3/6 SUMMARY OF THE FACTORY AND WORKSHOP ACTS (1878-1891). For the Use of Manufacturers and Managers. By Emile Garcke and J. M. Fells. (Reprinted from "Factory Accounts.") Crown 8vo, sewed . 6d. bradbury, agnew, & co. ld., printers, london and tonbridge. WEALE'S SERIES OF SCIENTIFIC and TECHNICAL WORKS. " It is not too much to say that no books have ever proved more popular with or more useful to young engineers and others than the excellent treatises comprised in Weale's Series/'—Engineer. Classtfbfr list. PAGE CIVIL ENGINEERING AND SURVEYING 2 MINING AND METALLURGY . . .3 MECHANICAL ENGINEERING .... 4 NAVIGATION, SHIPBUILDING, ETC. . 5 PAGC ARCHITECTURE AND BUILDING . . 6 INDUSTRIAL AND USEFUL ARTS. . 9 AGRICULTURE, GARDENING, ETC. . IO MATHEMATICS, ARITHMETIC, ETO. . 12 BOOKS OF REFERENCE AND MISCELLANEOUS VOLUMES . . »4 CROSBY LOCKWOOD AND SON, 7, STATIONERS' HALL COURT, LONDON, E.C. 1902. 2 weale's scientific and technical series. CIVIL ENGINEERING & SURVEYING. Civil Engineering. By Henry Law, M.Inst.C.E. Including a Treatise on Hydraulic Engineering by G. R. Burnell, M.I.C.E. Seventh Edition, revised, with Large Additions by D. K. Clark, M.I.C.E. . . . 6/6 Pioneer Engineering: A Treatise on the Engineering Operations connected with the Settlement of Waste Lands in New Countries. By Edward Dobson, M.Inst.C.E. With numerous Plates. Second Edition 4/6 Iron Bridges of Moderate Span: Their Construction and Erection. By Hamilton W. Pendred. With 40 Illustrations 2/0 Iron and Steel Bridges and Viaducts. A Practical Treatise upon their Construction for the use of Engineers, Draughtsmen, and Students. By Francis Campin, C.E. With numerous Illustrations 3/6 Constructional Iron and Steel Work, As applied to Public, Private, and Domestic Buildings. By Francis Campin, C.E 3/6 Tubular and other Iron Girder Bridges. Describing the Britannia and Conway Tubular Bridges. By G. Drysdale Dempsey, C.E. Fourth Edition 2/0 Materials and Construction: A Theoretical and Practical Treatise on the Strains, Designing, and Erec¬ tion of Works of Construction. By Francis Campin, C.E. . . 3/0 Sanitary Work in the Smaller Towns and in Villages. By Charles Slagg, Assoc. M.Inst.C.E. Third Edition . . 3/0 Roads and Streets (The Construction of). In Two Parts: I. The Art of Constructing Common Roads, by H. Law, C.E., Revised by D. K. Clark, C.E. ; II. Recent Practice: In¬ cluding Pavements of Wood, Asphalte, &c. By D. K. Clark, C.E. 4/6 Gas Works (The Construction of), And the Manufacture and Distribution of Coal Gas. By S. Hughes, C.E. Re-written by William Richards, C.E. Eighth Edition . . 5/6 Water Works For the Supply of Cities and Towns. With a Description of the Principal Geological Formations of England as influencing Supplies of Water. By Samuel Hughes, F.G.S., C.E. Enlarged Edition .... 4/Ô The Power of Water, As applied to drive Flour Mills, and to give motion to Turbines and other Hydrostatic Engines. By Joseph Glynn, F.R.S. New Edition . 2/0 Wells and Well-Sinking. By John Geo. Swindell, A.R.I.B.A., and G. R. Burnell, C.E. Revised Edition. With a New Appendix on the Qualities of Water. Illustrated 2/0 The Drainage of Lands, Towns, and Buildings. By G. D. Dempsey, C.E, Revised, with large Additions on Recent Practice, by D. K. Clark, M.I.C.E. Third Edition . . . 4/6 The Blasting and Quarrying of Stone, For Building and other Purposes. With Remarks on the Blowing up of Bridges. By Gen. Sir J. Burgoyne, K.C.B \ JQ Foundations and Concrete Works. With Practical Remarks on Footings, Planking, Sand, Concrete, Béton, Pile-driving, Caissons, and Cofferdams. By E. Dobson, M.R.I.B.A. Eighth Edition ... . j /Q weale's scientific and technical series. 3 Pneumatics, Including Acoustics and the Phenomena of Wind Currents, for the Use of Beginners. By Charles Tomlinson, F.R.S. Fourth Edition . 1/6 Land and Engineering Surveying. For Students and Practical Use. ByT. Baker, C.E. Eighteenth Edition, Revised and Extended by F. E. Dixon, A.M. Inst. C.E., Professional Asso¬ ciate of the Institution of Surveyors. With numerous Illustrations and two Lithographic Plates ( Just published. 2/0 Mensuration and Measuring. For Students and Practical Use. With the Mensuration and Levelling of Land for the purposes of Modern Engineering. By T. Baker, C.E. New Edition by E. Nugent, C.E 1/6 MINING AND METALLURGY Mining Calculations, For the use of Students Preparing for the Examinations for Colliery Managers' Certificates, comprising numerous Rules and Examples in Arithmetic, Algebra, and Mensuration. By T. A. 0'Donahue, M.E., First-Class Certificated Colliery Manager. [Justpublished. 3/6 Mineralogy, Rudiments of. By A. Ramsay, F.G.S. Fourth Edition, revised and enlarged. Woodcuts and Plates 3/6 Coal and Coal Mining, A Rudimentary Treatise on. By the late Sir Warington W. Smyth, F.R.S. Eighth Edition, revised by T. Forster Brown . . . 3/6 Metallurgy of Iron. Containing Methods of Assay, Analyses of Iron Ores, Processes of Manu¬ facture of Iron and Steel, &c. By H. Bauerman, F.G.S. With numerous- Illustrations. Sixth Edition, revised and enlarged .... 5/0 The Mineral Surveyor and Yaluer's Complete Guide- By W. Lintern. Fourth Edition, with an Appendix on Magnetic and. Angular Surveying .......... 3/6- Slate and Slate Quarrying: Scientific, Practical, and Commercial. By D. C. Davies, F.G.S. With, numerous Illustrations and Folding Plates. Fourth Edition . . 3/0" À First Book of Mining and Quarrying, With the Sciences connected therewith, for Primary Schools and Self In¬ struction. By J. H. Collins, F.G.S. Second Edition . . . 1/6 Subterraneous Surveying, With and without the Magnetic Needle. By T. Fenwick and T. Baker„ C.E. Illustrated 2/6 Mining Tools. Manual of. By William Morgans, Lecturer on Practical Mining at the- Bristol School of Mines . . . 2/6 Mining Tools, Atlas Of Engravings to Illustrate the above, containing 235 Illustrations of Mining Tools, drawn to Scale. 410 ........ 4/6 Physical Geology, Partly based on Major-General Portlock's " Rudiments of Geology." By Ralph Tate, A.L.S., &c. Woodcuts 2/0 Historical Geology, Partly based on Major-General Portlock's " Rudiments." By Ralph Tate, A. L.S , &c. Woodcuts . 2/6 Geology, Physical and Historical. Consisting of " Physical Geology," which sets forth the Leading Principles of the Science; and "Historical Geology," which treats of the Mineral and Organic Conditions of the Earth at each successive epoch. By Ralph Tate, F.G.S ... 4/6 4 weale's scientific and technical series. MECHANICAL ENGINEERING. The Workman's Manual of Engineering Drawing. By John Maxton, Instructor in Engineering Drawing, Royal Naval College, Greenwich. Seventh Edition. 300 Plates and Diagrams . 3/6 Fuels : Solid, Liquid, and Gaseous. Their Analysis and Valuation. For the Use of Chemists and Engineers. By H. J. Phillips, F.C.S., formerly Analytical and Consulting Chemist to the Great Eastern Railway. Third Edition 2/0 Fuel, Its Combustion and Economy. Consisting of an Abridgment of " A Treatise on the Combustion of Coal and the Prevention of Smoke." By C. W. Williams, A.I.C.E. With Exten¬ sive Additions by D. K Clark, M.Inst.C.E. Fourth Edition . 3/6 The Boilermaker's Assistant In Drawing, Templating, and Calculating Boiler Work, &c. By J. Court¬ ney, Practical Boilermaker. Edited by D. K. Clark, C.E. . 2/0 The Boiler-Maker's Ready Reckoner, With Examples of Practical Geometry and Templating for the Use of Platers, Smiths, and Riveters. By John Courtney. Edited by D. K. Clark, M.I.C.E. Fourth Edition ....... 4/0 %* The last two Works in One Volume, half-bound, entitled "The Boiler¬ maker's Ready-Reckoner and Assistant." By J. 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Woolhouse, F.R.A.S., &c. . >1/6 Integral Calculus. By Homersham Cox, B.A. 1/6 Algebra, The Elements of. By James IIaddon, M.A. With Appendix, containing Miscellaneous Investigations, and a Collection of Problems . . 2/0 A Key and Companion to the Above. An extensive Repository of Solved Examples and Problems in Algebra. By J. R. Young 1/6 Commercial Book-keeping. With Commercial Phrases and Forms in English, French, Italian, and German. By James H addon, M.A 1/6 Arithmetic, A Rudimentary Treatise on. With full Explanations of its Theoretical Principles, and numerous Examples for Practice. For the Use of Schools and for Self-Instruction. By J. R. Young, late Professor of Mathematics in Belfast College. Thirteenth Edition 1/6 A Key to the Above. By J. R. Young 1/6 Equational Arithmetic, Applied to Questions of Interest, Annuities, Life Assurance, and General Commerce ; with various Tables by which all Calculations may be greatly facilitated. By W. 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