GIFT OF Mr*, j/. MOTOR CARS PY THE SAME AUTHOR. Modern Cycles. A Practical Handbook on their Construction and Repair. Crown 8vo, 356 pages, with 304 Illustrations. Cloth, price zos. 6d. post free. "A most comprehensive and up-to-date treatise." The Cycle. " A very useful book, quite entitled to rank as a standard work for students of cycle construction." If heeling. Refrigerating and Ice-Making Machinery. Crown 8yo, iges, 87 Illustrations. Cloth, bevelled edges, price post free. One of the best compilations on the subject. The description of the 300 paj 75. 6d. ] different refrigerating machines, and the principles on which they act, are described with an intelligent appreciation of the means and the end. His book may be recommended as a useful description of the machinery, the processes, and of the facts, figures, and tabulated physics of its subject." The Engineer. Sanitary Arrangement of Dwelling Houses. Crown 8vo, 206 pages, 123 Illustrations. Cloth, price 25 6d. post free. " This book will no doubt be largely read, and will, we venture to think, be of considerable sen-ice to the public." The Lancet, LONDON : CROSBY LOCKWOOD & SON, 7 Stationers' Hall Court, E.G. Printed at THE DARIEN PRESS, Edinburgh. rj MOTOR CARS OR POWER-CARRIAGES FOR COMMON ROADS A. J. WALLIS-TAYLER, C.E. Assoc. MEMB. INST. C.E. AUTHOR OF "REFRIGERATING AND ICE-MAKING MACHINERY," "SUGAR MACHINERY, " BEARINGS AND LUBRICATION," " MODERN CVCi.l - " ETC. KTC. ISIlitb numerous Jllustcations. urnei* LONDON CROSBY LOCKWOOD AND SON 7 STATIONERS' HALL COURT, LUDGATE HILL 1897 D. VAN NOSTRAND COMPANY, NEW YORK. ,; 0? PREFACE. r I ^HE extraordinary restrictions against travelling by mechanical means over the roads of this country, which have existed for so long a time, have now been partly removed by the passing of the Locomotives on Highways Act of 1896. Those restrictions have doubtless been the means of inflict- ing very great injury upon the trade of the country. This, indeed, must be only too evident, when it is considered that not merely have large and struggling classes of the community been debarred for years from the advantages they would have derived from this method of transport, but English engineers, unable to carry out even the needful experiments, have been forced to stand idly by, instead of occupy- ing themselves in developing and perfecting the power-propelled road carriage, and so establishing a great industry. At the present moment, it seems to the author that a satisfactory power-propelled carriage for common roads has yet to be designed. All that past experi- 464541 VI PREFACE. ments in this country, and the more recent experi- ments abroad, have succeeded in producing are vehicles which serve to show the practicability of devising carriages which may be driven by mecha- nical power, even with great facility, upon common roads. Although, however, the motor carriage of the future is not with us yet, the present would seem to be an opportune time to place before the public a concise account of the various systems of propulsion which have been adopted for the vehicles now commonly designated motor cars or horseless carriages, and of the principal types of such vehicles which have been constructed to the present date. In the execution of this task the author has sedulously avoided entering discursively, upon the theories of the various motors, subjects with which engineers should be already fully conversant, and with which other persons are not greatly concerned, and which, moreover, are already amply dealt with in many able treatises. The author begs to acknowledge his indebtedness to the columns of The Engineer and of Engineering for much of the information which appears in a con- densed form in the following pages, as also for some of the illustrations by which the text is elucidated. The full descriptions that have been given in these journals, especially during the past year, of motor cars possessing features worthy of consideration, must have rendered their perusal a task of pleasure and PREFACE. vil profit to the engineer, and one peculiarly pleasing to those interested in the new industry now being deve- loped ; whilst the wholesome warnings against the inflated schemes of the company- monger who is always to the fore on such occasions as the present have doubtless already saved, and should hereafter save, the pockets of many. Work such as that ranks, as a public service. It should be added that much useful information upon the subject of this volume may also be derived from the pages of other technical journals, and especially those entirely devoted to the subject of motor cars, some of which latter are in every way admirably conducted. A. J. WALLIS-TAYLER. 323 HIGH HOLBORN, LONDON, W.C., April 1897. CONTENTS. CHAPTER I. INTRODUCTION ..... i CHAPTER II. EARLY EXAMPLES OF STEAM ROAD CARRIAGES . . 20 CHAPTER III. RECENT EXAMPLES OF STEAM ROAD CARRIAGES . . 45 CHAPTER IV. INTERNAL COMBUSTION OR EXPLOSIVE ENGINE CARRIAGES 68 CHAPTER V. ELECTRIC MOTOR CARRIAGES . . . 155 CHAPTER VI. MISCELLANEOUS MOTOR CARS OR POWER-CARRIAGES . 171 APPENDIX A. THE AUTO-CAR BILL ..... 178 APPENDIX B. MOTOR CAR REGULATIONS ..... 181 APPENDIX C. THE CARRIAGE OF PETROLEUM : REGULATIONS . . 187 APPENDIX D. TAXES ON MOTOR CARRIAGES ... 190 INDEX . .... 191 ILLUSTRATIONS. FIG. PAGE 1. Rhodes' Steam Road Carriage (1863) ... 28 2. Rhodes' Feed-Pump ..... 29 3. Holt's Steam Road Carriage (1866) . . . 31 4. Catley & Ayres' Steam Road Carriage (1869) . . 34 5. Serpollet's Steam Road Carriage .... 47 6. Serpollet Steam Generator (Transverse Section) . . 49 7. Serpollet Steam Generator (Longitudinal Section) . 50 8. Jeantaud Steering Gear (Plan) .... 53 9. Jeantaud Steering Gear (Side View) 53 10. Le Blant's Steam Road Carriage (Plan) ... 54 11. Le Blant's Steam Road Carriage (Side Elevation) . 54 12. Le Blant Wheel for Motor Cars . . . . 55 13. De Dion & Bouton Steam Road Car (Plan) . . 57 14. De Dion & Bouton Steam Road Car (Side Elevation) . 57 15. De Dion & Bouton Transmission Gear (Sectional Eleva- tion) ....... 58 1 6. De Dion & Bouton Transmission Gear (Side View of Wheel) -59 17. De Dion & Bouton Transmission Gear (Vertical Section through Wheel) ..... 59 18. De Dion and Bouton Steam Generator (Sectional View) . 60 19. Thornycroft's Steam Van ..... 64 20. Panhard-Levassor Road Motor Car (Side Elevation) . 74 21. Panhard-Levassor Road Motor Car (Plan) . . 75 22. Peugeot Road Motor Carriage (Side Elevation) . . 83 23. Daimler Carburator ..... 85 24. Daimler Carburator (Later Type) .... 87 25. Longuemarre Gasoline Burner .... 88 26. Peugeot Transmission Clutch .... 89 27. Arnold's (Benz) Oil Engine Road Carriage (Part Plan) . 90 28. Lutzmann Motor Van ..... 93 ILLUSTRATIONS. Xl" FIG. PAGE 29. Fetter, Hill, & Boll's Oil Motor Carriage (Plan) . . 94 30. Fetter, Hill, & Boll's Starting Gear and Brake . . 95 31. Bollee Road Motor Car (Side Elevation) . . . 101 32. Bollee Road Motor Car (Plan) .... 102 33. Bollee Admission and Exhaust Valve for Internal Com- bustion Engines . . . . .103 34. Bollee Governing Arrangement for Internal Combustion Engines (Front View) ..... 104 35. Bollee Governing Arrangement for Internal Combustion Engines (Side View) . . . . .104 36. Pennington's Internal Combustion Engine for Heavy Oils (Longitudinal Section) ..... 106 37. Pennington's Internal Combustion Engine for Heavy Oils (Transverse Section) . . . . .107 38. Pennington's Internal Combustion Engine, with Combined Arrangement for the Volatilisation of the Oil and for Ignition Purposes ..... 109 39. Kane-Pennington Gasoline or Explosive Engine (Plan) . no 40. Kane-Pennington Gasoline or Explosive Engine (End View) . . . . . . .in 41. Roots' Petroleum or Explosive Engine (Elevation) . 116 42. Roots' Petroleum or Explosive Engine (Vertical Central Section) . . . . . .116 43. Roots' Air-Heater for Petroleum or Explosive Engine . 118 44. View showing Horizontal Section through Fig. 43 . 119 45. Roots' Petroleum Motor Tricycle (Elevation) . . 120 46. Roots' Petroleum Motor Tricycle (Plan) . . . 120 47. Roots' Governor for Petroleum or Explosive Engines . 121 48. Modified Form of Roots' Governor for Petroleum or Ex- plosive Engines (Front View) . . . .122 49. Modified Form of Roots' Governor for Petroleum or Explosive Engines (End View) . . . 123 50. Roots' Vaporiser and Oil Feeder for Petroleum or Explo- sive Engines . . . . . .125 51. Roots' Oil Feeder for Petroleum or Explosive Engines (Longitudinal Section) ..... 126 52. Modified Form of Roots' Oil Feeder (Elevation) . . 126 53. Modified Form of Roots' Oil Feeder (Vertical Section) . 126 54. Roots' Improved Burner ..... 127 55 Roots' Reversible Valve-opening Mechanism for Petro- leum or Explosive Engines . . . .128 Xll ILLUSTRATIONS. 56. Slightly Modified Form of Roots' Reversible Valve- opening Mechanism (Side View) . . . 128 57. Slightly Modified Form of Roots' Reversible Valve- opening Mechanism (End View) . . . 129 58. Roots' Improved Ignition Device . . . . 131 59. Modified Form of Roots' Improved Ignition Device . 131 60. Modified Form of Roots' Explosive Engine (Horizontal Section) ...... 132 61. Modified Form of Roots' Explosive Engine (End View) . 133 62. Roots' Improved Oil-Feeding Device for Explosive Engines (Vertical Section) . . . . 1 34 63. Roots' Single Cylinder Carriage Oil Motor (Latest Type) 135 64. Britannia Company's (Gibbon's Patent) Horizon: al Petro- leum Carriage Motor (Elevation) . . . 138 65. Britannia Company's (Gibbon's Patent) Vertical Petroleum Carriage Motor (Elevation) . . . .138 66. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Plan) ...... 139 67. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Section on line 2-2, P^ig. 66) . . . 140 68. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Enlarged Section through Valve) . . 141 69. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Enlarged Section through Oil-Feeding Device) . 142 70. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (further Enlarged Portion of Fig. 69) . . 144 71. American Electric Vehicle Company's Electric Road Carriage (Plan of Mechanism) . . . 159 72. American Electric Vehicle Company's Electric Road Carriage (Side Elevation of Mechanism) . . 160 73. Holtzer's Electric Motor and Gear (Plan) . . . 161 74. Holtzer's Electric Motor and Gear (End View) . . 161 75. Bersey's Electric Omnibus (Side Elevation) . . 165 76. Bersey's Electric Omnibus (Sectional Half Plan) . . 165 MOTOR CARS; OR, POWER-CARRIAGES FOR COMMON ROADS. CHAPTER I. INTRODUCTION. THE embargo under which motor cars or horseless carriages have so long rested in this country having been at length partially raised, we may reason- ably expect in the near future to possess really practical and serviceable machines. At present, however, it must be acknowledged that the successes attained with the few motor cars designed in this country in the past, and the numerous ones more recently constructed abroad, have been only sufficient to show the feasibility of this kind of loco- motion, and to encourage further attempts at their perfection, as all the cars that have been as yet built, A CARS. and are now on the market, are more or less unsatis- factory in various particulars. Under such circumstances, it might be asked whether an account of the comparatively imperfect motor cars that have been designed up to date would be of any great utility, and whether books upon the subject are not at this stage of the art premature. The author thinks not, for the following reasons : Firstly, that the evolution of a perfect machine must of necessity be a somewhat slow and gradual process, taking many years, and meantime information upon what has been already effected, condensed, and presented to the reader in a handy form, will be not unuseful ; and secondly, that in the future the existing comparatively crude examples will be of interest as forming an important link in the history of what will no doubt have then become an important industry. As soon as a demand for motor cars arises, we may expect to find the large and old-established firms of engineers, gradually but surely developing, from the more or less imperfect machines now extant, power- propelled vehicles of all descriptions that will meet in a satisfactory manner the requirements for different duties. But it is to these large firms, and to the eminent engineers connected with them, that we must look for such improvements, and not to the charlatans who will doubtless utilise the occasion to the utmost, and succeed in fleecing not a few of the unwary. In connection with motor cars or road locomotives there exist no master patents in fact, very few patents at all that are worth the paper they are printed upon ; and it would be well for those who feel tempted to invest in any of the plausible schemes that will be put INTRODUCTION. 3 before them to bear this in mind, as also the fact that, even under the most favourable circumstances possible, the general introduction of these vehicles, and the supersession of the horse, could only be the result of many years. Remember it took a long lifetime to establish the railway. In Engineering for the 29th of May of this year ( 1 896) there appeared an article upon " Company Promotion and Horseless Carriages," every line of which is preg- nant with meaning, and teeming with words of advice to those who are likely to fall an easy prey to the human vultures who thrive exceedingly in this country during the present state of the law relating to com- pany promotion. Space does not admit of here reproducing the article above referred to in extenso, but the following extract, which contains the pith of that warning, the author would fain give, and that not merely expressed in language stronger and clearer than that in which he might possibly be able to put it, but also bearing the weight which should attach itself to the opinion of one of the leading technical journals of the country: " The horseless carnage boom is going to afford a rich field for the operations of the professional company pro- moter a veritable Tom Tiddler's ground for those ingenious but not over-scrupulous persons who exist and grow rich mostly by virtue of the credulity and greed of small speculators. " These booms, rushes, speculations, and fevers are the curses of honest industry. The haste to get rich kills useful work. Perhaps no industry suffers more from this than the engineering industry inventor, capitalist, and workman alike being constantly made victims. Indeed, the whole 4 MOTOR CARS. country is poorer for every over-blown scheme floated, and which, in the inevitable course of events, collapses, if only from the fact that honest, sober ventures are thereby dis- credited, and enterprise is thus checked. " We are believers in the further extension of mechanical traction, but it will not come with the rush that many anticipate. Changes of this kind are of necessity gradual. The ' passing of the horse,' of which we hear so much, is an absurdity. Those who are now trying to tempt the sanguine small investor point to the railway and the bicycle as examples of what will take place in regard to horseless carriages, forgetting, or hoping those they address will forget, that it took the best years of George Stephenson's life to establish the railway. There was a wide gap even between Stockton and Darlington and Liverpool and Man- chester ; whilst to carry the history of steam locomotion to a period when many of the great lines were paying reason- able interest on the capital expended brings us well within the memory of men who would scorn to describe themselves as * elderly.' That is a point intending plungers on horse- less carriage speculations would do well to remember. As for the cycle business, it took twenty years to establish it on anything like an important basis ; and even now, with the woman's mania which will go out like a snuff when fashion changes in full swing, the establishments which are paying big dividends are those which have grown up bit by bit from small beginnings. It is by accretion that prosperous businesses are made, not by prospectuses. " The credulity of the investing public seems inexhaust- ible. No bait is too coarse, no lure too ill concealed, to attract victims. Often a simple addition sum would show the futility of the expectations set forth. A little investiga- tion would reveal how certain is the gain of the promoters, how improbable that of the investor. We turn to the columns of the press and occasionally find whole sheets INTRODUCTION. 5 occupied by mammoth advertisements of the formation of a company. They are numerous and costly enough to be a serious handicap of any legitimate business likely to be done, and are penned in the worst possible taste, with a coarse attempt to glorify an individual taking a prominent part in the business. One would think their tone would be sufficient to alarm any educated person ; but presumably it is not so, and doubtless the experienced individuals who have the conduct of such affairs know best how to appeal to their public. Perhaps it is that parsons, country doctors, naval and military officers, and the widows of all these, who form the bulk of the company-monger's clients, think that vulgar self-assertion and business shrewdness must always go hand in hand." In treating of motor cars or power -propelled carriages in the following pages, it is not proposed to devote any special attention to the design pure and simple of the vehicles, which latter will, of course, be largely governed both by individual tastes and also by the special requirements of different districts and countries. The subject, therefore, which will be as fully treated as the very limited space at com- mand in a little book of this description, which must necessarily be of a somewhat elementary character, will admit of, will be the various kinds of motive power employed for propulsion, and the mode of application to the vehicles to be driven. With this object in view, the mechanically propelled vehicles will be classified and successively treated of in the following pages in accordance with the type of motor employed under the following headings : Steam- carriages ; petroleum and other internal combustion engine carriages ; electric motor driven carriages ; com- 6 MOTOR CARS. pressed air engine driven carriages ; and carriages driven by power stored in compressed carbonic acid or carbon dioxide, compressed springs, &c. Moreover, it is not purposed to more than touch upon the theoretical side of the subject, and indeed it is obvious that were this aspect to be gone into with any degree of completeness, and it would be otherwise idle to attempt it, it would demand in com- bination with that under consideration an extended discussion of the sciences of thermo-dynamics, chem- istry, and electricity, not to mention that of the mechanical questions which would especially apply to the several sources of energy in use. Those readers, therefore, who are not conversant with the above, and who are desirous of entering into the theoretical part of the question, we must refer for information to the many able treatises that have been written upon the above sciences. Before proceeding to deal with the subject in the manner intimated, it will be both interesting and instructive to give, first, a copy of the report made by L. L. Summers and J. Lundie, two well-known American engineers, who undertook a series of tests on behalf of the Times Herald of Chicago with the object of ascertaining, in view of the race organised by that paper, how far motor cars or power-propelled vehicles were capable of performing the work of those moved by animal traction ; and, second, to offer a few remarks upon wheels, and to give the main results of some interesting experiments lately carried out by Professor H. S. Hele-Shaw, M.I.C.E., on the resistance of steel, solid rubber, and pneumatic tyres. INTRODUCTION. ? As regards the first mentioned, the report was as follows : " The Committee first endeavoured to choose a series of experiments which would enable comparison to be made between mechanical and animal traction. The main point was to prove that auto-cars could do the same work as other ordinary vehicles. Conse- quently the horse was chosen as the unit for this comparison ; and in order to facilitate this, it was thought advisable to give a short account of the first experiments which were made with the object of determining the power exerted by a horse. The Horse-Power Unit. " When the steam-engine first came into use it was found necessary to compare the rate of work it could do with the rate of work done by a horse, in order that the buyer might specify the power he required by means of some known unit. " James Watt was the first to ascertain with some accuracy the average power of a horse. He found that a weight of 1 50 Ibs. could be raised by a horse at the rate of 220 feet per minute, which corresponds, consequently, to 33,000 foot-pounds per minute as the power which a horse could exert. According to Watt, the horse could exert this power during eight hours a day. " Later experiments have shown that this estimate was exaggerated, and that an average horse scarcely exerted more than 22,000 foot-pounds per minute during eight hours, though this amount would evidently be greater if the horse worked during a shorter period. MOTOR CARS. " The following Table, taken from Trautwine, and based upon the above, gives some figures on the subject : Speed of Horse in Miles per Hour. Traction in Ibs. Speed of Horse in Miles per Hour. Traction in Ibs. 0.75 333-3 2.25 III. I 1. 00 1.25 250 200 2. 5 2.75 100 90.9 1.50 166.6 3.00 33-3 i-75 142.8 3-50 71-4 2.00 125 4.00 62.5 " It is evident that not only can a horse exert a considerable tractive effort for starting purposes, but he can also vary his power considerably on the road, so that he is very suitable for general traction. The maximum power of a horse has not yet been abso- lutely determined, but it certainly varies considerably with his weight, with the length of his stride, and with the nature of the ground he travels over. We do not believe that a horse can ever exert a greater pull than 400 Ibs. To compare an auto-car with a carriage drawn by a horse, then, it is necessary to calculate the power exerted by the motor on the rim of the driving wheels, and also the circumferential velocity of the latter. The mechanical horse-power of the auto-car in question will be found by dividing the product of these two factors by 33,000 foot-pounds. INTRODUCTION. 9 11 The cost per hour for every horse-power exerted on the rim of the driving wheels can then be reduced by measuring the consumption of the motor during each test. Where it has been possible to do so, the amount of power lost between the motor and the rim of the driving wheels, and the effect of the different methods of regulation upon the fuel consumption, have been determined. Fuel Consumption Tests. " These tests bore upon the consumption of the motor for the various loads imposed by practice. " In order that all the motors should be tried under the same conditions, gasoline, having a density of 0.658, at an estimated cost of id. per lb., was supplied to them from the same tank. " The cost of a kilowatt-hour was calculated on the basis of an average accumulator efficiency of 75 per cent. Maximum Pull Exerted by Auto- Cars. " It was considered advisable to determine this, in order to be better able to compare the auto-car with the horse. The cars tried were all built to exert a comparatively light pull at great speed, and not a heavy pull at low speed. " The maximum pull exerted was found by opposing a resistance to the wheels till the motor stopped. " The Duryea car, for instance, only exerted a pull of 187 Ibs., whereas we have seen that one horse could pull 400 Ibs. During none of these tests, however, could the driving wheels be made to skid on the IO MOTOR CARS. ground, so it is possible that the tractive force could have been very much increased without skidding by using reducing gearing. " When belting was employed on the test cars for transmitting the power, it was found that the latter reached its maximum value just before the belts slipped on the pulleys. Mr Macy's car could not be tested thoroughly on account of the defective condi- tion of the belting employed. The Lewis auto-cycle broke its driving chain when the maximum pull was being measured. As to the electric motors, the maxi- mum pull obtainable was limited only by the heating effect of the strong current employed. "A great difference in the consumption of the several cars on trial is shown in the Tables.* This is due solely to the nature of motor employed. Nearly all the single cycle motors burn a great deal of fuel, caused generally by the improper combustion of the gases. This is the case with the Lewis and the Haynes cars. Whilst these cars were being tested, the exhaust gas was so charged with unconsumed carbon that it was found necessary to have a special exhaust pipe and fume blast to convey the fumes from the testing-room. " It must be acknowledged, however, that single cycle motors work much more regularly than the others. " It is a pity that the igniting apparatus on the Duryea car should have got out of order, putting a stop to further experiments. All those interested in the construction of gas motors know that the cycle * See Tables on pages 14, 15, and 16. INTRODUCTION. I I obtained is less economical than that made by steam. The average efficiency is still lower when the gas motors are used for traction, for the following reasons : " I. Because work is sacrificed in driving the ma- chinery. " 2. Because a 4 horse-power motor, for example, seldom works at its normal speed and power, so that it cannot have a high efficiency. " This is why the fuel consumption of auto-cars is comparatively high. " With regard to the Benz motor, attempts were made to simplify the transmission gear by having only two ranges of speed. Speeds between these two extremes were obtained by regulating the amount of carburetted mixture supplied, but a glance at the Tables* shows at once that this ease of control and simplification of mechanism is more than neutralised by the very large amount of fuel which the motor consumes when it is not working at its normal speed. " Evidently the useful horse-power exerted on the rim of the driving wheels, when the motor is working under the best conditions of speed and power, costs about one-fourth of its cost when working under the most unfavourable conditions. "In such cars as the Duryea car, where the speed of the motor is always constant, the efficiency is in proportion to the amount of work done, so that an auto-car may often climb a bank at the same speed as on the level without consuming more fuel, for the very reason that the extra power required is com- * See Tables on pages 14, 15, and 16. 12 MOTOR CARS. pensated by a better efficiency. The position of the motor on the car and the method of transmission employed greatly influence the amount of vibration on the car. "When the motor is mounted at right angles to the driving axle, as on the Benz car, the vibration is rather strong, especially at starting. Messrs Haynes & Apperson's car is fitted with a motor having two cylinders arranged upon opposite sides of the driving shaft, and this arrangement gives less vibration. Electric Cars. " The exact efficiency of an electric auto-car is some- what difficult to determine. The storage battery efficiency varies with the discharge rate, which again depends upon the work done. The cost of electric power varies from town to town, and this fact must be taken into consideration when calculating the cost of electric traction. " The life of the accumulators also will depend upon the kind of work which the car is made to do. Single and Double Motors. " Mr Sturges and Messrs Morris & Salom's two cars enabled an interesting comparison to be made. Both cars employ Lundell motors, but whilst Mr Salom has two motors, one for each driving wheel, Mr Sturges only employs a single 3 horse-power motor working on a differential shaft. "The motor efficiency in these two cars is prac- tically the same, but of course the transmission gear is heavier with two separate motors than with one. INTRODUCTION. 13 We do not think the advantage of being able to couple up the motors in series or in parallel quite justifies the employment of two motors, and the only- real advantage of this arrangement is to enable the driving wheels to run independently of one another when turning round corners, instead of having to employ differential gearing to effect this." There can be no doubt but that the practical suc- cess or otherwise of motor cars or power-propelled vehicles will depend to a great extent upon the wheels, which latter will have to be so constructed as to be capable of withstanding the very heavy strains to which they will naturally be subjected, especially on the in- ferior roads so common in this country. This portion of their anatomy will be to some extent gone into when dealing with the different types of cars. As, however, it is not unlikely that pneumatic tyres may play as important a part in connection with motor-car wheels as they have already done in the case of those of cycles, the result of the before-mentioned recent experiments of Professor H. S. Hele-Shaw * will be of interest, and that the more so as they confirm those already obtained by others. Three similar vehicles whose exact weight was not known were employed for the purpose in ques- tion. The tests were made in the show-room of Messrs Lawton & Co.'s works, Hardman Street, and in each case the pull required to start the vehicle was measured by a spring balance. The mean effort * Lecture on " Pneumatic Tyres for Motor Carriages," by Professor H. S. 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ON t^ vo vo ,,*,x O oo O O vo ,n VO N M VO 00 O vo co vo vo SI^MM O ON t < O vo _^ ro r^ M oo OO a VO OO vo Suu335g uo JHSpAV ~ SUIAUQ uo iqSp^ O ON ON O O ; vo N M O v vo VO q, rT O C *^ 2 'rG W OJB o ^ , U ^; 5&fi%&! Oj-3^a3 ^^^ Q Q^ffi _] S , , r Mueller 1 INTRODUCTION. required was estimated by the average reading of the balance, whilst the vehicle was pulled at a uniform speed over a track about 6 feet long. The results were as follows : The first track was across the floor, the second with obstructions I inch apart, the third with an interval of 2 inches, and the fourth with 3 inches between the blocks. STEEL TYRE. SOLID RUBBER TYRE. PNEUMATIC TYRE. Starting Effort. Mean Pull. Starting Effort. Mean Pull. Starting Effort. Mean Pull. Floor . . 31.2 21.4 24 17 30.25 22 Second . 374 22 27.4 I8. 7 29 22.25 Third . . 43-8 21.2 36.8 19.8 3075 23.25 Fourth . ? 21 36.8 20.2 40.5 25-5 The results obtained by these experiments came out, it will be seen, exactly as theory would lead to expect, and it is of course obvious, and has never been disputed, that if the only resistance to be en- countered was rolling, a hard-tyred wheel would give better results than a soft one. The advantages gained by the use of pneumatic or air tyres are due to the fact that upon a wheel fitted with the latter encoun- tering a small obstacle, such as a stone or the like, the latter sinks into it, and the wheel is not forced to rise to the same extent as would be the case with a hard tyre, and consequently the loss of energy will not be B 1 8 MOTOR CARS. so great. This benefit possessed by soft yielding tyres is, moreover, only apparent when rolling at a certain degree of speed, and the greater the accelera- tion of speed the greater will be the advantage deriv- able from the fitting of soft tyres to the wheels of a vehicle. Indeed, at very slow speeds the resistance to soft tyres has been found to be actually greater than that to hard tyres. The results of Professor Hele-Shaw's tests, which confirm those lately carried out by M. Michilin, must agree with the practical experience of all those who have carefully studied the behaviour of pneumatic tyres on cycles, upon which class of vehicle, especially the bicycle or dicycle, the benefit of soft tyres is of course more readily apparent, inasmuch as they are ordinarily propelled at a considerable velocity. In addition, there are of course the following well-known and not inconsiderable advantages derived from the employment of soft tyres, viz., practical immunity from jolting and vibration, and consequently from the injury to the parts of the vehicle therefrom, steadi- ness of motion, noiselessness, non-injury to the surface passed over, and last, but by no means least, ease to the rider, upon whom the jolting experienced in pass- ing over rough roads or pavements with hard tyres has a very exhausting effect. The matter is briefly summed up by Professor Hele-Shaw as follows : Soft tyres do involve more friction than hard ones, but the loss of power on an ordinary hard road is due in a much greater degree to the loss from concussion than to actual friction, and that the order in which the loss of power takes place in the cases respectively of the pneumatic, rubber, INTRODUCTION. 19 and iron tyres, is directly in the order of the hardness of the tyre. A series of somewhat crude experiments recently carried out with cycles by the author, which he hopes to find time shortly to supplement by ones more ex- tended and carefully conducted, gave the following results : Single tube pneumatic tyres (Boothroyd and National) inflated to about 30 Ibs. per square inch, carrying a load of 200 Ibs., and pulled at an uniform speed of 44 feet per minute on a level surface, de- veloped .08 per cent, more rolling friction than solid indiarubber tyres similarly loaded and moved at a like speed. Upon increasing the speed, however, to 440 feet per minute, the rolling friction was practi- cally the same in both cases, and upon interposing obstructions, consisting of pieces of wood about the size of ordinary wooden penholder handles secured at regular intervals of 4 inches apart, the rolling friction of the pneumatic tyres was found to be reduced to .1 per cent, below that of the solid. It is not improbable that leather shod wheels may be found to give good results, at least for some types of motor cars, as this substance forms, especially when subjected to powerful compression, a very lasting tyre which has sufficient elasticity to absorb the bulk of the vibration due to the shocks occasioned by passing over obstructions and uneven surfaces. Segmental blocks of wood have been likewise em- ployed, and are said to form both a durable and efficient tread. CHAPTER II. EARLY EXAMPLES OF STEAM ROAD CARRIAGES. THE three principal sources of energy at present in use for the propulsion of vehicles upon common roads are steam, oil, and electricity, and of these there is no question, at least in the author's mind, as to the superiority of the first for general purposes. There can indeed be little doubt but that the vast majority of people would prefer a smooth-running reliable steam-engine for use as the propelling medium of a pleasure or light business carriage to the evil-smell- ing, dangerous, wasteful, and at best uncertain and unreliable oil motors heretofore chiefly employed for that purpose in motor cars of recent construction. Therefore until such time as a completely odourless, (waste) vapourless oil engine has been produced, and until the erratic starting of these motors has been cured, and the necessity for maintaining the said motors constantly running, even whilst the vehicles are stationary, has been eliminated, the oil motor cannot claim to be suitable for the purpose of pleasure and other light vehicles, or for any in crowded thoroughfares. On the other hand, turning to the true and legiti- mate field of mechanical locomotion on the public roads, which is obviously that of the conveyance of EARLY STEAM ROAD CARRIAGES. 21 comparatively heavy loads of passengers and goods, and probable successful competition with light rail- ways for opening up remote districts, oil motors and electricity are evidently entirely out of the question, and the steam-engine is undoubtedly the only prac- tical source of energy at present available. It is not proposed in this little work to follow step by step the experiments that have been made in the application of steam power to the propulsion of car- riages upon common roads since its first inception over a hundred years ago. The space at disposal is, as has been already mentioned, extremely limited, and consequently any lengthy descriptions of the principal of these earlier attempts, or indeed any mention at all of many of them, would only result in the crowding out of far more interesting matter of more recent date. This portion of the description will therefore have to be confined to a very brief sketch of the more important early types of steam motor carriages adapted for use on common roads. The first power used for propelling carriages was naturally the steam-engine, and although oil engines have seemingly produced more satisfactory results as the motive power on light carriages of recent construc- tion, there can be but little doubt in the mind of any thinking engineer that the first named will yet prove itself to be equal if not superior to any other form for all classes of power-propelled vehicles. Authorities differ as to whom the honour is due of having first suggested the use of a steam-engine for the purpose of propelling carriages on common roads. Savery is said to have sufficiently indicated that he considered such a use possible ; but, however 22 MOTOR CARS. that may be, in a patent taken out by Watt in 1784, a description of the application of a steam-engine to the propulsion of road carriages is to be found, an idea which was doubtless the outcome of a sugges- tion made to him by Dr Robinson, who likewise first directed his attention to the steam-engine. This is probably the first authentic record at least in this country of a power-propelled road carriage, and it was speedily followed by the construction in 1786 by Murdoch, Watt's assistant, of a steam-carriage which was run upon the high-road near Redruth, Cornwall. In this same year also a working model of a steam- carriage was constructed by William Symington, the reputed inventor of the steamboat, to whom the idea most probably first occurred about the same time as to Watt ; and Oliver Evans, an American inventor, likewise constructed a working model of such a vehicle about this time. Some years later (1802) further experiments with a steam-carriage were made by Trevethick and Vivian, but the wretched state in which the so-called main roads were then kept in this country, the opposition of the turnpike managers, and most probably still more the attraction of all enterprise and capital to the improvement of rail- ways, the introduction of which had then commenced, seemed to have stopped further attempts in this direc- tion at that period. Trevethick and Vivian's patent, dated in 1802, comprised a high-pressure steam- engine, to b3 used to propel a carriage or waggon, which engine was of particularly ingenious construc- tion, and although of so early a date possessed details which, somewhat modified, were to be found in high- pressure steam-engines of comparatively recent times. EARLY STEAM ROAD CARRIAGES. 23 From this attempt for a period of about thirty years the subject was left in abeyance, no further experiments, or at least none worth recording, having been made, until those of Griffiths, Brunei, Gurney, and Hancock, when steam-carriages constructed by these inventors were run for some time in different parts of England and Scotland with considerable success as far as the mechanism was concerned, but failed to prove profit- able as commercial undertakings, chiefly, no doubt, owing to the heavy tolls which were levied upon them, and to the obstructions that were everywhere thrown in their way, their very success as practical mechanical contrivances having raised up a host of enemies against them. Gurney's Steam Road Carriage. One of Gurney's engines, which weighed only 2 tons, is said to have drawn with ease a load of 1 1 tons upon a good hard country road. It had tyres 3^ inches in width on the driving wheels. Gurney in his steam- coaches drove direct on to a cranked axle carrying the driving wheels, which were the rear ones, and he placed his cylinders horizontally. For raising the requisite supply of steam he em- ployed a generator consisting of two horizontal drums connected by a series of tubes bent into a horse-shoe shape, and so placed that the lower arms formed the fire-bars and supported the fire. A third larger drum, placed vertically above the other two constituted the steam space. The steering was effected by means of a fifth wheel through which the fore carriage was controlled, this 24 MOTOR CARS. being a practically similar arrangement to that subse- quently used on traction engines. A fatal defect in Gurney's steam-coach was that the portion forming the coach appears to have been the only part supported upon springs, consequently the machinery would become rapidly shaken to pieces by the jars and vibration occasioned by passing over rough roads or pavement. Gurney's coaches are said, however, to have run for several months on the roads between Gloucester and Cheltenham. Hancock's Steam Road Carriages. Following on the experiments of Goldsworth Gurney came those of Walter Hancock, who built a steam- coach to carry sixteen passengers, which plied for hire in 1831. Other steam-carriages constructed by the same inventor, all or most of which were of the double- body coach type, are said to have run for a consider- able period between Paddington and the Bank, and likewise to have made frequent trips to Windsor, Brighton, and other places. Internal dissensions and disputes occurring amongst the members of the com- pany that had been formed to work these steam - carriages resulted, however, in the stoppage of the undertaking. One form of Hancock's steam-carriage weighed, when carrying supplies of water and fuel, but without passengers, 3! tons. The engine was located at the rear of the carriage, and the two hind wheels were the drivers. A separate crank shaft was employed, and was coupled to the wheel axle by means of a driving chain and suitably grooved and toothed rollers. One EARLY STEAM ROAD CARRIAGES. 25 of the driving wheels could, and generally was discon- nected from the engine, except when climbing a hill. A special feature of Hancock's steam-coach was the form of steam generator employed. This boiler con- sisted of a number of iron chambers or compartments placed side by side, with a small intervening space or clearance between each of them, the said compart- ments being clamped or fixed in position by bolts passing through connecting tubes placed at the top and bottom of the compartments, and forming steam and water communication between them. These com- partments were placed above the fire-box within a fire- clay lined casing, so that the flames from the fire could pass up into the above-mentioned spaces or clearances left between them. The fire was blown up by a rotat- ing fan worked from the engine, no chimney being visible, and the forced draught producing very perfect combustion. To prevent any loss of time owing to the fire-grate becoming choked by clinkers and neces- sitating clearing, he devised an arrangement of fire- bars with a rack on the under side, so that they could be withdrawn by means of a pinion which could be operated through a suitable handle, whilst at the same time a fresh set was inserted in position. Upon cool- ing the clinkering of the withdrawn bars could, of course, be easily effected, and they were ready for reinsertion at the proper time. The entire construction was mounted upon springs, and the steering was effected by means of a fifth wheel and chain gearing, from a large drum to a small one fixed upon the lower end of the steering pillar. Further information respecting Hancock's inven- tions and many useful particulars may be obtained, 26 MOTOR CARS. by those interested, from his work upon the subject, published in 1838, entitled "Narrative of Twelve Years' Experiment of Steam Carriages on Common Roads." Further Early Types of Steam Road Carriages. Contemporaneous with the above were Summers & Ogle, Church, Dance, Maccrone, James, Hill, and a number of other experimenters in this field, but as they did not succeed in producing anything in advance of those mentioned, their steam-carriages may be passed over without notice. Indeed the success of railways, which about this time had become assured, and the difficulties attending the running of loco- motives on ordinary roads, owing both to the almost universal poor condition in which the latter were still kept, and to the venomous opposition with which the steam-carriages were again met on every hand, caused practically a total cessation of the attempts to produce more perfect machines ; in fact, so far as road loco- motives are concerned, it may be said that little or nothing was done from the date of Hancock and Gurney's steam-coaches until the subject was revived about 1856 with the view of adapting such engines to agricultural purposes. Of these several varieties have been constructed which more or less successfully fulfil the duties for which they are intended, but as they are designed solely for the haulage of comparatively heavy loads at slow speeds, whilst the object of the present book is to treat of motor cars or carriages adapted for the transport of passengers or goods at EARLY STEAM ROAD CARRIAGES. 2? comparatively high speeds, it would be idle to here enter into any description of that type of road loco- motive now universally known as traction engines. Steam-carriages of lighter construction for passenger traffic were also built about this time by Garrett, Boulton, Tangye, Ricketts, and others, all of which, however, appeared to have been also unsatisfactory, and apparently inferior to those that had been designed many years before by Hancock and Gurney. Later and more successful of these early attempts were made by Yarrow & Hilditch, Rhodes, Holt, Knight, Catley & Ayres, Todd, Randolph, Grenville, Mackenzie, Blackburn, and Thompson. The efforts of these inventors may be said to have completed the experimental stage so far as steam-carriages are con- cerned, and to bring the latter up to the present time. Yarrow & Hilditch's Steam Road Carriage. The earliest of these vehicles, or that of Yarrow & Hilditch, was built in 1862.* It was capable of carry- ing eleven passengers, besides a steersman and stoker. The driving wheels were 3 feet diameter, and outside cranks were used. The cylinders were each 5 inches in diameter by 9 inches stroke, and the necessary steam was supplied by an ordinary vertical tubular boiler having an outer shell of steel. It was 2 feet in diameter by 3 feet 9 inches in height, and had 40 square feet of heating surface, the fire-grate being 21 inches in diameter. To reduce the chance of priming, a perforated steam pipe was fitted round the * For full description of this steam-carriage, see " Proceed- ings," Society of Engineers, 1862. 28 MOTOR CARS. top. The boiler was mounted at the rear of the car, and a suitable tender or platform was secured at the same end for the stoker. When fully loaded the weight of the car was about 2| tons, about 2 tons of which load was carried upon the rear wheels, and half a ton upon the front ones. Rhodes' Steam Road Carriage. Another steam-carriage was also built about a year later than the above (1863) by S. G. Rhodes. In FIG. I. Rhodes' Steam Road Carriage (1863). this arrangement, which is shown in side elevation in Fig. i, the two cylinders, which were 3j inches bore by 9 inches stroke, were connected to one crank shaft, the cranks being at right angles, and a chain pinion was provided at each end to drive the road wheels, the gearing being 5 to i. Primarily both wheels were equally driven, and consequently there was no pro- vision for turning corners or running round curves, EARLY STEAM ROAD CARRIAGES. 29 but subsequently the crank shaft was divided, so that each engine ran independently. Between the axle of the two rear driving wheels and the frame were powerful leaf springs, connected by radius rods to the crank shaft of the engine. A single front steering wheel was used, which was mounted in a fork fitted with sliding bearings resting upon spiral springs, and coupled to the steering handle by means of links. The boiler for supplying steam to the engines was 2 feet in diameter by 3 feet 6 inches in height. It was fitted with seventeen Field tubes and thirty-six flue tubes into smoke-box, and the working pressure was 150 Ibs. per square inch. FIG. 2. Rhodes' Feed Pump. The feed pump, which was of special construction, is shown in the sectional view (Fig. 2). It is said to have lifted water in a state of ebullition a height of 3 feet, and to have easily forced it into the boiler. Referring to the illustration, A is the plunger, which is fitted with rings on its end ; B is an annular casing or cage, situated round the barrel C of the pump, and over the slots therein, and to which cage is connected the water inlet pipe D ; E is the plunger stuffing box and gland, upon which, however, no pressure is thrown during work ; and F is a ball delivery valve. The ringed plunger A, it will be seen, 30 MOTOR CARS. would bare the slots in the pump barrel at the termi- nation of each stroke, at which point it would be moving slowly, and coming to a stop. This pump was worked from one of the crossheads of the engine. A portion of the exhaust steam was passed into the feed-water tank or reservoir, and the remainder dis- charged into the chimney, a double cone blast nozzle being employed to render it noiseless. The whole of the machinery was completely enclosed by a suitable casing, and this steam-carriage is stated to have been capable of running at a speed of 14 miles an hour on the level with ease, and is also said to have been perfectly successful, and to have remained in use for many years. Holt's Steam Road Carriage. A steam-carriage somewhat resembling the above was constructed by H. Percy Holt, A.M.I. C.E., in 1866. In this case, however, a pair of engines, con- sisting of four cylinders, each 3 inches in diameter by 6 inches stroke, were employed as motive power. The pistons of these engines were connected through suit- able connecting rods and link motion with two sepa- rate crank shafts, the cylinders being set at an angle, as shown in Fig. 3, which is a diagramatical view, representing the carriage in side elevation. On the outer end of each of the crank shafts was keyed a chain or sprocket wheel, connected by a suitable pitch chain with another chain or sprocket wheel upon the axle of the rear or driving wheels, the relative pro- portions of the said chain or sprocket wheels being 3 to I. Two boiler-feed pumps were used, driven EARLY STEAM ROAD CARRIAGES. 31 direct off the crossheads, and the whole of the machinery was boxed or cased in. The exhaust steam was discharged into the chimney, and to prevent any objectionable noise being caused thereby, it was first passed into a silencer, consisting of a cast-iron box, forming a baffle plate at the bottom of the uptake just above the fire, and therein super- heated, after which it was discharged in five continuous jets up the chimney. When required, however, a por- tion of the said exhaust could be utilised for heating the feed-water. FIG. 3. Holt's Steam Road Carriage (1866). The steam for driving the engines was generated in a " Field " boiler, 2 feet in diameter by 4 feet in height, having about 50 feet of heating surface and 3 square feet of grate surface, and working at a pres- sure of 250 Ibs. per square inch. This boiler was hung at the rear of the carriage frame, which latter was formed of light angle-iron 3 inches by 3 inches, and was fitted with a 2-inch safety valve of the Naylor type. The fore part of the carriage was carried upon a single steering wheel 2 feet 6 inches in diameter, the rear or driving wheels being 4 feet 6 inches in 32 MOTOR CARS. diameter. A vertical shaft or steering pillar and crossbar was provided for operating the steering, the said steering pillar being connected at its lower ex- tremity to a turntable supporting the steering wheel bearings by a beam and a pair of rods. The rear portion of the carriage was carried upon strong leaf springs. The levers for reversing the two pairs of engines were so placed that they could be grasped either inde- pendently or both at the same time, and the link motions were of the ordinary type, operating valves in a steam chest between the two cylinders. The use of the independent engines admitted of corners or curves being smoothly rounded, and enabled the use of any form of compensating gear to be dispensed with. Either of the said engines could be used with the reversing gear as a brake, and when running upon a good level road one engine only could be used, and the other either entirely cut off, or so linked up that very little steam was used. This carriage complete, ready for work, weighed about 30 cwts., and it was capable of carrying eight persons, including the steersman and engineman. It is said to have been found capable of ascending gradients of I in 14 at a speed of about 7 miles per hour, and to have attained on ordinary roads a speed of from 1 5 to 20 miles per hour with ease. The consumption of fuel was about 5 Ibs. per mile, and the bunkers, which were located on either side of the boiler, were capable of containing a sufficient supply for a 4O-mile jour- ney. The water tanks, which were placed on each side of the steering wheel, contained enough feed- water for about a 2O-mile run. EARLY STEAM ROAD CARRIAGES. 33 Knight's Steam Road Carriage. Passing on a couple of years, we come to another example of steam-carriages in that built in 1868 by J. H. Knight. As primarily constructed, this carriage had but one steam cylinder, and was fitted with a fly- wheel, the ratio of the gearing being I to 6. Owing, however, to very considerable difficulty being expe- rienced in starting when ascending inclines, a second cylinder was subsequently added, and the ratio of the gearing altered to I to 4. The frame of the vehicle was composed of two angle irons, and the steam cylinders, which were 5 inches diameter by 7 inches stroke, were located between them, a link motion re- versing gear being provided, the reversing quadrant and steam lever of which were upon the steersman's right. The boiler was of the well-known " Field " type, and had about 26 square feet of heating surface, which boiler was substituted for one of the multi- tubular pattern at first used. A feed pump and a donkey pump were fitted for boiler-feeding purposes. The boiler and engines were located in the rear of the carriage, a platform or footboard being provided for the attendant, and a tank being located beneath the engines of sufficient dimensions to carry 40 gallons of water, which supply would be about enough for a 7 miles run. Storage room for coal for from 14 to 1 8 miles was also provided. The rear portion of the carriage was supported upon two 4-feet wheels placed 4 feet 2 inches apart, one of which formed the driving wheel ; and the fore carriage was supported through a strong plate or leaf spring C 34 MOTOR CARS. upon two other wheels of 2 feet 8 inches in diameter, and placed only 2 feet apart, which were the steering wheels, and could be operated by a tiller with a cross handle moving through an arc twice the radius of the said wheels, and thus ensuring the requisite power. The weight of this carriage in running order was about 33 cwts. Three people could be accommodated sitting side by side on the transverse seat, which was situated at the front end of the vehicle. FIG. 4. Catley & Ayres' Steam Road Carriage (1869). Oatley & Ayres' Steam Road Carriage. Catley & Ayres' steam-carriage, which is shown in side elevation in Fig. 4, was constructed in 1869. This vehicle, which possesses many points of interest, was exhibited at the Yorkshire Agricultural Society's Meeting in 1871, and a brief description of it will be found in Fletcher's " History and Development of Steam Locomotion on Common Roads." The propulsion was effected by a double-cylinder horizontal engine, each of the cylinders being 2| inches EARLY STEAM ROAD CARRIAGES. 35 in diameter by 5i inches stroke, driving a short crank shaft having a crank at each end placed a't right angles to each other. The pistons of the engine were forged with the piston rods, and had grooves cut in them for two steel piston rings each y\ inch in width by ^ inch in thickness. The slide bars and crossheads were made of wrought iron for the sake of lightness, and the wearing surfaces case-hardened. The slide valves were operated from eccentrics keyed upon the crank shaft, one on each side of a toothed driving pinion, and suitable bearings between the latter and the cranks were carried upon side plates between which a wrought-iron flange plate was riveted. The above- mentioned toothed pinion geared or meshed with a toothed wheel on the rear or driving axle, the diameter of the latter being three times that of the former. One of the rear wheels only was keyed upon the axle and formed the driving wheel, the other was rotatably mounted thereon, so as to facilitate rounding curves and corners. The front wheel was supported in a fork, the spindle of which was mounted in a double wrought- iron guide riveted to the fore part of the frame. On each side of the steering fork were four arms secured to a ring or turntable arrangement encircling the wheel, which ring was fitted to turn in four cast-iron guides mounted on spiral springs and held in position by the front end of the frame. The weight of the front part of the vehicle was carried upon these spiral springs, that of the rear portion was carried upon long plate springs connected through sliding axle blocks with the rear axle. The crank shaft and rear or driving axle being in line horizontally, the vertical 36 MOTOR CARS. movements of the latter were not found to interfere with the working of the toothed wheels to any appre- ciable extent, so long, however, that is, as the surface of the ground was not too rough, and that the said movements did not in consequence become too violent. The rear or driving wheels were 3 feet 6 inches each in diameter by 2 inches on face, and the front or steering wheel was 2 feet in diameter ; the former were fitted with lever hand brakes. The length of the entire carriage was only 8| feet, and the total weight of the apparatus when the boiler, tanks, and bunkers were fully ready for a journey, was only 19 cwts. Steam was supplied by means of a boiler of the vertical fire-tube type, built of Lowmoor iron plates. It was 3 feet in height by 17^ inches in diameter, the shell plates being -^ inch, and the tube plates T V inch thick. In the smoke-box was fitted a spiral tube superheater of I \ -inch piping, through which the steam passed on its way to the cylinders. A polished copper casing was fitted over the iron smoke-box and chimney, and the boiler was lagged with non- conducting material and a mahogany casing, thereby imparting a handsome and finished appearance to the carriage. It was tested by hydraulic power up to 400 Ibs. per square inch, and the working pressure was 150 Ibs. per square inch. It is said to have been found in practice that good coal gave off very little smoke. Coke, however, was of course preferable as fuel. A speed of about 20 miles an hour could be made on a level road ; hardly any noise is stated to have been made by the carriage when travelling, and there was practically no vibration. EARLY STEAM ROAD CARRIAGES. 37 Todd's Steam Road Carriage. A three-wheeled steam-carriage constructed two years later still, viz., in 1870, by L. J. Todd, was fitted with an engine having two cylinders placed vertically. They were 2\ inches in diameter by 4 inches stroke, and were each located in a box in front of a coal- bunker on either side, so as to be completely protected. Each of these engines was arranged to drive one of the rear wheels through cones and a gut band or belt ; the said rear or driving wheels were 4 feet 6 inches in diameter. The boiler was 16 inches in diameter by 3 feet 9 inches in height, and was fitted with a considerable number of Field tubes I inch in diameter ; the heating surface was 16 feet, and the grate surface .75 feet. The front wheel which formed the steering wheel was 2 feet in diameter, and was controlled by means of a worm upon one end of a horizontal shaft gearing with a toothed quadrant upon the fork carrying the said wheel, the other end of the said shaft having a suitable handle for operating the same. The carriage was 8 feet 6 inches in length by 4 feet 6 inches in width, and carried two persons. It is stated to have been found to be a practical success. Randolph's Steam Road Carriage. A steam coach was built about the year 1872 by Charles Randolph, one of the partners in the cele- brated firm of Randolph & Elder, of Glasgow. This vehicle was successfully run during several trips, when its use in the streets was said to have been prohibited, and it was laid up until 1878, at which time it again 38 MOTOR CARS. appeared before the public at the Paris Exhibition. Subsequently it was presented as a gift to the Patent Commissioners, who did not want it, but kept it under protest, having many times, however, threatened to break it up if not removed by the owner. This year (1896) it took a prominent place as an object of interest amongst the exhibits at the Crystal Palace. It is a most ingenious vehicle, and contains much that might be imitated with advantage. The me- chanism and other parts are very well made, but owing to the manner in which it has been stored and treated by the Patent authorities, the whole is most unfortunately in a deplorable state of dilapidation. A fair description of this steam-coach appeared in the Glasgoiv Herald of I3th November 1872, which was reproduced in extenso in the Engineer of 6th May 1896. The following are, however, the most essential features of its construction, as abridged from the above : The carriage is 1 5 feet in length, and comprises three compartments, that for the passengers being situated centrally, that containing the boiler and engine at the rear, and that for the steersman, which is set on a higher level, in front, and which latter com- partment is also arranged for the accommodation of two passengers. The engines are vertical, two pairs being provided, one on each side of the carriage, the cylinders being 3 inches in diameter. They are quite apart from each other, so that when a curve is being passed round the engine and wheels on one side of the carriage can accommodate themselves to the situation by acquiring increased velocity in proportion to the extent of the curve which is being described. EARLY STEAM ROAD CARRIAGES. 39 The boiler is of the vertical type, and is fitted with Field's patent tubes. It was tested at the time of construction to 250 Ibs. per square inch by hydraulic pressure, and the working pressure was fixed at 120 Ibs. per square inch. The feed-water for the boiler is carried in a reservoir capable of containing an eight hours' supply, which reservoir being interposed between the boiler and the central compartment, also serves to keep the latter cool. The boiler is fed by two of Freidman's patent injectors. The waste steam from the safety-valves, as also the eduction from the engines, passes into a single pipe, by which it is conveyed into a chamber which surrounds the funnel on the top of the boiler. This chamber is so large in proportion to the amount of escaping steam that pulsation is entirely avoided, and the pressure is reduced to equability. The steam is discharged from the chamber into the funnel in a thin annular stream, which surrounds the effluent gases rising from the fire beneath, thus acting as a blast, and obviating the sudden screech and snort that would be otherwise produced. No steam is per- mitted to escape into the boiler and engine compart- ment, and the emissions from the funnel when working are said to have been almost nil. The -body of the carriage is mounted upon springs of special construction, by which all jolting was said to have been proved on trial to have been eliminated. The front wheels, which are 3 feet 4 inches in diameter and 2\ inches in breadth, are placed only 2 feet apart, and completely below the fore part of the body, for convenience of steering ; the rear wheels are 4 feet 6 inches in diameter by 4 inches in breadth, and are placed 5 feet 4 inches apart, which is the gauge of an 40 MOTOR CARS. ordinary omnibus. The latter, which are also the driving wheels, are each provided with a spur wheel bolted on the side next the carriage, and are driven by a pinion upon the crank shaft of each pair of engines. In the front compartment a suitable seat is provided for the steersman, who also acts as engine-driver, a lever depending from the roof at each side of him enabling him to control both the brake power to both the sets of engines driving the hind wheels, by operating that on the right, or to reverse the direction of motion by operating that on the left, and so acting upon the ordinary link motions. The steering pillar rises through the centre of the compartment, and is surmounted by a horizontal steering wheel. This steering apparatus is directly connected with the wheels, an ingenious piece of mechanism preventing its being affected by the jolting of the latter. A pointer indicates at all times the position of the steering wheels to the steersman. In the front com- partment are also located a steam gauge, so that the steersman may at any moment ascertain the exact pressure in the boiler ; a mercury gauge, exhibiting the precise acclivity or declivity of the ground that is being passed over ; and a mirror in front, showing the condition of the road, or the traffic that may be coming on behind. Both the steersman and stoker or fireman can communicate with each other by means of bells, and the latter assistant is provided with a seat in the rear compartment or engine-room, and takes the requisite fuel from a bunk close at hand. The central compartment is sufficiently high to admit of an average man standing therein with his EARLY STEAM ROAD CARRIAGES. 41 hat on. Beneath the fore compartment is a boot, either for luggage or for a further store of fuel for long journeys. This steam-coach is, notwithstanding its large dimen- sions, very light, only weighing 2\ tons when empty. When, however, supplied with fuel, water, &c., for a long journey, and filled with passengers, its total weight would be about 4^ tons. G-renville's Steam Road Carriage. Another steam-carriage, which is yet in existence, was designed by and constructed for R. Neville Grenville in 1875. As in the case of Knight's steam- carriage, a single cylinder was first employed, but this arrangement being found unsatisfactory, two were afterwards substituted, and placed horizontally instead of vertically, as was the case with the single cylinder. The two cylinders are each 5 inches diameter by 6 inches stroke, and the ratio of the crank shaft to the driving wheels is 4 to I. The boiler is of the cross-tube steam fire-engine type, by Shand & Mason, and has a fire-box heating surface of 13 feet and tubes of 16 feet, or 29 square feet altogether. The fire-grate area is 2\ square feet. The second motion shaft is connected to the driving axle at the right-hand end, and springs are provided so as to cause it to rise and fall with it. At the other or left-hand end is a ball and socket bearing, the gear teeth being thus thrown slightly across each other, but in the same plane, thereby preventing any injury or unevenness of wear resulting therefrom. In the latest arrangement of the mechanism an exhaust tank and 42 MOTOR CARS. feed heater is provided, but formerly the exhaust was turned into the feed-water tank when required ; the water from the condensed steam is run back into the feed-water tank, which latter is capable of holding 55 gallons. An injector and a pump are provided for feeding the boiler. The wheels are of the disc pattern, and of teak with iron rims, the rear or driving wheels being 4 feet in diameter by 3 inches in width ; the single steering wheel is 2 feet 6 inches in diameter and the same width. The weight of this steam-carriage, with supplies of coal and water for a run, is 45 cwt. There are two seats in front, placed crossways and one behind the other, and suitable accommodation for the engine and boiler attendant is provided at the rear. Although of only three years more recent date than that just described, owing to its having been treated with reasonable care, this carriage is still in perfect working order, and has just lately made several successful runs. Mackenzie's Steam Road Carriage. A close steam-carriage built in the same year as the above, by H. A. O. Mackenzie, was mounted upon three wheels, and had an engine with two cylinders of the vertical type, the diameters of which were 3! inches, and which had 4^ inches stroke, an ordinary link re- versing gear being provided. Two toothed wheels of different diameters were so arranged that either of them could be caused to engage or mesh with one or other of two spur or toothed wheels upon a second motion shaft EARLY STEAM ROAD CARRIAGES. 43 having at its centre a compensating gear, and at each end suitable chain or sprocket wheels, whereon, and upon toothed rings upon the road wheels, ran two pitch or driving chains, the speed of the engine as compared with that of the road wheels being either as 6 to I or as 13 to I, in accordance with the wheels in gear at the time. The higher degree of speed enabled the carriage to travel at the rate of from 10 to 12 miles an hour. Intermediate speeds were obtained by the regulation of the engine, and steam was provided for working the latter from a boiler of the Field type, 4 feet high by 2 feet in diameter, and having about 34 square feet of heating surface and 1.76 feet of grate surface, working at a pressure of 135 Ibs. per square inch, and which boiler was fed by an injector from a water-tank fitted with a suitable strainer. A cast-iron receptacle was provided at the bottom of the chimney into which the exhaust steam was delivered, and from the centre of which it issued up the said chimney, and a blast valve was also used, and was, when the road surface was such as not to require a powerful blast, kept only slightly open. This valve acted as a variable blast, admitting of the back pressure in the cylinders being reduced when required. The chain wheels were fitted with teeth which admitted of adjustments being made for wear, and radius rods connected to the chain pinion bearings and to the axle were provided for maintaining the proper distance between the said chain wheels. One of the axles, viz., that carrying the two wheels, was bent to take in the boiler. The wheels were the ordinary type of wooden carriage wheels with the usual iron tyres, the drivers being 4 feet in diameter 44 MOTOR CARS. and fitted with lever brakes, and the single steering wheel 2 feet 6 inches, and connected by means of suitable rods with a steering pillar surmounted by a hand wheel. Blackburn's Steam Road Carriage. Blackburn's steam dog-cart, for which a patent was granted in 1877, was fitted with a torpedo engine. Steam was supplied by a boiler composed of coils of tubes, petroleum fuel being employed, and the fire blown up by a blast from a fan or blower worked by the engine. The exhaust steam was condensed in an air condenser, wherein it was delivered into a large number of tubes located round the circumference of a fan or blower in such a manner as to be constantly subjected to the cooling action of a powerful current of air. Thompson's Road Steamer. Thompson, of Aberdeen, designed a type of traction engine known as a road steamer, several of which were run for many years on a number of the trunk roads of Northern India, working regular services of trains for both goods and passengers. The provision of narrow gauge railways, however, rendered this method of transporting goods and pas- sengers unnecessary, and their use was consequently discontinued. Thompson was the first to apply indiarubber tyres to the wheels of road locomotives. CHAPTER III. RECENT EXAMPLES OF STEAM ROAD CARRIAGES. COMING now to steam-carriages of more recent date, we may take as fair examples of what has been done in this direction, those of Serpollet, Le Blant, De Dion & Bouton, Hartley, Thornycroft, Simonds, and Sautenard, the two latter of which are of the steam velocipede class. The advantages of the steam-engine have been already alluded to, and will be easily understood when it is remembered that it affords a very large capacity of regulation of power, is capable of being readily fitted with reversing gear, is easily managed, and can be stopped or started on the instant, and without the slightest difficulty ; and as water and fuel are practically everywhere obtainable, is therefore adapted for universal use. As against these obvious advantages must be placed the objection that the working medium, i.e., steam, has to be produced on the road, thereby necessitating the use of a heavy, cumbrous, and more or less bulky boiler or generator. It is in this generator indeed that the great obstacle to the satisfactory use of steam lies. The steam- engine itself can be readily made extremely light, and 46 MOTOR CARS. yet be thoroughly efficient, but the construction of a boiler or steam generator of the requisite power and of sufficient lightness is a problem the solution of which is beset with much difficulty. The flashing boiler, with its instantaneous generation, ceases to make steam on the stoppage of the engine and feed pump, is very safe, and possesses many other advan- tages for the purpose in question ; but on the other hand, the reserve of thermal energy is very small, and is soon exhausted when drawn upon, thus making but little provision for emergencies. The tubes and their casing also are very heavy, and the said tubes, moreover, are rapidly destroyed by the great heat to which they are naturally exposed. On the other hand, again, the high pressure boiler, whether of the water-tube or other type, whilst affording great power, continues to make steam during a temporary stoppage, and consequently gives rise to blowing off and waste, a defect which, however, could be considerably modi- fied by the provision of some arrangement for arresting the combustion or radiant heat upon the stoppage of the carriage. Serpollet's Steam Road Carriage. The first of the more recent types of steam road carnages, to be noticed in point of efficiency, is that fitted with the Serpollet generator and motor, the former of which has proved itself fairly adapted for the purpose in question, enabling as it does a pressure of from 15 to 20 atmospheres to be easily maintained by the simple injection into the series of tubes of which it is composed of a continuous stream of water, RECENT STEAM ROAD CARRIAGES. 47 the said pressure being capable of being temporarily raised still higher, upon any emergency, arising, by simply increasing the amount of the said feed. Messrs Serpollet have been for a considerable time past experimenting in steam-carriages, and have pro- duced some very efficient machines, one of their latest types being illustrated in the longitudinal sectional diagramatical view (Fig. 5). In this view, M indi- cates the motor, which is located forward beneath FIG. 5. Serpollet's Steam Road Carriage. the floor of the carriage, where it is enclosed so as to completely protect it from dirt and injury ; G is the boiler or generator, which is situated at the rear, and is supplied with feed-water from the feed-water tank E, placed, as shown in the illustration, beneath the main seat of the carriage ; R is one of the rear or driving wheels, which is connected to the motor shaft through chain or sprocket wheels and pitch chain C, and toothed gearing, as described later ; B is the foot lever for operating the brake mechanism ; L is the 48 MOTOR CARS. starting and stopping lever ; and D is the steering gear. The motor M has two cylinders, and a Stevenson link reversing gear is provided. The steam is admitted during 70 per cent, of the stroke. The connecting rods are coupled to a cranked shaft carrying a pinion, which latter gears or meshes with a second toothed wheel or pinion mounted upon another shaft, at the ends of which are fixed the chain or sprocket wheels, which communicate motion to the driving wheels through the pitch chains c, and other chain or sprocket wheels of larger diameters formed on the wheel hubs. The motor also drives the feed pump, which has a cylinder .98 inch in diameter and .79 inch stroke. The lubrication of the engine is provided for by a very efficient automatic arrangement, which renders the necessity for any frequent examination and lubri- cation of the working parts thereof when travelling unnecessary. The generator, which is placed at the rear, and enclosed in a suitable casing, as shown in Fig. 5, is, however, the most important part of the machinery, and it is by the particular form and disposition of tubes used in this generator that the Serpollet carriage has succeeded in producing such favourable results. The principle upon which it operates, which is that of flashing the feed-water into steam, is not new, and is identical with that of boilers designed by Payne (Brit. Pat. No. 555, of 1736), Howard, Parks, and others many years ago, and with that of the well-known little engine and generator, known as the Tyson Vase engine, which has been in use for many years in the United States and elsewhere by dentists and others requiring small power. RECENT STEAM ROAD CARRIAGES. 49 The main novel feature of the Serpollet generator is the peculiar form of the tubes in transverse section, which, as also their arrangement in the boiler, will be apparent from the transverse and longitudinal sections (Figs. 6 and 7), which represent a generator of the latest type. The tubes, it will be seen, are not circu- FIG. 6. Serpollet Steam Generator (Transverse Section). lar, but are so formed as to have one concave side, which, however, does not extend quite to their ends, these latter being left circular for convenience of attachment thereto of the return bends or heads. The tubes are of thick steel, solid drawn and weldless, and are stamped after drawing, so as to produce the desired concavity. In the boiler illustrated the tubes are of D 50 MOTOR CARS. the smallest section made, viz , 2.48 inches, and the second row from the bottom one is placed at a dis- tance therefrom of .98 inch, this clearance being gradually reduced until that between the last but one from the top tube and the latter is only .71 inch. The set of tubes weighs about 3^ cwts. The FIG. 7. Serpollet Steam Generator (Longitudinal Section). height of the boiler is 37.40 inches, and its largest diameter is 31.50 inches. The grate-bars are 14.57 inches in diameter, and the total heating surface is 26.9 square feet. The fuel reservoir or bunker is located in front of the generator, and the fuel is fed therefrom to the grate automatically. Inside the boiler casing is placed a lining of fire- RECENT STEAM ROAD CARRIAGES. 51 bricks or other refractory material, and to still further prevent the radiation, and the loss of heat resultant therefrom, there is also a layer of silicate cotton or slag wool. This latter material is also employed to jacket the chimney for a certain portion of its length. A fire-door is provided, as also another door or man- hole, through which the outside of the tubes can be cleaned. Water is injected into the boiler at the base near the fire-grate, where it is practically instantly con- verted or flashed into steam, the latter becoming superheated as it passes through the upper rows of tubes, and being finally removed by the steam pipe leading to the motor. The boiler shown in the illustrations is, as already mentioned, fitted with the smallest sizes of these tubes made, which are 2.48 inches external diameter and .39 inch in thickness, weighing 8.9 Ibs., and containing 1.3 oz. of water per foot run. This great disparity between the weight of the tubes and the water they contain admits of sufficient heat becoming accumu- lated in the metal to allow for certain temporary variations taking place in the temperature of the fire, without any marked falling off of efficiency in action, a most valuable property for the duty in question. The gases generated by combustion are very fully utilised, and the boiler is tolerably economical in fuel consumption. It has been found by repeated experi- ment that any traces of incrustation that may become deposited in the tubes can be easily got rid of by blowing the boiler off suddenly when under full steam. These steel tubes, which really form the generator, are tested to 200 atmospheres, and the working pres- 52 MOTOR CARS. sure is 350 Ibs. It will be seen, therefore, that the boiler is practically inexplosive. In the most recent arrangements petroleum is em- ployed as fuel instead of coke. The ordinary lamp petroleum is used, and the burner is of the Longuemarre type, a brief description and an illustration of one form of which will be found on page 88. The petroleum is admitted at the bottom of the burner, from whence it is forced up through a spiral tube, wherein it becomes volatilised under the action of the heat of the flames, and passing down to the bottom of the burner is cleared of any impurities by a metallic filter. The vapour next passes into a chamber, from which it is transferred through small apertures into a second chamber, wherein are located eight jets, from which the said vapour issues and burns with an intense flame, which spreads out so as to cover the entire area of the funnel constituted by the spiral tubes and the space above it, in which is the generator. The burner is started in the usual manner with a little methylated spirit. The machinery can be started in from eight to twelve minutes from the time of lighting the burner. The method of steering used in the Serpollet carriage is that which has been lately devised by M. Jeantaud, and which consists essentially in the em- ployment of a fixed fore axle placed parallel to the rear or driving axle, and terminating at each end in a fork. In each of these forks is placed a T-piece con- structed with bearings, and having an extension or journal to carry the wheel, as shown in Figs. 8 and 9. Consequently this arrangement admits of the wheels moving freely in a horizontal direction. The long RECENT STEAM ROAD CARRIAGES. 53 arm of each of these T-pieces forms a lever, and a connecting rod maintains these levers constantly at a fixed distance apart, and therefore the wheels parallel to one another. Any movements transmitted to this connecting rod will be transferred to the wheels through the levers, which latter will, however, pass through different angles when shifted. This steer- ing gear enables the carnage to be turned very easily, and with a short radius. On the other hand, however, it is open to the objection that the steersman would apparently be liable to sustain violent shocks when passing over rough or uneven surfaces. FIG. 8. Jeantaud Steering Gear FIG. 9. Jeantaud Steering (Plan). 'Gear (Side View). The carriage illustrated in Fig. 7 weighs about 13 cwt. 3 qrs. when empty, and about 17 cwt. 3 qrs. when loaded. The speed attainable with four passengers is from 9 to 15 miles or even 22 miles per hour on a moderate grade. The consumption of coke is about 35 Ibs. per mile, and the cost of lubricating oil from \ to I centime, the above figures being deduced from observations made on trial runs of about 200 miles. Le Slant's Steam Road Carriage. Figs. 10 and n are diagrams representing respec- tively in plan and side elevation a Le Blant steam- 54 MOTOR CARS. carriage, suitable for the delivery of goods from exten- sive establishments, and adapted to meet the require- ments of French customers, who demand a strong and FIG. 10. Le Blant's Steam Road Carriage (Plan). easily managed vehicle, capable of passing through the narrowest streets and up the steepest inclines to be met with, having a closed compartment of, at the IT FIG. ii. Le Blant's Steam Road Carriage (Side Elevation). very least, 65 cubic feet capacity, and able to carry a minimum load of ij ton. Mr Le Blant is one of those who has taken what is in all probability the right view of the value of motor RECENT STEAM ROAD CARRIAGES. 55 cars, viz., that their chief mission will be found to be for comparatively heavy work such as omnibuses, and diligences for passengers, and goods waggons for use in town and country. Therefore whilst having de- voted some attention to the construction of brakes and other pleasure carriages, his main object has been to produce an efficient vehicle of the type shown in the illustrations, and also of large motor cars capable of drawing heavy trailing cars. The vehicle shown in the sketches is built of iron, except the wheels, which are of wood. The frame is of channel irons stiffened with cross-bracings, the latter also of channel sections and 4 inches deep, with a flange 2 inches in width. The wheels, which are as above mentioned of wood, have crossed spokes, as shown in Fig. 12, and are mounted to revolve upon the bearings of a fixed axle. In some later built carriages, however, owing to the trouble experienced with wheels con- structed of wood, the inventor has substituted ones made of iron and steel. The engine, which has three cylinders, each 3.94 inches in diameter, is secured to a frame of channel and angle irons, the crosshead guides being made of a special quality of cast-iron having a considerable degree of elasticity. Steam is admitted during four- fifths of the stroke, which latter is of 4.32 inches in length, and the engine can be run at any speed up to one of 700 revolutions per minute, one of 250 revolu- tions corresponding to a rate of 1 1 miles an hour. 56 MOTOR CARS. The cranks are placed at an angle of 120 degrees, and a pinion on the crank shaft gears with the crown wheel of a differential motion fitted on an intermediate shaft. Power is transmitted to the driving wheels by chain or sprocket wheels and pitch chains. The steam generator employed is one of the Ser- pollet type, which has already been described. The disposition of the mechanism will be apparent from the drawings, wherein it will be seen that in order to ensure as much adhesion as possible, the engine and boiler, as also the fuel and water compart- ments, are located over the rear or driving axle. The compartment for the goods, which has a capacity of 141 cubic feet, is separated from the boiler by the feed-water reservoir, and any overheating of the said compartment owing to its propinquity to the boiler is thus avoided. Within easy reach of the conductor or driver, who sits in front, are the injection pump lever, which acts as a speed regulator, the steering wheel, the operating wheel of a screw brake, and two pedals, the one con- trolling the amount of feed, and the other a strap brake passing round a drum on the axle. A pressure gauge, placed in front enables the said driver to ascertain at a glance the steam pressure available. The stoker or fireman, who is located in the rear, looks after the stoking of the boiler, the variable exhaust, and a hand oil-pump for lubricating the slide valves. The steering mechanism consists of an ordinary fore carriage, the turning ring of which carries a circular rack with which gears or meshes a pinion upon the lower extremity of the steering wheel spindle or pillar. The teeth of this rack and pinion are of a special form, which has been patented. RECENT STEAM ROAD CARRIAGES. 57 De Dion & Bouton's Steam Road Carriage. The latest type of the DC Dion & Bouton motor car is in reality a small road locomotive, which is intended to be coupled to and draw a trailing vehicle, and in fact to take the place of a horse. It is somewhat inaptly styled by the inventors a steam bogie. Owing to the purpose for which it is intended, this motor car, when viewed by itself, gives the impression of being unnecessarily heavy and unwieldy in construction, which, however, is not really the case considering the duty it is required to perform. A motor of the De Dion & Bouton type performed FIG. 13. De Dion & Bouton Steam Road Car (Plan). FIG. 14. De Dion & Bouton Steam Road Car (Side Elevation). good work coupled to a four-seated victoria, in the Petit Journal competition of 1894. This machine has a horizontal frame formed of bars V-shaped in trans- verse section and 2 inches in depth, which frame is supported on the axles through coach springs, and carries the boiler, feed-water tank, fuel store, and engine. The disposition of the various parts is shown in the diagrams Figs. 13 and 14, which represent respectively a plan and a side elevation of the vehicle. The fuel store, it will be seen, almost entirely surrounds the boiler, and the chimney dips downwards and is carried 5 MOTOR CARS. back beneath the car, discharging to the rear, as shown in Fig. 14. The frame is mounted upon four wheels, the rear pair, which are considerably smaller, being used for steering, and controlled by an arrangement of cranks, on the Jeantaud principle, as shown in Fig. 13. The engine, which is placed on the carriage below the platform, is of the compound type, the small or high pressure cylinder being 4.72 inches in diameter, and the large or low pressure cylinder 7.08 inches, the stroke of both pistons being 5.11 inches. An FIG. 15. De Dion & Bouton Transmission Gear (Sectional Elevation). intermediate receiver is provided between the two cylinders, and continuous lubrication is ensured by the provision of an automatic oiling device. When desired the full steam pressure can be admitted to both cylinders, and the engine worked as a double cylinder high pressure one. This engine, which is calculated to develop 20 horse-power, is coupled to an intermediate shaft, which shaft carries a pinion gearing or meshing with a toothed wheel on the driving axle or shaft, which latter is connected with the wheels in a special manner, the ratio of gearing RECENT STEAM ROAD CARRIAGES. 59 being 2. 8 1, and the running speed, to drive the car at a rate of 12.5 miles an hour, being 300 revolutions per minute. A special feature in this motor is the manner in which the power is transmitted to the rims of the driving wheels, as shown in Figs. 15, 16, and 17. The object of this arrangement is to avoid the strain that is ordinarily exerted on the spokes, and thereby to prolong their lives. As will be seen from the above- mentioned illustrations, which are drawn to a much larger scale than Figs. 13 and 14, the axle, or what FIG. 17. FIG. 16. De Dion & Bouton Transmission Gear (Side View and Vertical Section through Wheel). may rather be more accurately called a supplementary axle, is bent and carries an axle-box at each extremity, on the top of which boxes are placed the springs supporting the frame of the vehicle. Each of these boxes supports one end of a sleeve carrying a wheel on the other end, which sleeve is traversed by a por- tion of the motion or driving shaft, which is articulated as shown, and which forms the real axle of the wheels. On each end of this articulated shaft, which projects a suitable distance beyond the nave or boss of the wheel, is secured a block or piece having four arms jointed 6o MOTOR CARS. or connected to the rim or felloe of the said wheel. This arrangement is said to greatly reduce the wear on the wheels, and also, by reason of the elasticity of the driving arms, to obviate or greatly reduce the shocks otherwise experienced when passing over rough uneven surfaces. The boiler or steam generator for supplying steam for working the engine is one of a special type, which is claimed to possess very great steam-making capacity for comparatively small weight and dimen- FiG. 18. De Dion & Bouton Steam Generator (Sectional View). sions, thereby being rendered very suitable for the purpose in question. A recent type of this boiler is clearly shown in Fig. 1 8, from which it will be seen that it consists of two rings or annular casings placed concentrically, and connected together by large numbers of inclined radiating tubes, that shown having some 816 in all, divided into twenty-one rows, twenty of which rows have forty tubes each. Those portions of the rings situated above the water-level form the steam space of the boiler, the steam being taken from the upper end RECENT STEAM ROAD CARRIAGES. 6l of the internal ring, and a circular diaphragm or baffle being used to prevent any water passing over with it. The upper and lower ends of the two concentric rings are closed by means of circular plates held firmly together by bolts passing through the steam and water spaces ; these plates can be thus easily removed, and access had to the said interior spaces for cleansing purposes. The grate is, it will be seen, situated at about a level with the bottom of the outermost con- centric tube or annular casing, with the ash-pit below it. A light casing surrounds the portion of the inner ring projecting above the outer one, from the top of which casing the chimney is taken and dips downward as shown, a soot door being provided for cleaning purposes. The fuel is introduced at the middle of the central ring or annular casing, the aperture being normally closed by a sheet-iron cover. It will be seen that the hot gases from the furnace play upon the surfaces of the concentric rings or annular casings and round the inclined radiating tubes, which afford a very large heating surface, finally passing away through the chimney, which, as shown in Fig. 14, is so bent as to discharge beneath and at the rear of the vehicle. A re-heater is provided at the side of the fire-box, consisting of a flattened and bent steel tube, protected from direct contact with the flames by a cast-iron shield. The boiler shown in Fig. 18 has a fire-grate 13.4 inches in diameter, and the diameter of the inner ring is only 6 inches ; the tubes are copper, .39 inch internal diameter, .12 inch in thickness, and 4.40 inches in length ; the heating surface of the boiler is 24 square feet, the grate surface 2 square feet, and the 62 MOTOR CARS. total weight 530 Ibs. The ordinary working pressure is one of 9 atmospheres. Boilers of this type are guaranteed by the inventor to evaporate from 4.5 to 6 Ibs. of dry steam per square foot of heating surface, and from 7 to 8 Ibs. per pound of coal, with natural draught. Trials recently conducted by a French firm of high repute (Sautter, Harle, et Cie.) with a De Dion boiler having a heating surface of 64.5 square feet, a grate surface of under 3 square feet, and weighing 1,430 Ibs. when empty, gave a production of 550 Ibs. of steam for a consumption of 88 Ibs. of coal per hour. Although undoubtedly a very efficient steam gene- rator, the De Dion boiler is open to some objection, by reason of its great delicacy of construction. To ensure safety it would require careful handling by a skilled attendant, and most decidedly is not a boiler to be entrusted to the charge of an inexperienced person. The weight of the De Dion & Bouton road loco- motive, shown in Figs. 13 and 14, in working order is 2 tons, and it is stated to be capable of drawing a load of 2\ tons at a rate of 20 miles an hour on a level surface. It carries a supply of coke sufficient for a run of 60 miles, and water for 25 miles, the storage tanks for the latter being located beneath the seat. Hartley's Steam Road Carriage. The Hartley steam-carriage is fitted with a two- cylinder rotary steam-engine, the engine valve gear being operated by an eccentric. The steam is gene- rated in a boiler 16 inches in diameter by 20 inches in RECENT STEAM ROAD CARRIAGES. 63 height, mounted on the fore part of the carriage. The carriage is mounted upon 36-inch front and 44- inch rear wheels fitted with pneumatic tyres, and running on ball bearings. The weight of this carriage complete, with engine, boiler, and machinery, is about 6| cwt. Thorny croft's Steam Road Carriage or Van. The Thornycroft steam-carriage, which is shown in Fig. 19, is of the four-wheeled van type adapted for the transportation of goods, having an available floor space for the latter of about 25 square feet, and capable of carrying a load of I ton. The vehicle measures 1 1 feet over all, and of this 4 feet 6 inches are devoted to the boiler and machinery, and when in full working order, including fuel, and sufficient water for a 2O-mile run, as also the driver, weighs I ton 15 cwt. Unladen, its weight is about I ton 10 cwt, of which about I ton 2 cwt. is supported on the driving wheels. Motive power is supplied by a double compound condensing engine, the cylinders being 2 inches and 4 inches diameter respectively, by 3 inches stroke for both, and they are so arranged that live steam can also be admitted to the low pressure cylinder for hill climbing. The engine is geared through chain or sprocket wheels and pitch chains in the ratio of 9 to I to the road driving wheels, which in this case are the front pair. A large sized skew-toothed pinion meshes with the corresponding teeth of the rim of a wheel carrying the compensating gear, which wheel is carried by the two inner ends of the second motion shafts, which carry at their outer ends the chain wheels com- 6 4 MOTOR CARS. municating motion to the driving wheels. The chain or sprocket wheels are fixed as shown to the backs of the naves of the driving or road wheels. The bear- ings carrying the intermediate shaft are connected by radius bars to the main axle, so as to maintain the proper distance between the two sets of chain wheels, and at the same time allow free play of the springs by which the van is carried. FIG. 19. Thornycroft's Steam Van. The rear pair of wheels are of smaller diameter and form the steering wheels, their manipulation being effected by a hand wheel on a vertical spindle, carrying at its lower end a worm gearing with a wheel 8 inches in diameter to which is connected a chain wheel. A horizontal turning wheel on the locking shaft steering wheels is connected by an ordinary link RECENT STEAM ROAD CARRIAGES. 65 chain to the chain wheel upon the lower end of the steering pillar. The boiler used for the generation of steam is one of the well-known Thornycroft water-tube launch type, having 50 square feet of heating surface, and 2-J square feet of grate, and hollow fire-bars through which a circulation of water is maintained, and in which steam can be raised in about fifteen minutes, coke being used as fuel. The condenser is located as shown in the roof of the van, and has a surface of about 1 30 feet, the tubes being of thin copper and of a diameter of half an inch, and connected in groups to short lengths of if-inch tubes secured together by long bolts. This con- denser affords a cooling capacity sufficient for the condensation of all the steam that would be used by the engine at ordinary rates of working. When fully loaded this steam van is said to be capable of ascending a gradient of I in 10. The ordinary rate of speed is intended to be from 6 to 7 miles an hour, but the vehicle can easily be caused, if desired, to travel at 9 miles an hour on level roads. This steam-carriage is said to have given very favourable results during a recent series of very severe trials. On a late occasion the van, with a load of over 10 cwt., was run from Chiswick to Windsor Castle, a distance of 20 miles, and back again, no stoppage either way being found necessary for adjust- ment or other purpose, and the castle hill being sur- mounted with ease. The time occupied in the single journey one way was 2 f hours, and 90 Ibs. of coal and coke mixed in equal bulk was consumed in making the run. E 66 MOTOR CARS. Simonds' Steam- Carriage. The steam-carriage designed and built a couple of years ago by C. L. Simonds is of the velocipede or cycle type, being a quadricycle or tetracycle with bicycle wheels and light body or frame. The engine employed to propel it has two cylinders, the driving cranks being set at 90, and the rear axle driven by a sprocket wheel and chain. Steam for the engine is supplied by a porcupine boiler having 28 square feet of heating surface, and adapted to work at a pressure of 100 Ibs. per square inch. Naphtha is used as fuel, provision being made for carrying a sufficient supply for a run of 100 miles. Five burners are provided beneath the boiler, one or more of which can be used as may be desired, and an air pump driven by the engine blows a blast of air through the naphtha. The exhaust steam is first passed through a feed-water heater, and is subse- quently delivered to the naphtha flame, where it acts to deaden the noise of the latter. A boiler feed-pump is also worked by the engine. The total weight of the machine is about 4 cwt, and it is adapted to carry two passengers, with which complement it is said to be able to surmount reason- ably steep ascending gradients with ease, and to be capable of sustaining a speed of 10 miles an hour on the level. Sautenard's Steam Road Carriage. The Sautenard steam road carriage is likewise a vehicle of the cycle or velocipede type, and is a still lighter machine than the steam tricycle just described. RECENT STEAM ROAD CARRIAGES. 67 It is driven by a small tandem engine, so arranged that steam can be admitted to either one or both cylinders according to the state of the road surface being passed over, gradient to be surmounted, &c. The driving wheels are driven by chain gearing, and three different speeds are provided. The boiler for raising steam, which is located at the front part of the machine, is of a tubular type, which, it is claimed by the makers, is practically inexplosible. It has a heating surface of about loj square feet, and is fired by two petroleum blasts. Sufficient storage capacity is provided to enable a supply of oil or petro- leum essence for a journey of a duration of four hours, and of feed-water for covering a distance of about 22 miles, to be carried. The vehicle is fitted with a steam brake, and the wheels have pneumatic tyres. The carriage and machinery weighs when in working trim considerably under 3 cwt, and is capable of carrying two pas- sengers. The speed attainable varies from 5 to 12 miles per hour, according to the state of the road surface, gradient, Sac. ' CHAPTER IV. INTERNAL COMBUSTION OR EXPLOSIVE ENGINE CARRIAGES. ALTHOUGH it cannot be denied that at certain recent trials, motor carnages, fitted with oil engines as motive power, attained the best results, it must not therefore be supposed that finality has been approached, much less reached, or that the present horseless carriages any more represent those of the future than the u Rocket" of 1829 did one of the express locomotives of the present day. It is quite true, of course, that the road locomotive is not a thing of yesterday, but one now venerable by its antiquity, and older than the railway locomotive, but various combinations of circumstances have hitherto prevented the development and perfection of those types suitable for effecting a comparatively rapid transit of goods and passengers. To return to the subject of oil motors, the author, from a careful investigation, and after considering the matter from every point of view, cannot but think that those who look upon them as the ideal source of energy for motor carriages will find themselves greatly mis- taken. The objections to the use of motors of this type have been already lightly touched upon. Any engineer INTERNAL COMBUSTION ENGINE CARRIAGES. 69 who has ever had anything to do with internal com- bustion or explosive engines knows what uncertain machines they are to deal with, and how, even when in the hands of skilful men thoroughly accustomed to all their peculiarities, they will occasionally refuse to start, and that for no detectable or even assignable reason. Half an hour, or perhaps more, now and then spent in the not interesting or profitable occupation of turning the fly-wheel of such an engine when used for stationary driving purposes creates undoubtedly much annoyance, and also occasions, if often repeated, a considerable loss ; but it has come to be looked upon as one of the inseparable inconveniences and drawbacks of this and of all other types of gas motors or explosive engines, and to be accordingly duly taken into account when making an estimate of their value. In the case of a road vehicle, however, this uncer- tainty of starting, even in the hands of the most skilful, assumes much more grave importance, for what is here wanted is obviously an engine that can, when once ready, be practically instantly, and whenever desired, stopped or started, or reversed. Another most objec- tionable feature in oil or other explosive engines is the liability of the various passages to become choked up with deposit to the extent of causing frequent failure in action, and giving rise to much inconvenience. For this reason, all pipes, passages, or ways should be made of ample area. Explosive engines, moreover, are subject to the well-known conditions that the speed must be nearly constant, whilst a motor for vehicular propulsion should be capable of fine graduations of speed from practically nothing up to its full rate of travel, and 70 MOTOR CARS. not be entirely, or almost entirely, dependent upon a set of more or less complicated change wheels and gear for effecting one or two alterations of speed. Moreover, lastly, but not by any means least, the waste products of internal combustion or explosive engines are more offensive than those emanating from a steam generator wherein proper arrangements are made for combustion, and where no escape of steam from engine or boiler need be allowed into the atmo- sphere. All the present combustion or explosive engines that have been seen by the writer throw off a foul, evil-smelling, and poisonous, smoky vapour (car- bonic oxide), which would render their presence in any considerable numbers in the streets of ;i town an intolerable nuisance, and one too in every case con- stant, for the oil motor must be kept running in the streets, no matter whether the vehicle to which it is applied be moving or stationary. The spirit engines using light oils, petroleum spirit, benzol, &c., are, of course, far less offensive in this respect than the motors employing the heavy oils, but are still a very long way from being immaculate, and, moreover, the present state of the law in this country precludes the use of the former. In support of the above statement, attention may here be especially drawn to that part of the report of the engineers in charge of the tests carried out in connection with the Chicago trials of motor cars, in which they say : " Nearly all the single cycle motors burn a great deal of fuel, caused generally by the improper combustion of the gases. This is the case with the Lewis and the Haynes cars. Whilst these cars were being tested the exhaust gas was so charged INTERNAL COMBUSTION ENGINE CARRIAGES. 7 1 with unconsumed carbon that it was found necessary to have a special exhaust pipe and fume blast to convey the fumes from the testing-room." Something might be done certainly to prevent the occurrence of this nuisance in an aggravated form, by treating the waste gases in a condenser. All things considered, however, it seems very doubtful that oil engines, though they undoubtedly have their mission, will be largely used as a source of energy in the coming motor cars, but rather that the proper pro- vince of petroleum will be found to be as fuel for the generation of steam. As examples of internal combustion or explosive engines and motor carriages in the market, the fol- lowing may be taken as fairly representative of the most successful types, viz. : Those of De La Vergne, Lewis, Panhard-Levassor, Daimler, Peugeot, Arnold, Benz, Lutzmann, Petter, Hill & Boll, Roger, Hertel, Haynes, Sintz, Mueller, the Duryea, Bollee, Penning- ton, Kane-Pennington, Roots, Roots-Venable, and the Britannia Company (Gibbon's patent). Whilst amongst the very numerous other types of combus- tion or explosive engines and motor carriages, which space does not admit of going into any lengthened description of, some mention may be made of the fol- lowing : The Pygmee, the Gnome (Seck's), Lepape's, Tenting's, Loyal's, the Gladiator (Darracq's), Dawson's, Maxim's, and Riotte's. De La Vergne's Oil Engine Road Carriages. The De La Vergne motor carriages (built by the De La Vergne Refrigerating Company) are made in 72 MOTOR CARS. various sizes and of different types. Taking as an example a four-wheeled vehicle to seat two persons, it is fitted with a 4 horse-power gasoline engine, the cylinder and jacket of which is cast in one piece, and which is set to run at a speed of from 350 to 400 revolutions per minute. The exhaust is delivered into a muffler or exhaust box, by which the noise that would be otherwise made by it in escaping is more or less stifled or deadened. The unconsumed gas, more- over, passes into a condenser, whereby it is claimed to be disposed of without giving rise to unpleasant odours. Electric ignition of the explosive mixture is em- ployed. The tank and exploding or ignition battery are located beneath the front seat, and the tank is capable of containing a sufficient supply of gasoline to last for three days. The engine and gearing are mounted on an iron frame, and are completely self-contained, so that the labour of fitting them in place in the carriage is con- siderably simplified. The total weight of the machi- nery is approximately 2 cwt. 3 qrs. About 3 Ibs. of water are required per hour for cooling purposes in the cylinder jacket. The power is communicated from the motor shaft to the driving wheel axle by means of sprocket wheels and pitch chains. The total weight of this carriage, including the above machinery, is about 9 cwt. Lewis' Oil Engine Road Carriage. The Lewis motor carriage is a single-seated four- wheeled vehicle, adapted to carry two persons. It is fitted with a 2 horse-power gasoline engine of a type invented by G. W. Lewis, which engine is exten- INTERNAL COMBUSTION ENGINE CARRIAGES. 73 sively used on launches and for other purposes. The motor consists of a single cylinder arranged vertically in a casing situated at the rear of the seat, electric ignition of the charges is used, and the electric current necessary for generating the igniting spark are pro- vided by a small generator and battery. The gasoline tank and the reservoir for the cooling water are placed at the front of the frame, taking the place of the usual dash-board, the former holding sufficient for a run of 100 miles, and the latter 6 gallons. The intermediate or sprocket wheel shaft is driven from the engine shaft by friction gear of raw hide, and is therefore perfectly noiseless in operation, both slow and high speed being provided, and the said speed being capable of being altered without interfering with the speed of the engine, which latter runs at from 300 to 500 revolutions per minute. Motion is transmitted from the intermediate or sprocket wheel shaft to the driving wheels by means of pitch chains, the proper distance between the said intermediate sprocket wheel shaft and the rear wheel axle being maintained by means of braces, which latter are adjustable as to length, thereby admitting of the tension of the driving chains being regulated. The rear or driving wheels are 3 feet 8 inches in diameter, and the front steering wheels 2 feet 8 inches in diameter, and they are all constructed of wood with iron inner tyres and heavy solid rubber outer tyres or treads. The wheels are mounted in roller bearings of a special design, the fore or steering wheels having pivoted hubs, from which rods lead to a central ver- tical steering post or pillar, having a tiller or lever handle. 74 MOTOR CARS. The weight of the above carriage is about 1 1 cwt., and the cost of fuel is stated to be about Jd. per horse- power per hour. A double-seated carriage with the seats placed back to back, and capable of accommodating four passen- gers, has also been built by the same maker. This larger vehicle weighs about 13 cwt. 3 qrs., and is fitted with a 4 horse-power double cylinder engine, weighing about 4 cwt., and developing 6-brake horse-power. FIG. 20. Panhard-Levassor Road Motor Car (Side Elevation). Panhard-Levassor's (Daimler) Oil Engine Road Carriages. As having divided the first prize in the Paris-Rouen competition with the Peugeot motor carriage, the Panhard-Levassor, and also the former, are worthy of very considerable attention, as being about the most successful carriages of this type that have been con- structed up to the present time. INTERNAL COMBUSTION ENGINE CARRIAGES. 75 The running gear and body of the Panhard-Levassor carriage is illustrated in side elevation in Fig. 20, and Fig. 21 is a plan with the said body removed, from which it will be seen to consist of a frame mounted through suitable springs upon four wheels (shown in chain lines in the drawing), and supporting the motor mechanism, the said frame comprising both iron and wood members. The body of the carriage is, as shown in Fig. 19, arranged to seat four passengers, and is so secured, by means of four bolts, to the frame as to be both easily removable therefrom and to admit of FIG. 21. Panhard-Levassor Road Motor Car (Plan). ready access being had to the mechanism for cleaning or repairs. The wheels provided upon this vehicle are usually of wood with flat iron tyres, but those of some of the carriages are fitted with iron tyres pro- tected or cushioned with treads of indiarubber. The engine employed for the production of the required horse-power is a Daimler benzoline motor of 3.7 horse-power. It has two cylinders, each 2.95 inches in diameter by 4.72 inches stroke, having their axes in the same plane, but converging so as to form between 76 MOTOR CARS. them an angle of 15. The downward stroke of one of the pistons corresponds to the upward stroke of the other, only one crank being provided on the shaft, which crank is formed of two discs which also act as a fly-wheel, and is enclosed in a box or casing and lubricated by the superfluous cylinder lubrication. The principle upon which the Daimler oil motor works presents no novel features, the drawing in of the explosive mixture, the compression thereof, and the expulsion of the waste gases, being all carried out in a manner absolutely identical with that of the well-known " Otto cycle." The details of construc- tion, however, especially the automatic arrangement for supplying the charge of oil required to form, in combination with the proper proportion of air, the explosive mixture, are very simple and effective, and the engine on the whole is undoubtedly one of the best of its class that has been designed up to the present time. The main features of construction are as follows : The two cylinders are cast together, and the oil is conveyed to a suitable jet at a constant pressure, and vaporised at that point by the induced draught due to the suction action of the piston. The carburetted air passes into the cylinder freely through the admission valve until the piston reaches the ter- mination of its stroke. On the return stroke of the piston the compression to which the gas is subjected is regulated by means of the strength of spring em- ployed, and is generally between 42 and 56 Ibs. The explosion takes place directly after compression has been effected, and as the piston is starting on its forward stroke. On the return or inward stroke of the piston, a discharge valve located opposite and INTERNAL COMBUSTION ENGINE CARRIAGES. /7 below the gas inlet valve in a trunk at right angles to each of the cylinders is opened by a rod operated by a cam upon a small shaft rotating at half the speed of the main shaft, and therefore lifting the said valve at every other revolution. The cylinders, as also the trunks fitted with the inlet and outlet or exhaust valves, are cooled by a water circulation, and the connecting rods and crank discs are, as above mentioned, enclosed in an air-tight casing, by which they are effectively pro- tected from the access of dust and dirt or other foreign bodies. The shell or casing, moreover, being partly filled with the superfluous oil from the cylinders, ensures the perfect lubrication of the crank shaft, &c., and enables the high working speed of 700 revolutions per minute to be kept up without difficulty. The explosive mixture is fired or ignited by means of platinum tubes, which are maintained in a state of in- candescence by burners located beneath, which burners are supplied with spirit from the main reservoir when the latter is charged, and the contact is automatically effected by a reciprocating part of the engine. The carburator for supplying explosive mixture to the cylinders was primarily constructed with a float arrangement for cutting off a determined constant supply from the main body of the gasoline. The air which is drawn in by the motor passes through this body of spirit, and passes to the cylinder through a three-way cock, by which the proportion of air added to the carburated mixture can be regulated. A fine wire gauze screen is also provided to arrest any liquid particles that otherwise might be carried over with the gases. The cooling water for the cylinder jackets is stored 78 MOTOR CARS. in a tank containing about 8 gallons, and the circula- tion is maintained by means of a centrifugal pump driven by a friction disc upon the driving shaft, a condenser being provided beneath the carriage for cooling purposes. The engine runs normally, as already mentioned, at a speed of 700 revolutions per minute, but can be regulated by checking the exhaust so as to reduce the above within certain limits. A lever within easy reach of the driver admits of the shifting of the slide valve so as to modify the exhaust passage and slow down the engine. The motor is located in the fore part of the carriage, which would appear to be an objectionable arrange- ment, for two reasons, viz., first, that the advantage of having the weight of the mechanism over the driving wheels is thus lost ; and, secondly, that the disagree- able odours inseparable from the use of motors of this type would be far more apparent to the passengers than where the said motor is placed at the rear. So far, however, as efficiency is concerned, this position of the engine, which the designers consider to be the most advantageous possible, does not seem to be in any way detrimental. Rotary motion is transmitted from the crank shaft of the engine to a second or intermediate shaft placed in line therewith, through a friction clutch, thereby admitting of the motor being started without at the same time putting the shaft carrying the driving gear in motion, and thus allowing of the power being trans- ferred thereto slowly and without shock. This clutch consists of two parts, each comprising two cones mounted on the same axis, the outer one being at a INTERNAL COMBUSTION ENGINE CARRIAGES. /9 sharp angle and the inner one at an angle of 45, and resting through springs on the support of the outer cone. The driving gear admits of three different approxi- mate rates of speed being obtained, viz., 4, 8, and 12 miles per hour. This is effected by means of a sleeve mounted upon the transmission shaft, and whilst free to move laterally thereon, forced to rotate therewith by a key or feather, and which sleeve, moreover, carries three toothed or spur wheels gearing or meshing with one or other of a set of different toothed or spur wheels mounted upon another shaft placed parallel with the said transmission shaft. A lever (the central one of the three shown in the drawing) allows of the manipulation of the sliding sleeve by the driver, the mechanism being so arranged that no change from one rate of speed to another can be effected until the toothed wheels are thrown entirely out of gear, and the driving and intermediate shafts disconnected. The rotary motion of the driving shaft is transferred to the driving wheels by means of a bevel pinion gearing into bevel wheels mounted loosely upon a transverse intermediate or transmission motion shaft with an intermediate sleeve clutch, by moving which either to the right or to the left, by means of a suitable lever, the one or other of the bevel wheels can be caused to gear with the pinion, and the driving wheels be consequently moved to propel the vehicle in the one or other direction, through pitch chains which pass over grooved chain wheels on the rear axle, and over drums fixed on the extremities of the transverse shaft, the differential movement necessary to secure 80 MOTOR CARS. independent action of the driving wheels being on the rear axle. The rear axle in this carnage is fitted to revolve, being connected to the springs through axle boxes. The steering is on the Jeantaud divided axle system, which has been already described with reference to the Serpollet steam-carriage.* The lever for operating the three-way cock, and regulating the admission and density of the carburated air to the cylinders of the engine, is placed conveni- ently opposite the driver. The reversing lever is on his right, and next to it is situated the speed regulating lever, the brake lever being located, also on the right, immediately beside his seat. A strap brake, which can be operated by a pedal lever, is also provided, and an arrangement whereby upon either brake being thrown into action the driving gear will be at the same time automatically thrown out of action by the disconnection of the clutch. The weight of a carriage of the type shown in the illustrations, which is adapted to carry four passengers, is, when in working order, about 13 cwt. 3 qrs. A smaller carriage for two passengers only, but other- wise of the same type, weighs under similar conditions about 9 cwt. 3 qrs. The management of the carriage, when everything is in order, is simplicity itself, all that should be required for starting being to light the burners and rotate the motor a few times through a crank provided in front of the carriage. The admission of carburated air * See pages 52, 53 for description and illustration of the Jeantaud steering gear. INTERNAL COMBUSTION ENGINE CARRIAGES. 8 1 having been then regulated, the machine will be ready to start in five minutes. A stoppage will have to be made after every three or four hours run to inspect the mechanism, which, however, can be easily done, as it is enclosed in a box fitted with movable shutters admitting of easy access being had thereto on all sides ; and also to renew the water for cooling the cylinders. When stopping for any length of time the supply of carburated air must be cut off and the burners extinguished, and a small amount of petroleum should be inserted into each cylinder to prevent them from fouling. The cost of working has been variously given. The consumption at the trials made in 1894 was estimated to be under a quart of spirit for every 7 miles travelled, and the cooling water used at about 2 gallons per hour. The makers state that the cost of running an average vehicle is not above one penny per mile. In the later types of Panhard-Levassor carriages, similar to the one which made the best time in the race from Paris to Bordeaux and back, certain modifi- cations have been introduced. The improved two-seated carriage weighs about 12 cwt. i qr., and is fitted with a 3 horse-power nominal motor. The driving gear gives speeds of 4^, 10, and 15 J miles per hour. The four-seated carriage has also a 3 horse-power nominal engine, but this carriage is only adapted to travel at speeds of 3f, 7^, and 15 miles per hour. The cylinders are, in both these later types of engines, placed parallel to each other, and the length of the strokes is increased to 5.5 1 inches. The engines F 82 MOTOR CARS. run at the high speed of 800 revolutions per minute, and they are each capable of developing 4 horse-power actual, and only weigh I cwt. 2\ qrs. Important modifications have been likewise made in the carburator,* which is fitted with an automatic regulator. Two chambers are now provided, in the first of which the spirit is maintained at a uniform level, and the other one of which forms an air chamber and is connected up with the motor. From the bottom of the first or spirit chamber a pipe is led to the second or air chamber, and terminates at its vertically project- ing end in a finely perforated nozzle, through which a thin jet of spirit is drawn into the air chamber at each stroke of the pistons, and the carburated air is then heated and delivered to the cylinders. By the regula- tion of the above-mentioned jet the degree of carbura- tion to which the air is subjected can be readily and effectively adjusted. The third longitudinal shaft is, moreover, now ex- tended and carries at its extremity a bevel pinion capable of engaging with one or other of two bevel pinions, which latter are capable of being moved end- ways through the reversing lever. A deferential gear, shown in the plan view, Fig. 21, is also fitted to the latest types of carriages, the hind axle being fixed and rotary motion being transferred from the motor by a countershaft, at the extremities of which are sprocket or chain wheels connected through pitch chains with larger diametered sprocket or chain wheels bolted to the spokes of the driving wheels. The gearing is completely enclosed in and protected * See also pages 84-88. INTERNAL COMBUSTION ENGINE CARRIAGES. 83 from dust, &c., by a casing not shown in the illus- tration. The wheels are still constructed of wood, and are both fitted with iron tyres, and sometimes \vith iron tyres having outer indiarubber ones or treads. The cooling water tank is located at the rear of the vehicle, and immediately below it is a waste -water tank. FIG. 22. Peugeot Road Motor Carriage (Side Elevation). A crutch, shown in the side elevation, Fig. 19, is hinged under the frame, and can be dropped, as in the drawing, to skid the vehicle when stopped upon a steep gradient. Peugeot's (Daimler) Oil Engine Road Carriage. The Peugeot road motor car, as having proved itself about equal in efficiency to the type just described, may next be appropriately mentioned. 84 MOTOR CARS. Fig. 22 shows in side elevation a standard type of Peugeot carriage. The entire mechanism is mounted upon a frame supported upon the axles through plate springs having sufficient play to admit of their assum- ing a horizontal position. A special feature of this frame is that it is con- structed completely of cold drawn weldless steel tubes, the largest being 2.01 inches, and the smallest 1.61 inch in diameter, and the thickness of metal being .12 inch. The various members composing the frame are connected together by stamped or cast steel pieces and brazed joints, and the principal parts of the said frame are further strengthened by bracings of smaller tubes, or of bars of a V-shape in transverse section. The wheels are of the cycle type, the spokes being of steel wire of from .20 inch to .24 inch in diameter, and so arranged that they can be easily tightened up when necessary or replaced in case of accident. The outside rims or felloes are grooved and fitted with strong solid vulcanised indiarubber tyres, and the bearings are of the ball variety. As in the case of the Panhard-Levassor carriage, the Daimler type of motor has been hitherto employed to supply motive power for the Peugeot carriage, but it is said that in the later vehicles it is about to be replaced by a new gasoline motor that has been recently designed by M. Peugeot himself. As has been already intimated, the most important part of the Daimler motor is the carburator, several forms of which are in use, and two of which are illus- trated in vertical central section in Figs. 23 and 24. That shown in Fig. 23 is one of the earlier patterns, and comprises a receiving cylinder, a float, an indi- INTERNAL COMBUSTION ENGINE CARRIAGES. 85 cator or gauge for showing the level of the oil, a central oil supply pipe, suitable apertures for the admission of air and the discharge of the carburated mixture, a regulating cock or valve, and a wire gauze filter or strainer, all of which parts are very clearly indicated upon the drawing. A rubber pipe connected from the main supply tank to the supply pipe of the carburator enables both the FIG. 23. Daimler Carburator. carburating chamber and the lamp reservoir to be filled, the overflow from the latter passing on to the former. The manipulation of the driving mechanism, which is in this, as in that previously described, extremely simple, will be very readily understood by referring to the drawing. The motor, as has been already men- tioned with regard to the Panhard-Levassor carriage, 86 MOTOR CARS. is first turned by hand, through a suitable crank handle placed at the rear of the smaller cars and in front of the larger vehicles, and the suction action of the motor draws a supply of air, usually warmed by burners placed beneath the pipe, into the upper part of the carburator, which air, passing through the wire- gauze strainer, descends the central pipe and dis- charges through the perforations provided at its lower extremity. The carburised or carburated air then rises and is delivered into the bottom of the upper portion of the carburator, from whence it is conducted through a suitable pipe to the distributing chamber of the motor, a three-way valve upon this pipe regulating the admission of non-carburised air, in such a manner that the amount of carburised air passed in will be increased when that of non-carburated air is dimin- ished, and the reverse. The path taken by the air is clearly indicated on the drawing by the arrows. The regulating valve is under the control of the driver through suitable levers, and micrometric screw gear. One objection to the above-described form of car- burator is, that the oil level therein is constantly varying, and no means are provided for its automatic renewal. As the gasoline in the reservoir, moreover, will not be completely consumed, the density of the residues would after a short time rise to such a height as to prevent the proper working of the engine, were not frequent recharging, and likewise withdrawal of the oil remaining in the bottom of the carburator resorted to. The other type or carburator illustrated in Fig. 24 is preferably used in the Peugeot carriages. In this form the gasoline from the main reservoir enters the INTERNAL COMBUSTION ENGINE CARRIAGES. 87 carburator chamber or receiver from the bottom, passing first through a wire-gauze strainer and then through a small aperture, and filling the said chamber so as to cause the float shown therein to rise, and through the levers located in the upper part of the said chamber, and a conical-ended spindle, close the admission aperture and cut off the supply, at such time as the level of the oil is slightly above the top of the discharge nozzle in the carburating chamber. No FIG. 24. Daimler Carburator (Later Type). discharge of oil will thus take place into the said carburating chamber until the motor has been started by hand as before, when the gasoline will be pro- jected in a thin stream against a conical-shaped baffle, become vaporised by the current of heated air, and after being mixed with a sufficient supply of non- carburated air, conducted to the motor. The mixture can be regulated by the valve shown at the upper end of the carburating chamber ; at starting the supply of 88 MOTOR CARS. cold air is entirely stopped, and should the first explo- sion fail to take place, the carburating chamber should be heated by means of an asbestos torch steeped in gasoline. This latter arrangement of carburator has, it is stated, given very satisfactory results in practice, and provided reasonable care be taken to maintain the parts clean, is said to be most reliable. The explosions of the mixture in the motor are effected by a series of platinum points maintained constantly in a state of incandescence by means of burners, one form of which consists simply of a Bunsen burner, having a cotton, asbestos, or wire-gauze wick. The spirit rising by capillary attraction from a small aperture in the top of a central tube becomes mixed with a sufficiency of air before reaching the burner. The burner requires a pre- liminary heating before starting in order to secure volatilisation and prevent smoke, which latter would impede the proper heating of the ignition tube from being effected. - Fig. 25 shows a type of burner known as the Longuemarre burner, to which the gasoline is delivered under pressure, thereby obtaining additional efficiency and economy, at the expense, however, of a certain amount of increase in danger. The motor employed in the carriage under consider- ation is of 2\ horse-power, and its movements are trans- mitted to the wheels by an arrangement of gearing that will be readily understood by reference to Fig. 22. INTERNAL COMBUSTION ENGINE CARRIAGES. 89 It may be here remarked that originally the de- signers of this carriage employed both belt and friction gear, thinking not unnaturally that gearing of one of these types would present a feasible means of securing more control over the alteration of speeds, and would also admit of starting and stopping being effected more gradually. A short trial, however, sufficed to show them that owing to the very rapid wear of the working parts from unavoidable heating, and by reason of the great loss of power ex- perienced in these methods of transmission, their use was in- admissible, and consequently re- course was had to toothed gearing. The connection between the motor shaft and the transmission or intermediate shaft is effected, as in the case of the previous carriage, by means of a cone friction clutch, the pattern em- ployed in the carriage under consideration being shown in vertical central section in Fig. 26, from which view its construction will be seen without further explanation. This clutch when in gear communicates rotary motion to a square shaft placed in line with the engine shaft, and upon which four toothed wheels or pinions are mounted in regular order according to their size, so as to be forced to rotate with the said shaft, whilst free to move laterally thereon, the said latter movement being effected by means of a forked FIG. 26. Peugeot Transmission Clutch. 90 MOTOR CARS. lever, which can be conveniently operated by the driver. Another series of toothed or spur wheels is mounted upon a second transmission shaft, one or other set of those laterally movable being caused to mesh or engage with the latter, according to the speed desired. This second transmission shaft is connected to the in- termediate driving shaft by bevel gearing, and the said shaft is provided with differential gear, and at either extremity with a chain or sprocket wheel coupled to FIG. 27. Arnold's (Denz) Oil Engine Road Carriage (Part Plan). another chain or sprocket wheel upon the correspond- ing end of the driving axle by a suitable pitch or driving chain. Arnold's (Benz) Oil Engine Road Carriage. A carriage fitted with a Benz gasoline motor is that designed by Arnold, the rear axle and wheels of which, with the driving mechanism, are shown in Fig. 27. This vehicle is one adapted for two passengers, power being transmitted, as shown, from the motor shaft by INTERNAL COMBUSTION ENGINE CARRIAGES. 9 1 means of belt gearing to a second or intermediate motion or transmission shaft, from which latter rotary motion is communicated to the driving wheels in the usual manner through chain or sprocket wheels and pitch chains. The Benz motor shown in Fig. 27 is in use upon several other cars, some of which will be subsequently briefly described. The single cycle Benz motor com- presses the gas in the clearance at oneendof the cylinder during the forward stroke of the piston, and ignition takes places by an electric spark located at the side of the said cylinder. On the other side of the piston the air that has filled that end of the cylinder is forced through a suitable aperture in a slide piece into a reservoir, the aperture or passage to the latter being closed up at the end of the stroke by the said slide, and the cylinder end opened to the atmosphere so as to admit of a fresh supply of air being sucked in during the obverse stroke of the piston. During this stroke, moreover, an exhaust opens and admits of the escape of the burnt gas, and at about half-stroke the opening of another valve allows the charge of air previously compressed in the reservoir to escape into the cylinder, so as to rush through the same, and out at the exhaust aperture, and thus to completely sweep out all the said gas. The above-mentioned valves then close, the fresh air still remaining in the cylin- der is compressed, and petroleum vapour is injected through a valve automatically operated by a suitable lever, the explosive mixture thus formed being ex- ploded at the beginning of the next stroke. This is a very constant and powerful motor of its class, relatively to the size of the cylinder, but is 92 MOTOR CARS. rendered very complicated and heavy by the number of parts required to work the above-mentioned valves. The Otto-cycle Benz motor is much simpler in con- struction, the cylinder being open at the one end, and the slide and valve gear being rendered unnecessary, and only two tubes being required, viz., those for admission and exhaust. Lutzmann's (Benz) Oil Engine Road Carriage. Another carriage worked by means of a Benz gaso- line motor * is that designed by F. Lutzmann. The engine shaft in this arrangement is connected to the second motor shaft by crossed belts, and power is transmitted from the latter to the driving axle by chain gearing. The motor employed is of about 3 horse-power, and runs at about 500 revolutions per minute. The mechanism is enclosed in a box at the rear of the carnage, the water coolers being located at each side. The oil tanks are rectangular, and the exhaust stifle- box or silencer consists of a cylindrical-shaped box or casing. The front wheels, which are used for steering, are of smaller diameter than the rear or driving wheels, and are mounted in forks, connected together by cranks and a connecting rod. The steering is effected from a vertical steering pillar, surmounted by a hand- wheel, through chain gearing. Fig. 28 shows a motor van, also from the designs of * For description of this motor, see Arnold's carriage. INTERNAL COMBUSTION ENGINE CARRIAGES. 93 Mr Lutzman, which vehicle has been imported into this country by Messrs Julius Harvey & Co., a -firm who have made motor cars one of their chief specialties. FIG. 28. Lutzmann Motor Van. Fetter, Hill, & Boll's Oil Engine Road Carriage. The mechanism of Fetter, Hill, & Boll's oil motor carriage is illustrated in Figs. 29 and 30. This carriage which is intended for two or four passengers, according to the gradients to be surmounted, is supported upon 94 MOTOR CARS. four wheels, the rear or driving wheels being of com- paratively large diameter, and the~ front wheels con- siderably smaller, and arranged for steering. The motive power is supplied by an oil engine having a cast-iron cylinder 3-^ inches in diameter by 6 inches stroke, and fitted with a light steel cooling water jacket. This cylinder is bolted to two steel bars placed parallel to each other, and also supporting I I ^ LJ p IG> 29. Fetter, Hill, & Boll's OifMotor Carriage (Plan). the main bearings,. the weight of .the engine fly-wheel and side bars being about I cwt. 8 Ibs. The crank shaft is balanced and is recessed for oil. Rotary motion is transmitted' from the crank shaft to a first or intermediate motion or transmission shaft by chain gearing and a friction clutch operated by a lever, which locks, when desired, the chain or sprocket wheel upon the said first motion or intermediate shaft. Motion 1 communicated from the latter shaft to the INTERNAL COMBUSTION ENGINE CARRIAGES. 95 driving axle by two sets of chain wheels and chains for different speeds, that for the slow speed being fitted with a ratchet box. Another lever admits of the operation of the change of speed being effected, and when the higher speed is in use the slow speed will, owing to the above-mentioned ratchet box, be enabled to overrun. The reverse movement of the starting lever, besides throwing the clutch out of gear and dis- engaging the first motion shaft from the engine, also applies the brake, which is more clearly shown in Fig. 30. The arrangement of the above-men- tioned parts, as also that of the steering, which latter is effected by means of a toothed quadrant and pinion, will be readily under- stood from the illustrations. The water and oil tanks are both located at the rear beneath the back seat. The weight of the carriage in running order, with supplies of water and oil, is about 9 cwt. With two passengers on board a speed of 10 miles an hour on level roads is said to be attainable, and any reason- ably steep gradients to be easily surmountable. On level roads and slight gradients the carriage will readily carry four passengers. FIG. 30. Fetter, Hill, & Boll's Starting Gear and Brake. Roger's (Benz) Oil Engine Road Carriages. The Roger carriage is a four-wheeled vehicle of the park phaeton type, which is also fitted with a Benz 96 MOTOR CARS. gasoline motor.* It has wire wheels, and is adapted to accommodate two passengers. A goods delivery waggon has also been designed by Roger, which is likewise fitted with a Benz motor, and is intended chiefly for city work. The engine used in the latter vehicle weighs about 5 cwt. 2 qrs., the waggon itself about I ton 2 qrs., and it has a carrying capacity of about 1 1 cwt. 2 J qrs. It has sufficient storage capacity to contain a supply of rectified petroleum for a run of 75 miles. Hertel's Oil Engine Road Carriage. The Hertel carriage is a somewhat peculiar-looking vehicle, with a single seat adapted to accommodate two persons. It has a tubular frame, and is supported upon four cycle pattern wheels, running on ball bear- ings and having pneumatic tyres, the front wheels being 28 inches and the hind wheels 34 inches in diameter. The front wheels are each mounted in a fork, one of which latter is pivoted at either side of the fore part of the carriage, and the steering is effected by suitable levers connected with the said forks. This carriage is propelled by a two-cylinder gasoline engine, and is very light, weighing only about 2 cwt. when in running order. There are, however, no special features in the oil motor employed calling for particular notice. Haynes' (Sintz) Oil Engine Road Carriage. The Haynes carriage is also a single-seated one for two passengers. It is mounted upon four 28-inch * See pages 91, 92 for description of this motor. INTERNAL COMBUSTION ENGINE CARRIAGES. 97 cycle pattern wheels, fitted with ij-inch solid india- rubber tyres. Propulsion is effected by means of a 2 horse-power gasoline engine of the type made by the Sintz Gas Engine Company. The special features of this engine are as follows : The gas and air are mixed in the lower or one end of the cylinder, which latter opens into a chamber containing the crank sweep, and the said explosive mixture of gas and air next passes to the closed upper or other end of the said cylinder by way of a port, which is opened as soon as the piston, which is of the plunger type, reaches the bottom of the stroke. The mixture is compressed during the upward or inward stroke of the piston into the clearance space above the latter, being exploded by an electric spark at the moment that the said piston reaches the termi- nation of the said upward or inward stroke, and is about to descend. The gas generator or carburator contains about I pint of gasoline, the feed being regu- lated by an automatic needle valve. Motive power is transmitted from the engine crank shaft to an inter- mediate transmission or motor shaft by means of sprocket or chain wheels and pitch chains, and from this intermediate transmission shaft to the rear or driving wheels by other sprocket or chain wheels and pitch chains. The weight of this carriage in running order is about 9 cwt. ij qr., and the highest speed attainable is stated to be about 10 miles an hour. One charge of gasoline (i pint) will enable about 50 miles to be run at ordinary speed. A larger carriage of the same type, adapted to seat four persons, has 36-inch cycle pattern wheels, having G 98 MOTOR CARS. 2-inch pneumatic tyres, and is fitted with a gasoline engine of 4 horse-power of the double-acting balanced pattern, constructed by Haynes & Apperson. The rotary motion of this engine is transmitted to the driving wheels in a similar manner to that above described. This carriage weighs in running order considerably more than the single-seated vehicle for two passengers. Mueller's (Benz) Oil Engine Road Carriage. The Mueller gasoline carriage was the one which made the best time at the Chicago competition in 1895, next to the Duryea motor carriage, which latter will be next described. The carriage under con- sideration was a four-wheeled one of the vis-a-vis type, the front wheels being the smallest, and used for steering purposes, and the mechanism being en- closed in a box or casing located directly over the rear wheels, which are of larger diameter, and em- ployed for driving purposes. The motive power is, as in the case of the Roger carriage, a Benz gasoline motor.* Duryea Oil Engine Road Carriage. The Duryea gasoline carriage is likewise one of American design, and comprises several novel and interesting arrangements of parts, especially with relation to the motor employed. The vehicle used in the Chicago race weighed about 6 cwt. i qr., had an engine giving a motive power of 4 horse-power, whilst weighing only a few pounds over * For description of this motor, see pages 91, 92. INTERNAL COMBUSTION ENGINE CARRIAGES. 99 I cwt, and possessed storage capacity for 8 gallons of gasoline. It is said to be capable of attaining a speed of 20 miles an hour on good roads. The chief parts of the Duryea car, however, which are worthy of special notice, are the motor and car- burator. Instead of taking place, as is most usual in engines of this type, in the cylinder itself, the explo- sions are effected in a separate chamber or compart- ment, which forms a reservoir, from which gas under pressure is supplied to the working cylinder. The action is briefly as follows : The gasoline is stored in a suitable tank or receptacle, from which it is delivered to, and passes through a pipe, having a branch at its lower end, into a large tube or cylinder, wherein it is vaporised by the action of heat. From this vaporiser the gas or vapour is conducted by a suitable tube to a burner having a tube discharging into a reservoir, and drawing in by induction sufficient air during its passage through this tube to admit of combustion. Equilibrium in the system, and the proper flow of the gasoline from the storage tank, is ensured by connecting the upper part of the last- named tank with the reservoir for receiving the mixed air and gas or vapour. This connecting pipe is fitted with a conical valve, the position of which can be regulated so as to control the supply of gasoline. A second valve allows of the pipe being entirely closed when the motor is stopped. The preliminary heating of the vaporiser is effected by means of a lamp, which likewise causes the ignition of the mixture as it enters the reservoir. The proportion of air mixed with the gasoline vapour is regulated so as to be about ten times as much in bulk as that of the said vapour ; IOO MOTOR CARS. and it may here be noted that the greater the volume of air taken over, the lower will be the temperature of the mixture resulting from combustion, and the less necessity will there exist for the maintenance of a circulation of cooling water round the cylinder. The pressure of gas obtained in the reservoir and in the pipe is about 120 Ibs. per square inch. The engine is set in motion by means of a starting lever, and it is hung or suspended from the frame of the vehicle. Motion is transmitted to the two rear or driving wheels by means of spur or toothed wheels, and a pinion, keyed upon an intermediate shaft, working the differential gearing, the shaft of which latter is mounted upon two springs bearing upon the frame of the vehicle. The steering of the car is effected by a very simple arrangement, comprising a lever and two rods, the wheels being mounted upon the divided axle principle. The fore carriage is hung on a transverse spring, thereby enabling it to turn on a trunnion, and ad- mitting of the front wheels traversing or passing over very rough surfaces without straining the frame of the carriage. The pivots of the wheels also are placed at an inclination to the vertical, which is found both to facilitate the steering, and to prevent the said wheels from being suddenly jerked out of their course by obstructions. The car is fitted with four different speeds. The change from one speed to another is effected by means of a catch fitting into notches on the steering handle, which catch is connected through a cord pass- ing down the steering column, and over suitable guide wheels, to a pulley mounted upon a shaft carrying I NTERNAL COMBUSTION ' Efo'orNE- CMIR^'A^ES, 1OI four cams. According as this pulley is rotated through a greater or less angle by the above-mentioned cord and catch, one or other of these cams will be caused to stretch, and render operative, one or other of four belts or bands connecting the driving shaft with the intermediate shaft, and giving different speeds thereto. Reversing is likewise effected by the same means. Bollee's Oil Engine Road Carriage. Figs. 31, 32, 33, 34, and 35 illustrate the motor car- riage designed by Leon Bollee, a French inventor. FIG. 31. Bollee Road Motor Car (Side Elevation). Mr Bollee's improvements relate to the following parts, viz., the frame, the motor, the transmission gear, the mechanism for engaging and disengaging the motor, for changing the speed, and to the brake and the mechanism for actuating the latter. As regards the frame. This consists of a ladder- like structure, comprising two longitudinal tubes con- nected by three cross pieces. At the two extremities of the front cross-bar are arranged two vertical sleeves, which serve to support the pivots of two steering IG2 MC/TOR CARS. wheels, each of which is capable of turning round its pivot point sufficiently to enable its axis to cross the rear axle in the well-known manner. On the upper end of the right-hand sleeve is a horizontal tube sup- porting the steering hand wheel. On the lower end of each pivot is a steel bracket, to which is hinged the bracket of the axle of the corresponding wheel, the free ends of the latter bracket being connected by means of two connected springs to the end of the "FiG. 32. Bollee Road Motor Car (Plan). former bracket. The same arrangement is applied to the other steering wheel, and enables springs to be employed without necessitating the use of an oscillat- ing axle, with the springs placed transversely to the vehicle. The rear axle is secured beneath a horizontal sup- port made out of a U-shaped piece of steel tube, which is hinged by the ends of its parallel sides on to the longitudinal tubes of the frame. At its opposite extremity is a cross piece connected to the frame by INTERNAL COMBUSTION ENGINE CARRIAGES. 103 means of two combined springs, which tend to maintain the said U-shaped support and the vehicle frame at a desired normal distance apart. The rear axle is sup- ported at each end in spring hangers hinged or jointed to the tubes of the frame. This arrangement ensures the movements of the axle, under the action of shocks to the vehicle from passing over uneven surfaces and obstructions, being parallel to itself. The seats, which are of the char-a-banc type, are FIG. 33. Bailee Admission and Exhaust Valve for Internal Combustion Engines. arranged the one behind the other on a small box made preferably of sheet-iron, which box is extended in a forward direction to form a footboard or support for the feet of the front passenger, suitable feet sup- ports being provided at each side of the box for the rear passenger. The motor has a cylinder fitted with wings or gills for cooling purposes, but a water circulation is some- 104 MOTOR CARS. times used instead. At its rear end is a cylindrical casing, shown more clearly in the enlarged sectional view, Fig. 33, in which work the admission and exhaust valve, the seats for which are secured in place by means of screws, or bolts and nuts, thus enabling the valves to be readily removed for cleaning purposes without having to take off the tubes corre- sponding to the admission and exhaust apertures in the wall of the cylinder. The ignition of the charge FIG. 34. Boliee Governing Arrangement for Internal Combustion Engines (Front View). FIG. 35. Bollee Governing Arrangement for Internal Combustion Engines (Side View). of gas in the cylinder is effected either by an electric ignition plug or by incandescence. The exhaust valve is actuated by a spindle, the length of which can be adjusted, and which spindle is so connected through levers and links, shown in Figs. 34 and 35, which represent respectively a front and side view of the said mechanism drawn to the same scale as Fig. 33, with a governor combined with the fly-wheel, that the motor INTERNAL COMBUSTION ENGINE CARRIAGES. 10$ will be precluded thereby from exceeding a certain predetermined speed. When the governor opens, it moves this rod into the position shown in Fig. 34, and the mechanism is such that the exhaust valve will remain at rest. On the closing of the governor, however, the said rod is withdrawn, and the deposition of the parts will then be such as to admit of the operation of the exhaust valve being effected. The main features of the transmission mechanism consist in the arrangement of intermediate gears, movable laterally, in combination with a pulley rot- able with the former, but not free to move in a lateral direction. Transmission of power to a large pulley fixed on one of these driving wheels which is made by belt gearings ; and of engaging and disengaging mechanism, produced by the alternate stretching or the slackening of a belt due to the forward or back- ward movement of one of two parallel shafts, viz., the rear axle. The steering hand-wheel is supported by the sleeve of the pivot of one of the wheels, to which pivot it is directly connected by a chain gear. The brakes consist of a shoe fixed to a cross-bar on the frame, and a drum keyed to the boss of one of the wheels, and which drum is encircled by a leather-lined steel band, the two ends of which are attached to the frame. Upon the axle being moved in the one direc- tion, the tyre of the wheel will rub against the said shoe, and the strap be likewise tightened upon the drum. To render the driving of the car as easy as possible, a single lever is arranged to operate all the move- ments of throwing in and out of gear, changing the speed, and applying the brake. io6 MOTOR CARS. Pennington's Oil Engine Road Carriage. Figs. 36, 37, and 38 illustrate the improved internal combustion or explosive engine designed by E. J. Pennington, an American inventor, which forms the main feature of his motor carriage. The most important points of novelty claimed to be possessed by this engine are first, the provision of means whereby the initial charge of oil admitted to the cylinder at the starting of the engine will be FIG. 36. Pennington's Internal Combustion Engine for Heavy Oils (Longitudinal Section). volatilised on entrance into the said cylinder, thus admitting of the use of charges of heavy oil, and the instantaneous starting of the engine even when the cylinder is in a very cold condition ; second, an im- proved means for igniting the charges admitted to the cylinder of the engine by an electrically heated body. Referring to Figs. 36 and 37, which illustrate in longitudinal and transverse section an arrangement adapted for heating charges of heavy oils, A is INTERNAL COMBUSTION ENGINE CARRIAGES. IO/ the cylinder ; B the piston ; c an inlet valve through which the explosive charges enter the .cylinder ; D an exhaust valve through which the products of combustion escape from the cylinder ; and E a movable electric ignition device carried by the piston, and operating in conjunction with a fixed electric contact E 1 carried by the cylinder A, and insulated therefrom. The exhaust valve D may be operated by any suitable device actuated by some moving part of the engine. FlG. 37. Pennington's Internal Combustion Engine for Heavy Oils (Transverse Section). F is a body of pumice, lava, or other suitable mate- rial that is a poor conductor of electricity. This body is preferably made in the form of a plate or disc having an aperture /therein. The said body is located within the cylinder A in proximity to the inlet valve c, so that the oil charges that are admitted to the cylinder come directly in contact with the said plate or disc. G and II (Fig. 37) are two insulated ter- minals which are carried by screw sockets g passing through the walls of the cylinder A. The aforesaid terminals G, H, communicate at their inner ends with 108 MOTOR CARS. the plate or disc F within the cylinder, and their outer ends are provided with binding screws^ 1 , h l for enabling electric conductors 2 , // 2 to be electrically connected thereto. These conductors lead from any convenient source of electric supply. The interiors of the said sockets g are provided with asbestos, or other suitable material, as indicated at g z , /fi for insulating the ter- minals G and H from the cylinder. When an electric current is allowed to pass between the terminals G, H, the plate or disc F becomes incan- descent, or sufficiently heated, to immediately volatilise the charge of oil as it enters the cylinder, and enables the said charge to be exploded by the electric ignition device E E 1 . After the cylinder has become heated by the suc- cessive explosions of the charges, the passage of the electric current between the terminals G, H may be stopped, and the engine then goes on working in the ordinary manner by the action of the electric ignition device alone. If desired, however, the body F may itself be used for ignition purposes. This arrangement admits of the engine starting working immediately the charges of heavy oil are ad- mitted thereto, without the assistance of any external means such as are generally employed for this pur- pose, and without the preliminary injection of lighter oil into the cylinder, as the heated plate or disc F effectually volatilises the oil admitted into the cylinder and ensures the immediate explosion thereof. Instead of employing the two insulated terminals G, H, both of which extend through the walls of the cylinder A, one insulated terminal only may be used, the other terminal being connected to the cylinder INTERNAL COMBUSTION ENGINE CARRIAGES. IOQ without extending to the outside thereof. In this case one of the electric conductors would be in electric connection with the outside of the cylinder, and only one aperture would then have to be formed in the cylinder for the reception of the other terminal. Another arrangement, shown in Fig. 38, serves both for volatilising the oil and for ignition purposes. If charges of vapours or gases are used instead of oil for working the engine, this arrangement is then employed for ignition purposes only. FIG. 38. Pennington's Internal Combustion Engine, with Combined Arrangement for the Volatilisation of the Oil and for Ignition Purposes. I is a rod, pencil, or other suitably shaped body of pumice, lava, or other appropriate material which extends through the cylinder cover, and preferably projects into the cylinder a sufficient distance to bring its inner end below the inlet valve C. This rod or pencil I is insulated from the cylinder cover by a screw socket, having a lining of asbestos or other insulat- ing material interposed between the rod or'pencil I and the said socket. I 2 , 1 3 are binding screws connected to the outer end of the rod or pencil for receiving and 10 MOTOR CARS. holding the electric conductors I 4 , I 5 . Instead, how- ever, of constructing the body I in the form of a rod or pencil, it is sometimes made of tubular or other shape. Figs. 39 and 40 illustrate in plan and end view a recent pattern of the Kane-Pennington gasoline engine. Much that is eulogistic has been recently said about this motor, and much, it must be admitted, that requires more faith to believe than the writer can FIG. 39. Kane-Pennington Gasoline or Explosive Engine (Plan). lay claim to possess. However, in view of all that has been from time to time stated in the English technical journals, the following extended extract from the American Machinist, referring to the motor illustrated in Figs. 39 and 40, will be of interest, as emanating from the pen of an engineer (Mr Randol) who had fully inspected the carriages fitted with these engines in the early part of this year (1896) : " In some way, so far wholly unexplained, the great heat which in other explosive engines manifests itself INTERNAL COMBUSTION ENGINE CARRIAGES. Ill as an inconvenient by-product, to be taken care of as best it may, is in the Pennington engine transformed into useful effect on the piston. I know that when the long, thin first spark is not put through the charge the engine becomes weak and hot, and that when this first long, thin spark, this ' mingling ' or ' ripening ' spark, as Mr Pennington calls it, is used, a common gas- engine, with its carburetter eliminated, gives twice its ordinary effect on the crank. I know also that all the experts who have been employed by capitalists to examine this engine have been first incredulous and then amazed, and finally enthusi- astic, and I have therefore de- cided to let this first paper stand as it is, because it correctly exhibits not only my own ex- perience, but the experience of all others, both learned and simple, upon a first examination of the motor. " This two-spark mechanism of the Pennington motor actually does not cost 5 cents, and yet when applied to the ' Regan ' gas-engine, largely built up to the present time by the Kane establishment at Racine, it doubles the power of that motor. It is in the igniter, and in the double spark, or rather in the effect of the first spark, apparently, that the efficiency of the Pennington motor lies. In the Victoria,* the motive FIG. 40. Kane-Penning- ton Gasoline or Ex- plosive Engine (End View). * Motor car fitted with Pennington engine, entered at the Chicago competition. 112 MOTOR CARS. power is chain geared, with two reductions, first to an intermediate shaft, then to a variable speed shaft, and last, from the variable speed shaft back to the drivers, each wheel being independently driven, as there is no through shaft for either the rear or front wheels, the Victoria design being on strictly bicycle construction lines. The reduction from the engines to the driving wheels is 4 to I for the slow speed, and 2 to I for the quick speed. An upright hand lever has three posi- tions : standing upright, the engines are disconnected from the driving wheels ; hand lever to the right gives 4 to i reduction to drivers ; hand lever to left gives the quick drive, which is a 2 to I reduction from the motors to the drivers. " The Victoria engines have a fly-wheel, and the right-hand crank wrist is prolonged to form a handle ; the intermediate shaft sprocket wheel is loose, and may be clutched to the shaft by moving the upright lever. When not clutched to the shaft, the engines run without moving the vehicle. To start the engines, one complete turn to the engine shaft is made by hand, and it then continues to run from the action of the engines until either the oil or the spark-producing current is shut off. After the one revolution by hand, the riders mount the seat, and a movement of the vertical lever clutches the sprocket to the variable speed intermediate shaft, and the Victoria at once begins to move. " The consumption of common kerosene oil per hour per horse-power indicated is about one-tenth of I gallon, or about 2 quarts per hour for 4f horse- power. Pennington's 2 horse-power motor weighs 17! Ibs., and his entire Victoria weighs less than 400 INTERNAL COMBUSTION ENGINE CARRIAGES. 113 Ibs., of which perhaps 140 or 150 Ibs. belong to the motive power of reducing gear. It will easily trans- port a load of 800 Ibs., making a total weight of 1,200 Ibs. "It will be observed that the cylinder proportions of the engine are not at all those common to gas- engines 2j-inch cylinder diameter by 6-inch stroke forms the standard unit. But a much greater digres- sion is shown in an engine now under test, having a 2 J-inch diameter with 1 2-inch stroke single cylinder, in which the terminal pressure is reduced almost to atmosphere, with a fuel gain of about 45 per cent, over the 2^-inch by 6-inch cylinder dimensions. " Referring to Figs. 39 and 40, there is next to nothing in the way of description or explanation to give. The oil admission is simply a screw-controlled needle valve, which is very simple, and gives no hint of its two-current refrigerating powers. The cylinders are made of steel tubes, ground inside in a primitive engine lathe, and steady rest rig, dry, and almost certainly not a very close approximation to a cylin- drical form. The pistons, I was told, were drop forgings. They would be more easily made in grey iron. The piston rings are grey iron, less than T V inch thick, with halved joining. The pistons and open cylinders appeared to be wholly free from any deposit, and were bright and clean. The trunk pistons are a very slack fit in the cylinders, perhaps ^V mcn small. The workmanship generally was fair, and the design- ing was specialised with a very high degree of in- genuity, as I need not say when it is remembered that a 58-lb. locomotive-motor bicycle made a mile in fifty-eight seconds on a street pavement. H 114 MOTOR CARS. " The passenger on the bicycle feels the impulse of each stroke of the engines, just the same as on a little stern-wheel steamer. Aboard the Victoria the heavy fly-wheel equalises the motion, and the individual piston impulses are not distinguishable. The kerosene is carried in a long tube on the top of the dashboard, and passes through the tubular framing of the body to the motors. The motors themselves are of the four-stroke cycle variety, and make one outboard work- ing stroke and one inboard, idle, cylinder-clearing stroke, then an outboard charging stroke and an in- board charge -compressing stroke in sequence ; the valve operating crank is driven by a pinion and spur 2 to I reducing gear on one side, with a cross lever transfer to the other cylinder. With the 6-inch stroke cylinder the exhaust is very audible, though not dis- agreeably so. With the 1 2-inch stroke cylinder the noise of the exhaust is not noticeable. There is no visible discharge of vapour, and no evident odour except in case of an over admission of oil ; and an over admission of oil leads to an immediate loss of efficiency, which makes its continuance an impos- sibility. " The one great mystery is the coolness of the naked cylinders, which should be red-hot at the end of the first twenty strokes or so of a run. Chemists are familiar with the establishment of low temperature pressures, but pressures established by explosion are not cold, as a rule, and the gas-engine has always been hot. " The Kane-Pennington shops are making or have made general trials of the water-jacketed cylinder. The 2|-inch by 1 2-inch expansion engine is jacketed INTERNAL COMBUSTION ENGINE CARRIAGES. 115 and piped with top and bottom natural circulation pipes to a small water tank, which a run of some length did not seem to heat very much. The cylinders run perfectly well naked, with no cooling element more than their inevitable exposure to the atmo- sphere. There is evidently some heat-absorbing, or diverting, or abstracting element or operation in the Kane-Pennington engine not commonly present in the gas-engine, and it is difficult to see what this can be, if it is not the truth that the heat of the cylinder walls is absorbed by the incoming charge previous to the moment of the ignition, or else transformed into work on the piston, as it seems impossible that the gases after ignition should be otherwise than very hot indeed." Roots' Oil Engine Road Carriage. The main feature of Roots' motor carriage is like- wise, as in the preceding case, in the form of engine employed, and as some interesting improvements in internal combustion or explosive engines have been made by Mr J. Roots, a gentleman who has devoted considerable attention to this subject, we purpose going rather fully into the matter. In Figs. 41 to 44 are shown an oil engine, the arrangement of which exhibits the following special features : The crank is entirely enclosed in a bo v x or casing attached to and forming part of, or fitting air-tight upon, the cylinder. When the explosion takes place on the working side of the piston, driving it forward, the other side of the piston compresses air into the i6 MOTOR CARS. crank box, from which it is forced through the air- heater, which is closed to retain the pressure, and which has vertical or annular channels ; is then mixed with oil and passed through the vaporiser, and thence admitted by the admission valve to the cylinder on the working side of the piston, where it is ignited by Fir*. 41. Roots' Petroleum or Explosive Engine (Elevation). FIG. 42. Roots' Petroleum or Explosive Engine (Vertical Central Section). a hot tube. The air is sometimes passed through a channel in the cover to heat it, and a part of the air supply unheated is caused to enter the admission valve first, to prevent premature ignition. The power of the motor is transmitted to the axle or spindle of the driving wheel by means of speed- reducing gear wheels. The water from the cylinder INTERNAL COMBUSTION ENGINE CARRIAGES. 117 jacket is passed through a number of tubes or through the tubular frame of the machine to cool it. Another improvement is that the governor operates an oscillating lever fitted on a lengthened spindle, and a projecting part of the same lever, or a second lever attached to the same spindle, is thus thrust in the way of the oil feeder, so preventing the delivery of oil, and at the same time another or the same lever on the spindle is brought in front of a boss on the exhaust spindle, and prevents its closing, so that when the oil is cut off, exhaust products are drawn into the cylinder instead of air, and the cylinder thus loses less heat. By the combination with the above of a second explosion chamber not only is an increased economy, but also a rapid and sudden increase of compression during the last small portion of the compression stroke obtained. In the case of small engines, this second chamber is cast like a pocket in the cylinder wall, and the charge is not drawn through it. In the illustrations, A is the crank, B the crank chamber, C the crank pit, D an extension upon the cylinder, E the piston, F the cylinder, G the air inlet pipe, H the air heater, I the vaporiser or carbura- tor, L a pipe and M 1 a channel conducting the air to the former, J the discharge valve from the vaporiser, K the exhaust port from the cylinder. The air as it passes from the chamber B is forced up the pipe L, and becomes heated by its passage through the channel M 1 (Fig. 42) around the combus- tion chamber M on its way to and down a pipe N to the lower part of the air heater H, which is vertically divided into four or more channels P, P 1 , P 2 , P 3 (Fig. 118 MOTOR CARS. 44). The webs Q, Q 1 , Q 2 are cut out alternately at the top and bottom of same to admit of the air as it issues from the inlet pipe N traversing all the channels suc- cessively; that is to say, up the channel P, over the web Q, down channel P 1 , under channel Q 1 , the orifice of which latter is shown at R in Fig. 43 ; thence up the FIG. 43. Roots' Air Heater for Petroleum or Explosive Engine. channel P 2 , over the web Q 2 , down the channel P 3 , from which in its now highly heated condition it is conducted through the oil feeder T by the pipe T 1 to sweep off the oil from the groove or grooves of the spindle u, and carry same into the vaporiser I for further heat- ing and mixing before passing into the cylinder F through a suitable pipe and inlet valve J, where, upon INTERNAL COMBUSTION ENGINE CARRIAGES. I 19 the return stroke of the piston E, it is compressed into the auxiliary chamber X and the combustion chamber M to be ignited by the hot tube Y, which is maintained at a sufficient heat by a lamp flame through the orifice Z, the same flame serving also to heat the air channel P, P 1 , P 2 , P 3 and vaporiser for the purpose before described. The oil feeder is operated by the eccentric a and rocking lever b t the oil as it is used being supplied from the tank c by the pipe d, and shut off cock e (Fig. 41). In applying this engine to a vehicle such as the tricycle j^^^^ ,, shown in Figs. 45 and 46, the tubular members f, g of the machine framing are arranged to serve as flow and return pipes respectively between the water tank h and jacket i of the engine FIG. 44. View showing Hori- i-j ,, . ir zontal Section on line 1-2, cylinder, the engine itself F j g 43> being also supported from the cross frame j by the arms k, k, attached to the crank chamber and brackets /, /(Fig. 45) of the said cross frame/ The power of the engine is transmitted to the driving axle of the vehicle by means of reducing gear consisting of a bevel pinion ;;/, and a larger bevel wheel ;/, which latter is so arranged upon the driving axle with the friction clutch z (Fig. 46) that it may run loose upon it, when it is desired to stop the machine, or when going down hill, without necessarily stopping the engine ; but when the power of the 120 MOTOR CARS. engine is to be communicated to the driving axle, said bevel wheel n transfers its motion by means of the friction clutch z through the balance gear to the said driving axle of the machine, and is under the FIG. 45. Roots' Petroleum Motor Tricycle (Elevation). control of the driver by the lever/. The usual chain and treadle motion may be added when desired, so as to admit of the machine being propelled either solely FIG. 46. Roots' Petroleum Motor Tricycle (Plan). by foot-power, or the latter being used as an auxi- liary to the motor for hill climbing or on bad roads. An improved governor for controlling the speed of the engine consists, as shown in Fig. 47, of an oscillat- INTERNAL COMBUSTION ENGINE CARRIAGES. 121 ing lever q, fitted on the lengthened spindle r, under the direct control of the governor zv, in such a manner that when the maximum speed for which the governor is adjusted is attained, a projecting part s of the said lever q will be interposed behind a boss / on the exhaust FIG. 47. Roots' Governor for Petroleum or Explosive Engines. valve spindle, having a hardened edge, and so prevent it from closing. The said boss / on the exhaust valve spindle also being in the way of the oil lever feeder u, will prevent the delivery of oil by arresting the outward motion of the groove on the oil feeder spindle toward the air passage. 122 MOTOR CARS. From the above it will be seen that as the oil feed motion is simultaneous with the closing of the exhaust valve, the prevention of the latter from closing also prevents the action of the oil feed spindle, and as the exhaust valve is kept open during the suction stroke of the piston, the hot products of the previous explo- sion are drawn into the cylinder instead of air, whereby, as before mentioned, the cylinder will lose less heat. In Figs. 48 and 49 the intercepting oscillating lever q consists of a bent strip of metal, pivoted upon the FIG. 48. Modified Form of Roots' Governor for Petroleum or Explosive Engines (Front View). exhaust valve box, and which is directly controlled by the sleeve v of the governor w for the purpose above described. In a subsequent arrangement of the motor, the piston, although preferably in one casting, is made of two diameters, the smaller one being connected to the con- necting rod and reciprocating in the guide portion or smaller diameter of the cylinder, which is unjacketed, and is bolted on to the front of the larger portion, form- ing its front cover. The air is drawn into the annular INTERNAL COMBUSTION ENGINE CARRIAGES. 123 space on the cylinder front surrounding the smaller diameter of piston, through a port in the cylinder wall, a portion of this air is displaced or ejected through the same port on the return stroke, the rest is compressed and a portion of this is forced through a port to the other side of the cylinder through the admission valve, without any fuel, either gas or oil vapour, being mixed with it, then the larger part of the air so compressed is mixed with gas or oil vapour, and flows through the same valve or port to the com- bustion side of the piston and working end of the FIG. 49. Modified Form of Roots' Governor for Petroleum or Explosive Engines (End View). cylinder, where it is ignited by a hot tube after com- pression. The piston performs the working stroke, and the exhaust valve is opened just before the work- ing stroke ends, when the pressure has fallen to nearly that of the atmosphere, the exhaust products are then displaced during the return or inward stroke of the piston for about half the stroke, the exhaust valve closes, and the remaining contents of the cylinder and combustion chamber are compressed and fired. This arrangement admits of an impulse being ob- tained at every revolution, and also a much greater expansion, without, the inventor says, a wasteful back 124 MOTOR CARS. pressure on the piston existing through so large a portion of the stroke, whilst at the same time the likelihood of the charge firing on entering is reduced to a minimum, as air only enters first. The feed of oil is effected and measured by a spindle rotated or partially rotated by the engine. Upon the spindle a deep thread is cut for a portion of its length. This spindle rotates in a casting drilled to fit it, containing an oil channel in connection with the oil tank, also an air channel, and the screw during rotation conveys oil from the oil channel to the air channel, where it is swept off by the heated air. The size of the screw groove and the number of rotations determine the feed of oil. The governor is connected to the spindle, so that at excess speeds the screw- threaded portion will be pulled out of the oil, or cease to rotate, leaving in the oil a plain or uncut part of the spindle, and the feed will consequently be arrested. This arrangement may be modified by mak- ing the spindle slightly conical, and cutting pockets in it, one for each cylinder, if more than one, the oil space or channel is then placed at an opposite point to the air channel, so that on the spindle rotating, each pocket will be brought opposite the air channel, which will be so placed that the heated air will sweep directly into the oil pocket, and clear out its contents. For petroleum, the burner used consists of a small coil of pipe enclosed in a casing, which may be lined with non-conductive material. One end of the pipe that is connected to the burner coil is also con- nected to the oil feeder and to a blower or bellows of any known type, and the other end of the coil is bent round so as to direct the issuing stream of oil and air INTERNAL COMBUSTION ENGINE CARRIAGES. 125 straight through the coil in which the oil is mixed with the air, and both are heated together on their passage through the coil burner, and produce a blue or atmospheric flame. Figs. 50 to 54 show an improved vaporiser, oil feeder, and burner. Referring to Fig. 50, z is the air and oil heating casing, and Y the oil feeder. The spindle of the air inlet valve is placed horizontally, and the air pipe E 1 is divided into two parts, the one for conveying air to FIG. 50. Roots' Vaporiser and Oil Feeder for Petroleum or Explosive Engines. the air and oil heating casing z, and the other for con- veying the said air directly to the admission valve box. In Fig. 51, w is the oil cock, w 1 is the oil space, X the screw thread which conveys oil from the oil space w 1 to the air space Y 1 , whence it is conveyed by the pipe W 2 to the air channel V 1 (Fig. 50), which connects the vaporiser channel V with the air heating channels V 2 . The oil feed casing Y may be cast in one with the air channel v 1 , as shown in the modified 126 MOTOR CARS. arrangement illustrated in Figs. 52 and 53. Also if a very heavy oil be used, the pipe w 2 may feed its oil into the top of the channel V 2 in order to pass the oil and air together through a greater length of the said channel. FIG. 51. Roots' Oil Feeder lor Petroleum or Explosive Engines (Longitudinal Section). The spindle X, with its screw thread or spiral groove X 1 , is rotated by means of the toothed wheel X 2 on the projecting end thereof, which gears into the toothed FIG. 52. Modified Form of Roots' Oil Feeder (Elevation). FIG. 53. Modified Form of Roots' Oil Feeder (Vertical Section). rack X 3 (Fig. 50), which is operated from the admis- sion valve G by means of a lever connected to its spindle. In Figs. 52 and 53 the spindle X is made shorter, and tapered like a plug, and, moreover, has cut in it a INTERNAL COMBUSTION ENGINE CARRIAGES. I2/ pocket x 1 , which, on the spindle being given a to-and- fro movement or partial rotation by means of the arm X 2 , becomes filled with oil and is presented to the heated moving air which sweeps out the pocket. The burner, Fig. 54, is formed of a coil of piping u, surrounded by a tubular casing T, which may be lined with asbestos. To start the engine the burner is heated and supplied with oil by means of an ordinary syphon wick from the oil tank, through the two-way cock shown, and with air by means of an ordinary hand pump or fan. When the ignition tube and vaporiser are sufficiently heated by the flame from the burner playing through the hole Z 2 in the casing Z FIG. 54. Roots' Improved Burner. (Fig. 50), the two-way cock is turned, and the burner is supplied with air and oil by means of the pipe T 2 on the oil feeder Y (Fig. 51), which is connected to the said two-way cock. The air and oil are heated and mixed by passing through the coil U so that they form a complete gas, the said mixture issuing from the end of the bend U 1 , and being injected into and mixed with further air in the tube casing. Figs. 55, 56, and 57 show an improved valve opening mechanism by which the engine is made reversible. To permit of the engine being started and working equally readily in either direction, a portion of one of the toothed wheels is cut away on its inner or bearing 128 MOTOR CARS. surface, so that in whichever direction the fly-wheel may be turned to start the engine, the toothed wheel will slip round on the shaft or pin until stopped by the key. The stop position at each end of the seg- mental slot is the valve opening position. For the FlG. 55. Roots' Reversible Valve-opening Mechanism for Petroleum or Explosive Engines. same purpose, a slot might be cut and a set screw fitted ; or the cut-out piece or slot might be made in intermediate mechanism between the valve and the gearing, so as to operate it once in two revolutions. A is the worm of the screw gear fitted on the shaft FIG. 56. Slightly Modified Form of Roots' Reversible Valve- opening Mechanism (Side View). B, and gearing into the pinion C, which is fitted on the pin D, and rotates at half the speed of the worm A. In Fig. 55, E, E, are the bearings of the reciprocating side shaft F. G is a spring which keeps the worm and worm-wheel in gear, z is a portion of the valve INTERNAL COMBUSTION ENGINE CARRIAGES. 129 spindle which is operated to open the valve by the reciprocation of the rod F. In Figs. 56 and 57 the pin D forms part of the lever F 1 , the eccentricity of which in the pinion C when the wheel rotates oscillates the lever F 1 on the fulcrum E 1 and opens the exhaust valve through the spindle z. The cam H is screwed or otherwise fixed on the pinion C, and in rotating with it operates the lever F 2 by means of the antifriction roller H 1 and opens the admission valve through the spindle Y. In Fig. 55 a portion of the inner wearing surface of the worm A is cut away at J to admit of its making the necessary free movement on the shaft to open the F'IG. 57. Slightly Modified Form of Roots' Reversible Valve- opening Mechanism (End View). valve at the right time every other revolution, when the engine is going in the opposite direction. When the key is in position at one end of this cut-away portion J, the parts are so adjusted that the valve will be opened in going one way, and the other end of the said space is the position for the opposite direction of rotation. Figs. 58 and 59 is an improved ignition device and arrangement of spray nozzle for that class of oil engines usually known as those of the internal vaporiser type, that is to say, wherein the oil is sprayed into the working or combustion cylinder without external vaporisation. I 130 MOTOR CARS. It has been demonstrated by experiment that when oil is sprayed into a working cylinder the essential thing is ignition, as the oil has not time to be, and is not, vaporised, but is fired as oil spray, and that once the ignition is commenced, the flame passes almost as rapidly through the particles of oil as oil spray, as through a completely vaporised and mixed charge of oil. The inventor's object, therefore, is to so construct the device as to get the ignition tube in line with the issuing spray, and so to ensure the immediate ignition thereof. The spray nozzle, fed by a pump driven by the side or valve shaft of the engine in the usual manner, is fixed on the side of the cylinder cover. A casting is bolted on the inside of the cover and over a port or hole in the cover wall. The casting is a flanged cylinder closed at the inner end by a dome- shaped end. It is of elongated U or basin section, and has screwed across it, at right angles with its axis, the ignition tube, so that the inner surface of the U casting and the outer surface of the tube are open to the outer air. The ignition tube is placed in direct line with the spray nozzle so that the issuing spray enters the tube, and this part catching fire, the whole spray is ignited and explodes. The flame of a lamp is directed upon the tube to heat it. Although other tubes may be used, a porcelain one is found preferable, and this, together with the egg- ended cylindrical or U casting, is afterwards kept hot by the combustion of the successive charges, and the tube being thin, is kept at a sufficient temperature to continue the ignition of the said charges. The ignition tube shown in Fig. 58 is fixed at one end only in the cylindrical casting, and closed at the INTERNAL COMBUSTION ENGINE CARRIAGES. 131 other. That shown in Fig. 59 passes through both walls of the said casting, and is open to the com- bustion space at both ends. The spraying oil nozzle used is of the ordinary con- struction, and is so arranged that it projects in a line with the ignition tube and that the oil spray enters it. A rib or flange is formed on the cylinder for the two- FIG. 58. Roots' Improved Ignition Device. fold purpose of strengthening it, the whole being preferably made of thin metal or of porcelain, and also to offer an increased surface to receive and store heat from the combustion after starting. This flange may be perforated. When the tube is red hot, and the engine is running, FIG. 59. Modified Form of Roots' Improved Ignition Device. the lamp flame used to heat it can be removed or extinguished, in which case the port or opening should be closed by a plug to retain the heat of the tube and the cylinder. It is stated that in the case of small engines the cylindrical or U tube itself can be used for ignition, especially if made of porcelain, and the cover be so 132 MOTOR CARS. constructed that the U tube projects inwards over the port into the combustion space, and that the spray nozzle be fixed in such a position as to throw the spray upon it. In another arrangement of motor shown in Figs. 60 to 62, the four-stroke or Otto-cycle of operations are carried out on both sides of the same piston, on the one side by the usual process of charging with explosive mixture, compressing, igniting and expanding, and ex- hausting, and on the other side by charging with air FIG. 60. Modified Form of Roots' Explosive Engine (Horizontal Section). only, compressing the said air, heating it up by exhaust gases admitted at higher pressure and temperature from the other side of the piston, and expanding the hot mixed gases so produced to give a power stroke simultaneously with the exhausting stroke on the combustion side of the piston. A is the cylinder enclosing the water jacket, B the liner or working barrel, C the cover, D the combustion and exhaust valve, E the admission valve for the admix- INTERNAL COMBUSTION ENGINE CARRIAGES. 133 ture of fuel and air, E 2 (Fig. 61) the port through which the mixture enters to the valve E, F the second ex- pansion exhaust valve, G the admission valve for air to the second expansion end of cylinder, D 1 the lever for opening the exhaust valve DjE 1 the lever for opening the admission valve E,E 3 (Fig.6i) the eccentric for operating the lever for opening the valve E, D 2 the eccentric for operating the lever D 1 . The other levers and eccen- trics are omitted from Fig. 61 for the sake of clearness. G 1 and F 1 (Fig. 60) are the levers for opening the valves G'and F respectively. It must be understood that the fork ended levers and eccentrics are only an alter- Fio. 61. Modified Form of Roots' Explosive Engine (End View). native method of opening the valves, as the usual arrangement of cams and levers may be employed. H is the piston, H 1 the piston rod, I the usual rotating side shaft, J the expansion end cover, J 1 the piston rod stuffing box, K, K, the communicating piston valves or ports opened by the piston at the end of its stroke, L the port leading from the second expansion end J of cylinder to the exhaust valve F, M the port for ad- mitting air to the same end through the valve G. Fig. 62 shows an improvement in the oil feed. N is the oil space fed from the oil tank, o is the air space through which the heated air passes on its way to the 134 MOTOR CARS, cylinder, P the oil feed spindle, Q the oil feeding groove to supply oil to the air in the channel O, R the oil feeding groove to supply oil to the burner, s the air supply pipe from the pump, T the end or socket into which the pipe leading to the burner is screwed. The oil vapour is supplied in any known or usual manner through the port E 2 . Ignition is effected in the usual manner by a hot tube in the combustion end C. The exhausts D and F are connected in a manner not shown in the drawing to one exhaust pipe. The four strokes completing the cycle in the combustion end C, viz., suction, compression, explosion, and ex- haust, are effected in the usual manner, but when the FIG. 62. Roots' Improved Oil Feeding Device for Explosive Engines (Vertical Section). piston uncovers the ports or valves K, K, the hot gases rush through them into the air that has been com- pressed on the other side of the piston. This air drawn through the valve G is compressed to about 20 Ibs. by the return stroke of the piston, when the ports K, K, are uncovered by the piston ; but the pressure may vary in different engines. The pressure of 20 Ibs. or thereabout is raised to 35 or 40 Ibs. by the com- bined effects of the increase in the quantity of the gases on this side of the piston, and by the rise in the temperature of the whole quantity of gases on the ex- pansion side of the piston. Simultaneously with the closing of the port valves K, by the return of the piston H, the exhaust valve D is opened by its eccentric or INTERNAL COMBUSTION ENGINE CARRIAGES. 135 cam and lever, and the combustion end C of the cylinder is exhausted in the usual way.. A working stroke takes place, on the expansion or non-combustion end J, and just at the end of this stroke, the exhaust valve F is opened, and the mixed products and air are exhausted by the return of the piston. It will be observed that the air is heated at the com- FIG. 63. Roots' Single Cylinder Carriage Oil Motor (Latest Type). mencement of each stroke, and that a similar series of operations take place at both ends of the cylinder, but in the end C ignition and combustion take place, while in the end J the air is heated by the waste heat of the combustion in C. A certain quantity of mixed air and gases also flows into the combustion end C, through the valves K from the non-combustion end J, at the end 136 MOTOR CARS. of the suction stroke on the combustion side of the piston, thereby increasing the compression and the mean pressure on that side. Fig. 63 illustrates in vertical central section one of the most modern types of Roots' petroleum engines. The improvements, which are chiefly in minor details of construction, will be very readily understood from the drawing. It will be seen that the oil feed spindle is of the usual kind used in Roots' engines, as likewise the casing with the air heater and vaporiser, and nickel silver ignition tube. The valve motion is fitted with a rocking weight governor, and a handy arrangement of tapers on shaft and brasses enables the slack to be taken up when necessary. The motor is reversible, being capable of being started in the opposite direction. It is claimed by the inventor that the smell common to engines of this type is very considerably reduced in this instance, owing to the form of thq piston em- ployed, which catches and condenses the escaping vapour. The consumption of oil is said to be about I pint per brake horse-power per hour, and the cost of running is therefore about one halfpenny per horse- power per hour. Oil of a specific gravity of .8 and upwards may be used as fuel. Roots & Venables' Oil Engine Road Carriage. A double cylinder engine of this type is employed as the source of energy upon the Roots & Venables' petroleum road carriage, which is known as the " petrocar." INTERNAL COMBUSTION ENGINE CARRIAGES. 137 This carnage is adapted to accommodate two passengers, and has a steel framework carrying the oil engine, cooling water tank, exhaust box, and cooling coil, and is mounted upon three wheels fitted with solid indiarubber tyres. The front or steering wheel is spring mounted in a fork, and is operated by a lever with a handle bar, in a somewhat like manner to that of a Bath chair. An ordinary cycle plunger brake is fitted to this front wheel, and a powerful band or strap brake is also fitted to a drum keyed on the axle of the rear or driving wheels. Four sliding blocks, having ball bearings and fitted with springs, are arranged in guides of an inverted U shape in con- nection with the main axle. A balance gear is fitted to a sleeve upon the said main axle, and a two speed gear, composed of toothed or spur wheels and a clutch, is likewise fitted to gear down or reduce the speed of the motor, to enable the rate of speed to be changed for hill climbing, &c. The transmission gear consists of chain or sprocket wheels and pitch chains, the smaller sprocket wheel being fitted loosely upon the crank shaft, and its connection with the latter being operated through a friction disc keyed upon the former. The cooling water tank is bolted to the frame beneath the feet of the passengers, and the exhaust box is located at the rear end of the said frame. The engine employed on this vehicle is one of 2\- brake horse-power, and it is said that Russian and American petroleum oils can be used of any specific gravities between .8 and .835, and with a flash-point by the Government test up to 130 F. The total weight of the vehicle and motor, &c., is about 9 cwt. 138 MOTOR CARS. The Britannia Company's Oil Engine for Road Carriages (Gibbon's Patent). A type of petroleum motor applicable for the pro- pulsion of motor cars is that known as the " Facile," which is made by the Britannia Company under Gibbon's patent, and which would seem to possess several features rendering it specially qualified for use in the propulsion of motor cars. Amongst the FIG. 64. Britannia Company's (Gib- FlG. 65. Britannia Com- bon's Patent) Horizontal Petroleum pany's (Gibbon's Patent ) Carriage Motor (Elevation). Vertical Petroleum Car- riage Motor (Elevation). advantages claimed for this engine are the following : Extreme simplicity of construction, one valve only being employed ; an impulse is effected at every re- volution ; no vaporiser is required ; after a short preliminary heating the ignition is automatic ; the cylinder does not become overheated, owing to the provision of a separate explosion chamber ; and the waste heat is utilised to heat the ingoing charge, thus INTERNAL COMBUSTION ENGINE CARRIAGES. 139 ensuring economy, and reducing the quantity of water required to maintain the engine cool. This engine is made in both horizontal and vertical patterns, the external appearance of which are clearly shown in the illustrations (Figs. 64 and 65), the former of which represents the horizontal and the latter the vertical type of engine. The principle upon which these engines are built is practically similar, and they differ only in the necessary details of construction to enable the parts to operate in the different positions. FIG. 66. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Plan). The internal and working arrangement of both will therefore be readily understood from the detail views of the engine shown in Figs. 66, 67, 68, 69, and 7> and the following description relating thereto which appeared some time back in the Engineer :* " a is the framing of the engine, and b is the power cylinder, which is provided with a water-jacket c in the usual manner, d is the combustion chamber, which is connected to the cylinder b by a short neck * The Engineer, 5th July 1895, vol. Ixxiii., p. 539. 140 MOTOR CARS. or passage e, and which is preferably of much smaller diameter than the cylinder, and placed parallel thereto, as shown in Fig. 67. fis the jacket surrounding the combustion chamber, g is the valve-box, and h is the valve working therein, and serving both as an air FIG. 67. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Section on line 2-2, Fig. 66). inlet valve and an exhaust valve, the space z above the valve communicating by the passage z 1 , seen at the bottom of the vaporiser u l in Fig. 67, directly with the interior of the combustion chamber d, whilst the space beneath the valve is in communication through the ports/,/, and the pipe k with the jacket INTERNAL COMBUSTION ENGINE CARRIAGES. 141 f, and by the ports /, / with the atmosphere according to the position of the valve h. m, m are holes formed in the jacket /for admitting air thereinto for the for- mation of the explosive charges. The valve h which FIG. 68. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Enlarged Section through Valve). as shown in Fig. 68, is a mitre valve is provided on its under side with a hollow cylindical extension which fits within the valve-box g, and is provided with a series of circumferential apertures or openings n, n l , n 2 , ;z 3 , ^ 4 , communicating with the ports/,/, /, /. 142 MOTOR CARS. " During the compression and combustion stroke of the piston, the valve h is in the position shown in Fig. 68. When the exhaust stroke of the piston com- comences, the cam/ 2 lifts the valve // from its seat, and places the apertures # 3 , 4 opposite to the ports FIG. 69. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (Enlarged Section through Oil-Feeding Device). /, /, so that the gases from the cylinder b can pass under the valve h into its cylindical extension, and thence escape through the apertures 3 , rfi and the ports /, / to the atmosphere. During the time that the ports /, / are open, the air inlet ports j\j are closed INTERNAL COMBUSTION ENGINE CARRIAGES. 143 by the rings o, o l . On the completion of the exhaust stroke, the lift / 3 of the cam raises the valve still further, the ports /, / are closed, the apertures n\ n 2 brought opposite the ports/,/, and on the outgoing stroke of the piston air is drawn through the holes m, m into the jacket/, and thence through the pipe k and the ports/ /into the valve-box, whence it passes into the cylinder b through the aperture i 1 . " In Figs. 67 and 69, u is the vaporising chamber and igniter, which is arranged partly within the com- bustion chamber d, and partly outside it, the part outside being, as shown in the drawings, provided with internal ribs n l , u 1 , and being heated for starting the engine by the flame of a lamp. After the engine has been running for a short time, the part of the chamber u within the combustion chamber d will, it is said, be sufficiently heated to serve as the igniter. " A shield v is placed around the portion of the vaporising chamber and igniter u within the com- bustion chamber d, but with an intervening annular space, for the purpose of preventing the air entering the combustion chamber from impinging against the walls of the chamber u and cooling it. The shield v is placed at a slight distance from the chamber u in order to afford a space into which the gases can penetrate. "In Figs. 69 and 70, w, w l are the barrel and plunger of the oil pump for injecting the oil into the vaporising chamber ?/. The pump is constructed as shown in Fig. 69. In the end of the plunger is formed, for a short distance, a passage x> which terminates in a cross passage x\ as shown most clearly in Fig. 70. Around the barrel w of the pump is formed a chamber y, and 144 MOTOR CARS. around a portion of the plunger of the pump is formed a space j/ 1 , which communicates with the chamber y through a passage jj/ 2 , the space being kept constantly filled with oil under a slight head or pressure. When the plunger is full out, the cross passage x l is in the space jr 1 , so that the oil can flow from the latter into the passage x, and fill the space above the plunger ; im- mediately the upward movement of the plunger com- mences, the passage x 1 is moved into the part of the pump barrel which the plunger fits, so that the return of oil through the passage x l is prevented the result being that the oil in front of the plunger is injected FIG. 70. Britannia Company's (Gibbon's Patent) Petroleum Carriage Motor (further Enlarged Portion of Fig. 69). into the vaporiser u. The engine is well mounted on a strong wrought-iron frame, and is fitted with a water-cooler." It will be seen that the motor has but one valve, which is similar to a large safety-valve having a series of pistons in place of wings, and which valve acts both as a main air valve and an exhaust valve, and is kept cool by the air during its passage into the cylinder. The motor is of what is known as the internal vaporiser type that is to say, that class of engine wherein the said vaporiser likewise forms the ignition tube, and the said igniter is contained in a casing attached to an INTERNAL COMBUSTION ENGINE CARRIAGES. 145 extension of the cylinder cover wherein is located a way or passage communicating with the said casing, the combustion space being thus placed at the side instead of at the rear of the cylinder. The supply of air passes through the above-mentioned compound valve and round this casing to the cylinder, and the fuel or oil is injected into the bulbous end of the vaporiser by a rod working in an oil box, and having a longer or shorter stroke imparted to it, and therefore injecting more or less oil in accordance with the controlling action of the governor. The governor acts on a cam, so as to allow to a trip finger a longer or shorter time to remain in contact with a rod which it operates or pushes. The engine, it will be remarked from the above, combines the features of some other engines already known. The Britannia Company's Oil Motor Road Carriages. The above-described combustion engine forms, as may be supposed, the main feature of the Britannia Company's motor carriages, of which they make several patterns, viz., a three-wheeled carriage fitted with a I horse-power engine adapted for one passenger, or two on an emergency, and estimated to be capable of travelling at a speed of from 2 to 10 miles an hour on level roads ; a three-wheeled carriage fitted with a 2 horse-power engine adapted to carry two passengers seated side by side, and calculated to develop a speed of from 2 to 14 miles per hour on level roads ; and a four-wheeled carriage of the vis-a-vis style, fitted with a 4 horse-power engine, and having an estimated speed of from 2 to 1 5 miles per hour on the level. K 146 MOTOR CARS. The " Facile " carriage motor is, however, also applied to omnibuses, tram-cars, goods delivery vans, tricycles, and many other classes of vehicles. Noticeable features in the driving or running me- chanism or gear of the Britannia motor cars are the following: Their patent improved speed variation gear, by means of which the carriage can be made to travel either fast or slow, whilst the engine, of course, runs at its ordinary or normal speed ; the improved self- acting governor, by which the speed of the engine is automatically adjusted on ascending or descending hills, thus saving one handle ; and the dispensation of a number of more or less complicated parts common to many other engines, which admits of the mechanism being controlled by means of only tw r o handles and one foot lever. It is also claimed for the motor that cleansing of the parts can be very easily performed, the double purpose or compound valve being capable of being removed, cleaned, and replaced in position in about ten minutes. The carnage, it is stated, can be started when all is in proper order in about six minutes, and ordinary petroleum lamp oil of a specific gravity of .8 upwards may be employed, which is obtainable almost everywhere. The cost of running is placed by the makers at about a halfpenny per brake horse-power per hour, the consumption of oil being at the rate of about one pint per hour per brake horse-power. Other Types of Oil Engines and Road Carriages. Amongst the numerous other patterns of internal combustion engines and motor cars to which, as already INTERNAL COMBUSTION ENGINE CARRIAGES. 147 mentioned, space will only admit of a brief allusion being made, may be mentioned the following : The Pygmee, the Seek, the Lepape, the Tenting, the Loyal, the Gladiator, the Dawson, the Maxim, and the Riotte. Pygmee Oil Engine for Road Carriages. The first of those above mentioned, or the Pygme"e motor, is one which, in point of efficiency, equals if not surpasses the Daimler motor. The arrangement of the various parts is such as to ensure the compactness of the engine without in any way curtailing their dimensions, and the motor can also be managed with remarkable facility. These motors are built in both vertical and horizontal types, the latter, however, being usually employed for motor cars. The engine is balanced, having two cylinders with pistons working cranks placed at 180, thereby to a very great extent obviating the intense vibration otherwise set up by the alternating motion of the parts. The admission valves are opened in the usual manner by the suction action of the pistons, and the exhaust valves are arranged in boxes and are operated by cams upon an intermediate shaft. The speed regulating device is ingenious, and deserves some notice. It consists essentially of a rod carried by the fly-wheel and connected with a centrifugal regulator. The revolution of the fly-wheel will tend to force this rod from right to left against a spring, the tension of which can be adjusted by means of a thumb-screw. Upon the engine attaining what is considered to be an excessive speed, the pull of this 148 MOTOR CARS. spring will be overcome, and the rod will be moved so as to operate the exhaust valves, thereby preventing the burnt gases from escaping, and consequently the piston will draw a fresh charge into the cylinder on the next stroke, and in this manner bring back the engine to the normal speed as regulated by the spring. Should, however, the stoppage of the action of one cylinder be insufficient to reduce the speed, the said rod will travel still further to the left, and in like manner stifle the exhaust of the second cylinder. The carburator consists of a spiral tube or coil surrounding the ignition burners, and either spirit or petroleum can be used ; in the latter case, however, the above-mentioned spiral tube is arranged within the burner instead of outside as before. A special arrangement of the air and vapour admission ports causes the gas to whirl and become thoroughly mixed before entering the cylinder, and thereby minimises the chances of failure to explode. The compression used in this engine is high, amounting to 57 Ibs., and the consumption of spirit or petroleum is thereby rendered very low, not ex- ceeding, it is stated, .968 Ib. per horse-power of motor per hour. Seck's ("Gnome") Oil Engine for Road Carriages. Seck's oil engine, which is known as the " Gnome," and is built by L. Seguin, is also a very simple and efficient type, possessing the advantage of being capable of being satisfactorily handled by persons with but little experience ; as at present constructed, however, it is much too heavy for motor cars, and INTERNAL COMBUSTION ENGINE CARRIAGES. 149 is more suitable for use as a portable oil engine for agricultural purposes or for light locomotives. It is a single-cylinder engine, cooled in the ordinary manner by a water jacket, and the charge is admitted during the first forward stroke, the petroleum passing through a vaporiser heated by a burner, and a suitable amount of air being allowed to gain admission through a small aperture. The vapour on entering the cylinder is met at right angles by, and thoroughly mixed with, a sufficient supply of air to admit of combustion taking place. The petroleum is fed from a main reservoir to the vaporiser by a small pump, an overflow maintaining a constant level in the former. The method employed for operating the exhaust valve comprises a horizontal slide valve to which reciprocating motion is imparted by an eccentric and endless screw. The regulation of the speed of the motor is effected by preventing the exhaust valve, through suitable mechanism, from fall- ing upon its seat when the speed is increased above the normal, thereby producing, though in a different manner, a like result to that effected by the usual plan of preventing the exhaust valve from opening on the occurrence of any abnormal or excess speed. Lepape's Oil Engine for Road Carriages. The Lepape is a three-cylinder engine, the charge being admitted and expelled through valves in the usual manner, and electric ignition of the charge being employed. The cylinders are placed at an angle of 120 to one another, with a view presumably of equalis- ing the strains and reducing vibration to the lowest 150 MOTOR CARS. possible point. There is nothing further, however, in this motor specially worth describing. Tenting Oil Engine for Motor Carriages. The Tenting oil motor is a double-cylinder, water- jacketed, Otto-cycle engine running at the compara- tively low speed of 250 revolutions per minute. The valves controlling the admission and exhaust are arranged horizontally. The engine is light and well made, but no special novel features apparently are included in its design. Loyal's Oil Engine for Road Carriages. The Loyal motor is of the single-cycle type, and has an oscillating unjacketed cylinder mounted on trunnions, through one of which the gas or vapour is admitted to the explosion chamber. The special feature of this engine is the ignition device, which consists simply of a nickel tube in which the gas mixture is compressed to a sufficient extent to produce the necessary heat for firing, the ignition tube requiring, however, a short preliminary heating whe"n starting. A special form of carburator has also been designed by Mr Loyal. This apparatus comprises a reservoir divided into two compartments by a conical-shaped partition, in the uppermost of which is located the gasoline. The feed of gasoline into the lower or car- burating chamber is automatically regulated by a spindle extending vertically into and through the lower compartment, and having a conical valve which, when the engine is at rest, is held by the action of a spiral spring against a seating in an orifice, in the INTERNAL COMBUSTION ENGINE CARRIAGES. 151 apex of the conical partition, and thus prevents the passage of any gasoline therethrough. Below the said conical valve is a small fan or screw which, when the spindle is revolved by the suction action caused by the motor itself, and the oil is permitted to drop upon the said screw from the reservoir, is also revolved, and this action in combination with that of the air acts to vaporise the petroleum and carburate the said air, which latter is then removed to the explosion chamber through a pipe passing upwards through the upper or petroleum compartment of the carburator. Darracq's (Gladiator) Oil Engine for Road Carriages. The Gladiator oil motor, which is from the designs of Mr Darracq, is of the Otto-cycle type, and is pro- vided with a water-cooled jacket at the explosion end of the cylinder only. The ignition tube is heated to a white heat by a Longuemarre burner * fed from a special oil reservoir, a slight pressure in which latter must be maintained by means of a small force-pump at starting. The valves are governed by springs, that for admit- ting the charge, which is sucked in automatically, closing the valve after each inspiration, and that con- trolling the exhaust being held by a powerful spring, and raised every alternate revolution by means of a lever and operating cam carried upon an intermediate shaft. The exhaust is passed into an exhaust box or silencer * See pages 52, 88 for further description and illustration of this burner. 152 MOTOR CARS. which is divided into two compartments, the first of which is filled with fine steel filings, and the second, or the one on the outlet side, with coarser ones. By this means all noise is said to be completely deadened or silenced. Dawson's Oil Engine for Road Carriages. The Dawson motor has a single water-jacketed, valveless cylinder, wherein the explosions are effected by means of an incandescent tube. The piston is of the barrel pattern, and means comprising a worm wheel engaging with a worm on the crank are pro- vided for rotating it upon its axis in the cylinder, during its to-and-fro working therein ; the connection of the rod upon its axis to the piston is made by a ball and socket joint to admit of this action. Two holes or ways placed in the same horizontal plane are provided in the piston, and two similar ways are formed in the cylinder for the admission of the explosive mixture thereto, and for the exhaust of the burnt gases therefrom. The admission of the charge is effected during a portion of the outward stroke of the piston, and on the return or inward stroke thereof the charge is compressed, and the ignition tube being uncovered, explosion takes place ; the exhaust passage being next uncovered and the burnt gases removed. These various actions are effected by the combined longitudinal and rotary movements of the piston. Maxim's Oil Engine Road Carriage. The Maxim oil engine is a three-cylinder one of the Otto-cycle type, one-sixth of a revolution being only INTERNAL COMBUSTION ENGINE CARRIAGES. 153 left without impulse. The cylinders are. constructed of cold-drawn seamless steel tubing, T \ inch in thick- ness, and the ignition is effected by an electric spark, the current being supplied by a battery having nine chloride cells. This motor, which is said to develop ij horse-power, only weighs about 32 Ibs. An engine of this type was fitted to a tricycle, which was one of those shown, but not run, at Chicago, in connection with the competition trials of motor cars held there. Riotte's Oil Engine Road Carriage. The Riotte engine was fitted to a bicycle which was exhibited at Chicago under like conditions to the one previously mentioned. The motor has an oscillating cylinder, and its piston rod is connected to a crank disc on the axle of the rear wheel, the explosions being effected by an electric ignition device. There are no marked features in its construction calling for any special mention, but it is characterised as a whole by extreme lightness, the weight of the motor, oil supply for a 75 miles' run, and electric battery for the ignition device, being only 9 Ibs. It is stated to be capable of attaining a speed of 20 miles an hour on a good level road, and to be able to surmount up-grades of 4 per cent, at a fair rate of speed. Triouleyre's Oil Engine Road Carriage. M. Triouleyre's motor carriage, which is built by the Compagnie Generale des Automobiles (Paris), is one 154 MOTOR CARS. which is said to have performed some first-class running. Two vehicles of this type were entered for the Paris-Marseilles race. This car is driven by a benzoline motor, which drives a second motion shaft by means of leather belt gearing, and from which second motion shaft power is transmitted to the driving wheels by chain or sprocket wheels and pitch chains. The most noticeable feature, however, in the arrangement is the provision of a set of tubes and an air-blast for cooling the water from the cylinder jacket. CHAPTER V. ELECTRIC MOTOR CARRIAGES. AT the present time there does not seem to be much chance that electricity will be able to compete with either steam or internal combustion engines in economy of working, and that even in the United States where the wider use of electricity has cheapened its produc- tion, and it is therefore more favourably placed with respect to these motive powers. An electric motor varies in efficiency in direct accordance with its weight. This gives rise to a very grave objection when applied for purposes of propul- sion, where increase of the dead weight becomes obviously a matter of very considerable importance. The efficiency of the electric motors at present in use is at most about 80 per cent, when developing average power, and this percentage is greatly reduced every time they are called upon to give out additional power upon any emergency. The great drawback, however, to the use of electric motors for haulage purposes lies in the question of the difficulty of obtaining the requisite supply of elec- tric current. But two methods of doing this are avail- able, viz., by generating the said current upon the vehicle itself, which can be done either by means 156 MOTOR CARS. of primary batteries, or by a dynamo electric machine worked by an oil, steam, or other engine ; and by laying by in storage batteries or accumulators a sufficient supply of electricity to perform the journey or a certain portion of it. The use of primary batteries is impracticable by reason of the cost of producing a powerful current by that means, and the employment of a dynamo and oil or other motor would be also both expensive and heavy, con- sequently the latter or storage batteries, as presenting obviously the most feasible method in practice, is the plan that is usually adopted ; but even this method of supplying the current gives rise to several very serious objections, foremost amongst which is that of weight. As is well known, the accumulators or storage batteries in use at the present day do not differ in principle from those primarily devised by Plante, and lead plates are still employed as electrodes, and highly diluted sulphuric acid as the electrolyte. The result of this is that the weight of the accumulators is exces- sive, being at the rate of about if cwt. per horse- power per hour. From this it will be seen that the weight of an accumulator that would keep the vehicle running for say about a couple of hours on average roads at a speed of about 12 miles per hour, without being recharged, would exceed the combined weight of both the carriage and passengers. Besides this, however, there is the loss experienced between the power expended by the dynamo in charging the accumulators and the return of the latter, the efficiency of which rarely reaches above 75 per cent., the loss experienced in the working of the ELECTRIC MOTOR CARRIAGES. IS/ electric motor, the efficiency of which is seldom more than 80 per cent., and the loss in the 'dynamo, the efficiency of which may be taken at most to be about 90 per cent. There is therefore a total loss of the work done by the steam, gas, or other motor in driving the dynamo of over 50 per cent. This enor- mous loss easily accounts for the reason why electric traction even upon comparatively level tram lines is dearer than that of animal traction, where accumu- lators are employed for storing the necessary supply of electricity. Overhead wires delivering the current to the motor on the car through a collecting trolly is a far more economical system, but is of course inapplicable to motor cars for common roads. Still further objections to accumulator electric motor cars are that the accumulators require recharging or replacing by ones already charged, after a comparatively short time, thus rendering them in many cases abso- lutely useless, and being at all times most inconvenient and troublesome ; and moreover there is the loss due to the depreciation of the accumulators themselves. This recharging can, of course, be easily effected in large towns and cities, but in the country, except in the case of large houses possessing their own elec- tric lighting plants which could be utilised, a special and expensive plant would have to be provided for charging the batteries. Where an electric light plant, worked by water power, happened to be available for charging purposes, there would be a very considerable saving in power, but these cases are rare. It is quite true that the electric car possesses certain advantages over oil, steam, or indeed any other engines or motors for the purpose under consideration. For 158 MOTOR CARS. example, it can be controlled with greater facility ; it is practically safe and free from any chance of dangerous explosions and other accidents ; and last, but by no means least, it does not discharge occasional volumes of smoke, as in the case of the steam-engine, or per- petually give off more or less evil -smelling and poisonous vapours, as in the case of the oil or gas engine. It is to be feared, however, that the disadvantages of electric traction or propulsion so greatly exceed the advantages derivable from its use, that except in certain very exceptional cases or where expense is of no importance, and perhaps to a very limited extent in some large towns and cities, this system must be considered impracticable. This fact is fully recog- nised and acknowledged by many electricians of note both in this country and abroad. The following are examples of some of the most successful electrical road carriages that have been constructed up to the present time, from the designs of the American Electric Vehicle Company, Holtzer, Morris & Salom, Sturge, Bersey, Jeantaud, and Bogard. American Electric Vehicle Company's Electric Road Carriage. An electric storage battery carriage, constructed by the American Electric Vehicle Company, has been under trial for upwards of three months, and is said to have been found so successful that they are about to build a number of others of various patterns. That under consideration is a carriage of the mail phaeton type, weighing complete slightly under 18 cwt, and fitted ELECTRIC MOTOR CARRIAGES. 159 with a front seat, having a folding hood and an open rear seat. The running gear of this carriage is clearly illus- trated in Figs. 71 and 72. It is mounted upon four wheels, having ball bearings and solid indiarubber tyres, the front or steering wheels being 34 inches in diameter, the rear or driving wheels 44 inches in dia- meter, and the width of the wheel base being 4 feet 6 inches. The body of the vehicle contains storage F\ M FIG. 71. American Electric Vehicle Company's Electric Road Carriage (Plan of Mechanism). room for a battery of thirty-two cells, having a capacity sufficient to develop 3^ horse-power for six hours, and so arranged that they need not be removed for charging. The carriage is capable of making 50 to 65 miles on one charge, in accordance with the state of the roads and the strength and direction of the wind. There are two motors, each of 1,200 watts or if horse-power, and independently connected to the rear or driving wheels by sprocket or chain wheels i6o MOTOR CARS. and pitch chains, so as to admit of their running at different speeds when turning corners or rounding curves. Four different rates of speed are provided, viz., if, 3j, 7, and 14 miles per hour. A braking device is provided, whereby the brake can be applied directly to the motors, and this application will at the same time both cut off the electrical current from the said motors, and also automatically adjust the con- troller back to the starting-point. FIG. 72. American Electric Vehicle Company's Electric Road Carriage (Side Elevation of Mechanism). Holtzer's Electric Road Carriages. The Holtzer electric storage battery carriage con- sists of a heavy drag, which weighs about 2 tons 5 cwt 2 qrs., and is adapted to carry six or seven pas- sengers. It is mounted upon four wheels having bearings of the ball variety. The storage batteries are located in the body of the vehicle and beneath the front seat, and that part of the body carrying the two rear seats is so hinged as to be capable of being lifted up, and thus exposing the cells and connections. ELECTRIC MOTOR CARRIAGES. 161 The batteries consist of 44 chloride cells of 250 ampere-hours, with a discharge rate of 25 amperes nominal, and arranged in four groups of eleven cells in each. These cells are connected to the motor through a parallel series controller, by which the groups are placed in multiple series and multiple gear respectively, so that three speeds can be ob- tained, viz., 5, 8, and 15 miles per hour. A lever placed near the steering pillar admits of these being operated and locked in either position by means of FIG. 73. Holtzer's Electric Motor and Gear (Plan). FIG. 74. Holtzer's Electric Motor and Gear (End View). a toothed sector and spring catch or pawl, and no rheostat is required in this arrangement. The electric motor is a 4-pole series-wound one, of J\ horse-power capacity, weighing about 4 cwt, running at a full load at 250 revolutions per minute, and showing an efficiency, according to the makers, of 89 per cent. The general arrangement of this motor is shown in plan and end view in Figs. 73 and 74. An armature pinion formed of phosphor bronze meshes with an accurate intermediate gear mounted upon a divided L 1 62 MOTOR CARS. shaft connected through a differential gearing, so as to admit of the wheels running at different speeds when rounding corners or running in curves. The rear wheels are driven from the intermediate shaft direct by chain gearing placed at each end, and to allow of reversing the direction of motion a reversing switch is mounted on the sector of the controller, and is interlocked therewith, thereby preventing the motor from being reversed until the controller lever has been placed at off. The steering gear consists of a steering pillar coupled by strong levers to the movable hubs of the front axle. A toothed segment having a spring catch or pawl is also so arranged that by a slight pressure of the foot of the rider the front or steering wheels may be locked at any angle. The motor and gearing are enclosed by a light leather casing, and the body of the carriage is water- proofed and painted with acid-proof paint to resist the action of acids should one of the cells become accidentally broken or slop over. The carriage is provided with electric lamps of 10 candle-power each, and it was built by the Holtzer- Cabot Electric Company. Morris & Salom's Electric Road Carriage. The Morris & Salom storage battery carriage, which has been given by the designers the somewhat ex- traordinary name of the " Electrobat," is fitted with two Lundell electric motors of i| horse-power nomi- nal each. The driving is effected by pinions upon the armature shafts operating the driving gears at- ELECTRIC MOTOR CARRIAGES. 163 tached to the front axle. The rear wheels are used for steering, and the steering pillar is arranged to shift the rear axle. The supply of electricity is stored in four sets of twelve chloride cells, having a capacity of 50 ampere- hours per cell. The act of pushing into place makes connection automatically with the controller, which latter is operated by a hand wheel in front of the seat, four different speeds of travel being attainable by different groupings of the batteries with the motors. The capacity of this battery is said to be sufficient for a run of twenty hours, and a speed of 20 miles per hour to be attainable on good roads. This carriage, which is adapted for the accommo- dation of two passengers, is mounted upon wooden wheels, the front or driving ones being 40 inches and the rear or steering ones 28 inches in diameter, and its weight is about 14 cwt. I qr. A lighter carriage of the same type of driving gear, but having a frame composed of steel tubes and cycle pattern wheels, and only weighing about 10 cwt. 3 qrs., is also made by the same builders. Sturge's Electric Road Carriage. The Sturge accumulator or storage battery electric carriage is of the three-seated sulky pattern, adapted to accommodate six passengers. It is mounted upon four wheels, the front ones being 42 inches and the rear ones 48 inches in diameter. The motor is one of 3 horse-power, single reduction gear being employed for transmitting the power to the axle. 164 MOTOR CARS. The body of the vehicle is capable of accommodat- ing 36 storage battery cells, having a capacity of 250 ampere-hours, the power stored up therein being equal to 23 electrical horse-power. When, however, it is required to carry more batteries, so as to adapt the carriage for a lengthy run, the rearmost seat can be removed, thereby affording more storage capacity. In running order this carriage weighs about I ton 4 cwt. 2 qrs. On good roads it is calculated to be capable of attaining a speed of 10 miles per hour, and to be able to cover a distance of 70 miles without requiring recharging. Bersey's Electric Road Carriage. Figs. 75 and 76 illustrate an improved electrically propelled road vehicle or omnibus, designed by W. C. Bersey. The improvements consist essentially in the inter- position, between the vehicle body and the axles, of an under frame supported on springs on the fore carriage and the rear wheel axle, upon which under frame the accumulators, motors, driving and steering gear, brakes, and all the other appliances necessary for the electric propulsion of the vehicle are carried, so that it forms in itself a vehicle complete in every respect save the body. The body is seated directly on this under frame, which is especially adapted to receive it, and is merely dropped into position and fixed in place by means of bolts. A is the horizontal under frame, which is supported through springs B on the axle C of the hind wheels D, and upon a swivelling fore carriage E. The omnibus ELECTRIC MOTOR CARRIAGES. I6 5 body is merely seated, as shown, on the frame A, its sills resting on and being bolted to the side members, and its floor or bottom upon the cross members of the frame A. F is a downwardly projecting box or well carried by the frame A, in which well the motors G and ac- FIGS. 75 and 76. Bersey's Electric Omnibus (Sectional Side Elevation and Sectional Half Plan). cumulators H are carried, the former being arranged in advance, and the latter in rear, of the hind wheel axle C, and the well having a door at the rear (shown open in the sectional elevation) through which the accumulators can be introduced. 1 66 MOTOR CARS. The two motors G are carried upon the same base plate I, which is suspended by brackets I 1 at one end from the hind wheel axle C, the other end resting, through a roller 2, on the floor of the well F. Upon the same base is mounted an intermediate stationary spindle L on which rotate sleeves K, through which the motors are geared to the respective driving wheels D, by a pinion g on the motor spindle, gearing with a wheel k on the said sleeve K. The stationary spindle L is fixed in brackets /, / on the base plate I ; each end of the spindle, and the sleeve mounted thereon, passing out through the side walls of the well F, and the sleeve being provided with a sprocket pinion ;;/ gearing through a pitch chain M with a chain rim M 1 fixed to the wheel D. If a two-speed gear is required, two sets of wheels and pinions g, k, having different ratios, would be provided, the two wheels k being in that case mounted loosely on a live shaft with which one or other of said wheels is connected by an inter- mediate clutch. The fore carriage E is unaltered from the ordinary pattern, except that its swivelling connection with the frame A is preferably made by means of a ball-bearing turning plate and centre bolt, the swivelling under carriage being provided with a toothed ring N with which gears a pinion n on the lower end of a vertical shaft O, passing up through a tubular standard fixed on the forward end of the frame A, and rising in front of the vehicle body to a convenient height to bring the hand wheel P and worm gear, through which the shaft O is operated, within easy reach from the driver's seat. The toothed ring N and pinion n are shown in dotted lines in the drawing. ELECTRIC MOTOR CARRIAGES. l6/ Jeantaud's Electric Road Carriage. A type of carriage propelled by an electric motor, which took part in the Paris-Bordeaux race, and by the aid of numerous relays succeeded in getting over half the course, although making far worse time than any of the petroleum cars, is that known as the. Jeantaud car. This vehicle is admirably designed for travelling, and had it not been so heavily handicapped by the source from which the energy was obtained, would doubtless have given very favourable results. The frame is constructed of weld steel, a box seat for two persons is placed in front, and two other seats placed back to back are located at the rear. It is mounted upon four wheels, the rear ones being 4 feet 7 inches in diameter and the front ones 3 feet 3 inches in diameter, and the load is proportionately distributed on both sets of wheels. Two straight springs connected to- gether at their centres are supported upon the cross bearers close to their pivots, being placed on the under side transversely to the body which they sup- port an arrangement affording both great flexibility to the vehicle, and lessening the amount of force re- quired for propulsion, inasmuch as when one of the wheels is raised over an obstacle, the entire weight of the said vehicle has not to be also raised. An instantaneous brake, which can be operated by a pedal placed in a position convenient to the con- ductor and breaks the electrical circuit, is provided, as also a graduating brake which can be operated by two hand wheels, one of which is located at each side of the driver's box. A safety device is also fitted 1 63 MOTOR CARS. which automatically acts to stop the car should the pitch or driving chains happen to break upon a gradient, a not altogether unlikely accident, by the way, and one which should be adequately provided against in all motor cars wherein the transmission of power is effected by chain gearing. The intermediate shaft carries a differential gear comprising two bevel wheels admitting of speeds of J\ and 15 miles, above the regular ones, being attained when desired. The intermediate shaft drives the wheels through chain or sprocket wheels and pitch chains. The motor employed is from the designs of, and built by, Mr Rechniewski, having his usual grooved coil to afford protection to the wires and diminish the magnetic resistance, and it is intended to supply about 6 horse-power, which power, it is estimated, would be necessary to attain a speed of 15 miles an hour under normal conditions, with a tension of 70 volts with 70 amperes of current. The weight of the motor is about 5 cwt, and it is stated that upon special occasions it is capable of exerting sudden pulls and developing about double its stated power. The electric current is supplied by accumulators consisting of 38 Fulmen elements placed in 12 boxes containing three and four compartments each. For a discharge of 70 amperes of current, the battery having a minimum capacity of 210 ampere-hours would be capable of working the vehicle for three hours at a speed of 15 miles per hour on a level road in first-rate condition. Each element has a 300 ampere-hour capacity for ten hours at a normal rate of discharge. The car may be taken under ordinary conditions to ELECTRIC MOTOR CARRIAGES. 169 be capable of running 25 miles on high-class roads, with no steep gradients, in favourable weather. As regards weight, each element weighs 33 Ibs., the entire battery about i6f cwt, and the weight of the motor and fittings is about 7 cwt. About ten minutes would be consumed in recharging the storage battery. Bogard's Electric Road Carriage. In the Bogard electric car the motor is fixed to the framework, and operates an intermediate shaft, carrying chain or sprocket wheels at its extremities, through a pinion and differential gearing. Power is trans- mitted from this intermediate shaft to the rear or driving wheels, by means of pitch chains gearing with the above-mentioned sprocket wheels, and others fixed on the hubs of the said wheels. The motor is also of the type made by Mr Rech- niewski, with a grooved coil, to afford, as has been before mentioned, protection to the wires and diminish the magnetic resistance. A current of 14 amperes at 13 or 15 volts is delivered to the electros, and the coil at 90 volts is capable of absorbing up to 60 amperes, and will give out 6\ horse-power. At 88 volts the motor has a speed of 1,250 revolutions, at 44 volts one of 600 revolutions, and at 22 volts one of 300 revolutions. Fully charged, it gives 45 amperes, and an average of from 5 to 6 horse-power. The motor can be reversed when desired, and weighs a trifle over 4^ cwt. The accumulators employed are of the Dujardin type, and are placed in the body of the car, which is especially designed to afford ample accommodation MOTOR CARS. for their storage. The battery comprises 5 1 elements (each of three positive and four negative plates), each of which weighs with connections about 50 Ibs. The total energy of this battery is 30 kilowatt-hours, which, it is estimated, would be sufficient to drive the car for ten hours at ordinary speed. It is divided into five groups, viz., a /-element one for the excitation of the motor, and four of 1 1 elements in each, which can be connected in tension or in quantity in accordance with the speeds required. This latter arrangement enables the speed to be varied by altering the electro- motive force through connecting up the above four groups in different manners. This method of altering the rate of travel of the carriage, whilst greatly reducing the complication of the transmission mechanism, is obviously only suitable for use in cases where the vehicle is required to travel upon surfaces which are level or nearly so. The total weight of the car in working order is about 2 tons 3 cwt. CHAPTER VI. MISCELLANEOUS MOTOR CARS OR POWER- CARRIAGES. AMONGST the miscellaneous sources of energy that might be utilised for the propulsion of motor cars may be mentioned hot and compressed air, carbonic acid, and springs. The first two of these are the only ones capable of anything like practical application. Oarbonic Acid Engines. Carbonic acid gas, it is true, when compressed to a liquid contains a large store of energy, which can be regained when allowed to re-expand to a gaseous form. According to Sir Henry E. Roscoe, F.R.S., the vapour tension of carbon dioxide or carbonic acid (CO 2 ) at a temperature of 32 F. is 35.5 atmospheres, and at a temperature of 86 F. is 73.5 atmospheres. The great difficulties experienced, however, in applying the power that can be thus stored up to the piston of an engine are such as to render its successful practical application almost if not quite impossible. The poisonous nature, moreover, of carbonic acid or carbon dioxide gas (CO 2 ), although not so great as that of carbon monoxide or carbonic oxide gas (CO), the in- 172 MOTOR CARS. halation of a minute quantity of which is sufficient to produce death, is still sufficiently dangerous, the pre- sence of o.i o percent, (i part per 1,000) being enough to render air unfit for continued respiration. Spring Motors. The last method mentioned, or the storing up of force in springs, a source of energy acting so admir- ably for supplying the requisite motive power for watches, clocks, and other small mechanisms, is ill adapted for use where the development of any con- siderable amount of power is required. This results from two causes first, the difficulty of obtaining suitable springs for the purpose ; and secondly, the still greater objection occasioned by the large power that has to be expended to compress such springs, and so store up sufficient energy for any lengthened effort due to their reaction. Compressed Air Engines. Under the above circumstances, and in view of the absence of any practical motors of the two latter descriptions, it would seem idle to go further into the matter, nor indeed is the second source of energy mentioned or compressed air much more suitable for use in the case of motor cars or power carnages for common roads, although it may be used with some measure of success for working cars on lines of rail where means for the supply of air under suitable pressure are located at terminal stations, and else- where where necessary, at proper points along the lines. MISCELLANEOUS POWER-CARRIAGES. 1/3 The originator of the use of compressed air as a means of transmitting power is generally acknow- ledged to be that most ingenious Frenchman, Dr Papin, whose name is so familiar in connection with the steam-engine. His experiments, however, which dated about 1700, were abortive, owing to the inferior appliances then available. Compressed air is utilised to drive a compressed air engine, that is, an engine the piston whereof is driven by the elastic force of the said compressed air, and the construction of such an engine does not differ ma- terially from that of a steam-engine wherein steam under pressure is used for a like purpose. In apply- ing this system to a motor car two methods may be adopted, viz., first, the storage in a suitable reservoir of a sufficient supply of air under high tension to drive the compressed air engine, and therefore the car, for a specified distance under normal conditions, after which the said reservoir will require recharging ; and second, the compression of the air upon the car itself by means of an internal combustion engine and small air pump or compressor. Locomotives have long been constructed which are adapted to be driven by means of air compressed into reservoirs. That of Bompas of 1828 had two tanks which were charged with air under pressure by sta- tionary engines at the depots and way stations. The engine employed was practically similar to that of a steam-engine, the air being admitted from each of the reservoirs alternately to the opposite sides of the pistons working in the cylinders to which the said reservoirs were respectively connected. An engine practically identical in construction to 174 MOTOR CARS. the above was built by Baron von Rathlen in 1848 and was successfully run from Putney to Wands- worth, attaining a speed of from 10 to 12 miles an hour. A year previously also (1847) a locomotive engine of this type was designed by Parsey, which comprised a reservoir wherein the air was compressed to as high a tension as could be done with safety, and from which it was gradually and automatically discharged into a second reservoir or chamber wherein it was permitted to expand to the predetermined working pressure, and from which it was withdrawn for use in the cylinder of the compressed air engine in the usual manner. Compressed air has been, and is, used with some success for the propulsion of street cars. Notably in this direction mention may be made of the Popp- Conti and Meharski systems, descriptions of which, however, we are unable to give, as the scope of this little work is confined to such power-propelled car- riages as are adapted to travel upon the surfaces of common roads, and does not therefore extend to tram-cars. The compression of the air upon the car itself, which plan has been suggested for use on motor cars for running upon common roads, would of course neces- sitate the provision of an oil motor or other internal combustion engine, or of some other source of energy to compress the said air. In the case of an internal combustion engine an advantage would be derived in the possibility of reversing the compressed air engine with ease at will, and likewise in the greater facility and range of regulation of speed that could be MISCELLANEOUS POWER-CARRIAGES. 175 effected. Another advantage would also be gained from the fact that the running of the said combustion engine, during any temporary stoppages of the car, could be utilised to get up a store of compressed air in a reservoir, and would not be so much wasted energy, as is the case at present. Were a steam- engine, however, to be employed to compress the air, there would be no such compensating features to place against the obvious losses that would be experienced in both cases by reason of increased friction, leakage, additional complication of parts, and added weight of mechanism. Possibly a hot-air or caloric engine might be successfully combined with an air compressor and compressed air engine for working light motor cars. The compressing of the air necessary to work a compressed air engine directly upon the motor car itself would not only do away with the necessity of carrying a cumbersome and weighty reservoir, but would, which is perhaps more important, also render the vehicle independent of extraneous aid for a renewal of the supply. For a like reason it has, as already men- tioned, been proposed to do away with the heavy storage battery required to supply the necessary current of electricity to drive the electric motor, and to employ upon the motor car itself an internal combustion engine and dynamo to generate such current. The advantages derivable in this case would include the facility of stopping, starting, and reversal of the electric motor, great reduction of dead load, and if a small storage battery or accumulator was also provided, the utilisation of the running of the combustion engine during temporary stoppages of the car to store up a supply of electricity for emergencies. The same 176 MOTOR CARS. objections, however, could also be urged against this plan as those mentioned with regard to the former one. Hot-Air or Caloric Engines. Hot-air engines possess many advantages for the purpose of propelling vehicles on common roads, inasmuch as they combine some of the good qualities of both steam, oil, and electricity. Hot-air or caloric engines, which are driven by the heating of a body of air admitted to the cylinder, may be broadly divided into two principal or main classes, viz., those taking their supply direct from the atmo- sphere, and discharging the same again into the atmosphere after use ; and those wherein the same air is continually employed in a closed cycle, being alternately heated and cooled but not allowed to escape. The first class is exemplified in the well- known Ericsson engine, and the second in that of Parkinson & Crossley. This type of motor, i.e., the caloric or hot-air engine, may, however, be conveniently further subdivided as follows : First. Those engines which compress the air into a reservoir, from which it is discharged in graduated amounts, heated, used to drive a piston, and subse- quently discharged. This forms a very numerous class, and two systems of working are used, one in which the air is passed through the furnace, and the other in which the air is merely heated without passing it into or through the furnace. Second. Those engines in which the same air is MISCELLANEOUS POWER-CARRIAGES. 1 7? brought again and again to the heater, its temperature raised to a suitable point, and expanded. Third. Those engines wherein two reservoirs or chambers are employed, one of which is in communi- cation with each end of the cylinder, and therefore with opposite sides of the piston, and the air in which reservoirs or chambers is alternately heated and cooled and utilised without being expended or allowed to escape into the atmosphere. Fourth. Those engines wherein the air is moistened by means of water or steam, so as to lubricate the rubbing surfaces, which class are commonly known as aero-steam-engines. And Fifth. Those engines in which a body of water is interposed between the power derived, to prevent burning of the working parts, and also to facilitate the maintenance of tight joints. This burning of the working parts and necessity for the excessive consumption of lubricants, and the difficulty of maintaining air-tight joints, form indeed the chief difficulties to be overcome with regard to the successful working of caloric engines. A caloric engine especially suitable for motor-car work has yet to be designed, and it seems to the author that inventors would find this a paying field in which to utilise their inventive genius. M APPENDIX A. SUMMARY OF PROVISIONS OF ACTS OF PARLIAMENT. LOCOMOTIVES ON PUBLIC HIGHWAYS. LOCOMOTIVES, propelled by steam, passing along public highways, must (unless they come within the provisions of the Act of 1896 : see next heading) be worked according to the subjoined rules (24 & 25 Viet. c. 70 ; 28 & 29 Viet. c. 83 ; 41 & 42 Viet. c. 77) : 1. At least three persons must be employed to drive or conduct such locomotive : and if more than two waggons are attached, then an additional person. 2. One of such persons, while the locomotive is in motion, sha ] l precede, by at least 20 yards, the locomotive on foot, and shall in case of need assist horses and carriages drawn by horses passing the same. 3. The drivers of such locomotives must give as much space as possible for the passing of other traffic. 4. The whistle of the locomotive must not be sounded for any purpose whatever; nor the cylinder taps opened within sight of any person riding, driving, or leading a horse upon the road ; nor shall the steam be allowed to blow off upon the road. APPENDIX. 179 5. The locomotive must be instantly stopped on signal being given, either by the attendant in front, or by any person with a horse, or with a carriage drawn by a horse. 6. The locomotive must be provided with two efficient front lights when passing along the road at night, between one hour after sunset and one hour before sunrise. The speed on the roads is not to exceed 4 miles an hour, or when passing through towns and villages 2 miles. Penalty on infringement of rules, ;io on summary con- viction, to be recovered of the owner, who may recover back the amount from the attendant in default. The name and residence of the owner must be conspicuously affixed to the locomotive. Maximum penalty -2 for default. A locomotive used on highways must be constructed so as to consume its own smoke. Fine, in default, ^5 per day. LIGHT LOCOMOTIVES (AUTO-CARS OR MOTOR-CARS) ACT, 1896. The Act of 1896, which came into operation on i4th November 1896, provides that existing enactments restricting the use of locomotives on highways (including the enact- ments cited above) shall not apply to any vehicle propelled by mechanical power if it is under 3 tons in weight unladen, and is not used for the purpose of drawing more than one vehicle (such vehicle with its locomotive not to exceed in weight unladen 4 tons), and is so constructed that no smoke or visible vapour is emitted therefrom except from any temporary or accidental cause; and vehicles so exempted, whether locomotives, or drawn by locomotives, are classed as "light locomotives" (sec. i). The council of any county or county borough may make bye-laws preventing or restricting the use of such locomotives upon bridges within their area ; and a " light locomotive " is to be deemed to be a carriage within the meaning of 180 APPENDIX. existing Acts or bye-laws, and, if used as a carriage of any particular class, is to be deemed a carriage of that class (sec. i). In calculating the weight of a vehicle unladen, the weight of water, fuel, or accumulators used for the purpose of propulsion shall not be included (sec. i). During the period between one hour after sunset and one hour before sunrise, the person in charge of a light locomotive shall carry attached thereto a lamp so constructed and placed as to exhibit a light in accordance with regulations of the Local Government Board; every light locomotive shall carry a bell or other instrument capable of giving audible and sufficient warning of the approach or position of the carriage ; and no light locomotive shall travel along a public highway at a greater speed than 14 miles an hour or any less speed prescribed by regulations of the Local Govern- ment Board (sees. 2, 3, 4). The keeping and use of petroleum, or of any other inflam- mable liquid or fuel for the purpose of light locomotives, shall be subject to regulations made by a Secretary of State (sec. 5). The regulations to be made by the Local Government Board may cover the use of light locomotives on highways, their construction, and the conditions under which they may be used, and any breach of a bye-law or regulation under the Act, or of any provision of the Act, may, on summary con- viction, be punished by a fine not exceeding ,10 (sees. 6, 7). APPENDIX B. LOCAL GOVERNMENT BOARD REGULATIONS. UNDER the provisions of the Act of 1896 (referred to in Appendix A.), the Local Government Board have issued the following regulations, taking effect as from i4th November 1896 : ARTICLE I. In this Order : The expression "carriage" includes a waggon, cart, or other vehicle. The expression " horse " includes a mule or other beast of draught or burden, and the expression "cattle" includes sheep. The expression "light locomotive" means a vehicle pro- pelled by mechanical power which is under 3 tons in weight unladen, and is not used for the purpose of drawing more than one vehicle (such vehicle with its locomotive not exceed- ing in weight unladen 4 tons), and is so constructed that no smoke or visible va*pour is emitted therefrom, except from any temporary or accidental cause. In calculating for the purposes of this Order the weight of a vehicle unladen, the weight of any water, fuel, or accumulators used for the purpose of propulsion shall not be included. ARTICLE II. No person shall cause or permit a locomotive to be used on any highway, or shall drive or have charge of a light locomotive when so used, unless the conditions hereinafter set forth shall be satisfied, namely : i. The light locomotive, if it exceeds in weight unladen 182 APPENDIX. 5 cwt, shall be capable of being so worked that it may travel either forwards or backwards. 2. The light locomotive shall not exceed 6J feet in width, such width to be measured between its extreme pro- jecting points. 3. The tyre of each wheel of the light locomotive shall be smooth, and shall, where the same touches the ground, be flat and of the width following, namely: (a) If the weight of the light locomotive unladen exceeds 15 cwt. but does not exceed i ton, not less than 2 J inches ; (b) if such weight exceeds i ton but does not exceed 2 tons, not less than 3 inches ; (c) if such weight exceeds 2 tons, not less than 4 inches. Provided that where a pneumatic tyre, or other tyre of a soft and elastic material is used, the tyre may be round or curved, and there may be upon the same projections or bosses rising above the surface of the tyre, if such pro- jections or bosses are of the same material as that of the tyre itself, or of some other soft and elastic material. The width of the tyre shall, for the purpose of this proviso, mean the extreme width of the soft and elastic material on the rim of the wheel when not subject to pressure. 4. The light locomotive shall have two independent brakes in good working order, and of such efficiency that the application of either to such locomotive shall cause two of its wheels on the same axle to be so held that the wheels shall be effectually prevented from revolving, or shall have the same effect in stopping the light locomotive as if such wheels were so held. Provided that, in the case of a bicycle, this regulation shall apply as if, instead of two wheels on the same axle, one wheel was therein referred to. 5. The light locomotive shall be so constructed as to admit of its being at all times under such control as not to cause undue interference with passenger or other traffic on any highway. APPENDIX. 183 6. In the case of a light locomotive drawing or con- structed to draw another vehicle or constructed or used for the carriage of goods, the name of the owner and the place of his abode or business, and in every such case and in the case of every light locomotive weighing unladen ij ton or upwards, the weight of the light locomotive unladen shall be painted in one or more straight lines upon some conspicuous part of the right or off side of the light locomotive in large legible letters in white upon black or black upon white, not less than i inch in height. 7. The light locomotive and all the fittings thereof shall be in such a condition as not to cause, or to be likely to cause, danger to any person on the light locomotive or on any highway. 8. There shall be in charge of the light locomotive when used on any highway a person competent to control and direct its use and movement. 9. The lamp to be carried attached to the light loco- motive in pursuance of section 2 of the Act shall be so constructed and placed as to exhibit, during the period between one hour after sunset and one hour before sunrise, a white light visible within a reasonable distance in the direction towards which the light locomotive is proceeding or is intended to proceed, and to exhibit a red light so visible in the reverse direction. The lamp shall be placed on the extreme right or off side of the light locomotive in such a position as to be free from all obstruction to the light. Provided that this Regulation shall hot extend to any bicycle, tricycle, or other machine to which section 85 of the Local Government Act, 1888, applies. ARTICLE III. No person shall cause or permit a light locomotive to be used on any highway for the purpose of drawing any vehicle, 1 84 APPENDIX. or shall drive or have charge of a light locomotive when used for such purpose, unless the conditions hereinafter set forth shall be satisfied, namely : 1. Regulations 2, 3, 5, and 7 of Article II. of this Order shall apply as if the vehicle drawn by the light loco- motive was therein referred to, instead of the light locomotive itself, and Regulation 6 of the Article shall apply as if such vehicle was a light locomotive constructed for the carriage of goods. 2. The vehicle drawn by the light locomotive, except where the light locomotive travels at a rate not exceeding 4 miles an hour, shall have a brake in good working order of such efficiency that its application to the vehicle shall cause two of the wheels of the vehicle on the same axle to be so held that the wheels shall be effectually prevented from revolving, or shall have the same effect in stopping the vehicle as if such wheels were so held. 3. The vehicle drawn by the light locomotive shall, when under the last preceding Regulation a brake is required to be attached thereto, carry upon the vehicle a person competent to apply efficiently the brake : Provided that it shall not be necessary to comply with this Regulation if the brakes upon the light locomotive by which the vehicle is drawn are so constructed and arranged that neither of such brakes can be used without bringing into action simultaneously the brake attached to the vehicle drawn, or if the brake of the vehicle drawn can be applied from the light locomotive indepen- dently of the brakes of the latter. ARTICLE IV. Every person driving or in charge of a light locomotive when used on any highway shall comply with the Regula- tions hereinafter set forth, namely : i. He shall not drive the light locomotive at any speed APPENDIX. 185 greater than is reasonable and proper, having regard to the traffic on the highway, or so as to endanger" the life or limb of any person, or to the common danger of passengers. 2. He shall not under any circumstances drive the light locomotive at a greater speed than 12 miles an hour. If the weight unladen of the light locomotive is ij ton and does not exceed 2 tons, he shall not drive the same at a greater speed than 8 miles an hour, or if such weight exceeds 2 tons, at a greater speed than 5 miles an hour. Provided that whatever may be the weight of the light locomotive, if it is used on any highway to draw any vehicle, he shall not, under any circumstances, drive it at a greater speed than 6 miles an hour. Provided also that this Regulation shall only have effect during six months from the date of this Order, and thereafter until we otherwise direct. 3. He shall not cause the light locomotive to travel backwards for a greater distance or time than may be requisite for purposes of safety. 4. He shall not negligently or wilfully cause any hurt or damage to any person, carriage, horse, or cattle, or to any goods conveyed in any carriage on any highway, or, when on the light locomotive, be in such a position that he cannot have control over the same, or quit the light locomotive without having taken due precautions against its being started in his absence, or allow the light locomotive or vehicle drawn thereby to stand on such highway so as to cause any unnecessary obstruction thereof. 5. He shall, when meeting any carriage, horse, or cattle keep the light locomotive on the left or near side of the road, and when passing any carriage, horse, or cattle pro- ceeding in the same direction keep the light locomotive on' the right or off side of the same. 6. He shall not negligently or wilfully prevent, hinder, or interrupt the free passage of any person, carnage, horse, 1 86 APPENDIX. or cattle on any highway, and shall keep the light locomotive and any vehicle drawn thereby on the left or near side of the road for the purpose of allowing such passage. 7. He shall, whenever necessary, by sounding the bell or other instrument required by section 3 of the Act, give audible and sufficient warning of the approach or position of the light locomotive. 8. He shall, on the request of any police constable, or of any person having charge of a restive horse, or on any such constable or person putting up his hand as a signal for that purpose, cause the light locomotive to stop and to remain stationary so long as may be reasonably necessary. ARTICLE V. If the light locomotive is one to which Regulation 6 of Article II. applies, and the particulars required by that Regulation are not duly painted thereon, or if the light locomotive is one to which that Regulation does not apply, the person driving or in charge thereof shall, on the request of any constable, or on the reasonable request of any other person, truly state his name and place of abode, and the name of the owner, and the place of his abode or business. APPENDIX C. THE CARRIAGE OF PETROLEUM. IN promulgating the following regulations relating to the keeping, conveyance, and use of petroleum in connection with light locomotives, the Secretary of State for the Home Department desires to call public attention to the dangers that may arise from the careless use of those more volatile descriptions of petroleum to which these rules apply, being petroleum to which the Petroleum Act, 1871, applies, and commonly known as " mineral spirit." Not only is the vapour therefrom, which is given off at ordinary temperature, capable of being easily ignited, but also, when mixed with air, of forming an explosive mixture. Hence the necessity for strict precautions in dealing with and handling the same, and for the employment of thoroughly sound and properly closed vessels to contain the same, the importance of avoiding the use of naked lights in dangerous proximity to the same or to any place where such petroleum may be kept, and generally of taking precautions to prevent contact of the highly inflammable vapour of this very volatile liquid with any form of artificial light. REGULATIONS. i. Petroleum shall not be kept, used, or conveyed, except in tanks or cases of metal so made and closed that no 1 88 APPENDIX. leakage, whether of liquid or vapour, can take place there- from, and so substantially constructed as not to be liable, except under circumstances of gross negligence or extraor- dinary accident, to be broken or become defective or insecure in course of conveyance or use ; and every air-inlet in any such tank or case shall be at all times, except when the valve, if any, is required to be removed for immediate use or repair, protected by securely affixed wire gauze, the open- ings in which shall not be less in number than 400 to the square inch. 2. Every such tank or case shall be clearly stamped or securely labelled with a legible metallic or enamelled label with the words "mineral spirit, highly inflammable, for use with light locomotives." 3. The amount of petroleum to be in any one such tank or case at one time shall not exceed 20 gallons. 4. There shall not be at the same time on or in any one light locomotive, more than two of such tanks as aforesaid. 5. Before repairs are done to any such tank or case, that tank or case shall, as far as practicable, be cleaned by the removal of all petroleum and of all dangerous vapours derived from the same. 6. When petroleum for use in, or in connection with any light locomotive is not being so used, it shall be kept either in accordance with the provisions of the Petroleum Acts, or in such tanks or cases as aforesaid ; provided that the amount of petroleum which may be so kept in tanks or cases as aforesaid shall not exceed the amount of petroleum which may be kept on or in any one light locomotive at the same time, and that the tanks or cases shall be kept in the open air, or in some suitably ventilated place. 7. The filling or replenishing of a tank with petroleum shall not be carried on, nor shall the contents of any such tank be exposed by artificial light, except a light of such construction, position, or character as not to be liable to APPENDIX. 189 cause danger, and no artificial light shall be brought within dangerous proximity of the place where any tank containing petroleum is being kept. 8. In the case of all petroleum kept or conveyed for the purpose of or in connection with any light locomotive (a) all due precautions shall be taken for the prevention of accidents by fire or explosion, and for the prevention of unauthorised persons having access to any petroleum kept or conveyed, and to the vessels containing or intended to contain, or having actually contained the same ; and (b) every, person managing or employed on or in connection with any light locomotive shall abstain from every act whatever which tends to cause fire or explosion, and which is not reasonably necessary, and shall prevent any other person from com- mitting such act. 9. These regulations shall come into operation on the 1 4th day of November 1896, and be in force until further notice. APPENDIX D. TAXES ON MOTOR CARRIAGES. RULES COMING INTO FORCE ON IST JANUARY 1897. ALL motor cars or power-propelled vehicles weighing less than i ton, \ is. or 155. a year, in accordance to whether they are used for private purposes or as public conveyances. Motor cars above 3 tons in weight will be subject to the same tax. With four or more wheels, weighing between i and 2 tons, 4 45. a year if used for private purposes ; if for hackney carriages or omnibuses, 2 175. Over 2 and under 3 tons, ^5 55. and ^3 i8s. respectively. Cars of this class, with less than four wheels, between i and 2 tons, 2 175., whether used as private or public conveyances; and if weighing over 2 and under 3 tons, ^3 i8s. In case of a car not being used for the first time until ist October in any year, a reduction of i is. if for private, and of 75. 6d. if for public, use will be made. INDEX. A CCOUNT of motor cars, desira- /~\ bility of descriptive, 2 Accumulators or storage batteries, 159, 161, 163, 164, 168, 169, 170 or storage batteries, life of, 12, 157 or storage batteries, objections to use of, 156, 157 Acid, carbonic, engines, 171, 172 Agricultural road locomotives, 26, 27 Air, compression of, upon car itself, 174, 175 condenser, 44, 65, 7 2 > *54 engines, compressed, 172-176 healer, 118 American Electric Vehicle Com- pany's electric n>ad carriage, 158- 160 American Machinist on Pennington motor, 110-115 Appendix A, 178-180 B, 181-186 C, 187-189 D, 190 Apperson. See Haynes' Oil Engine Road Carriage Arnold's oil engine road carriage, 90-92 Auto-car Bill, 178-180 Auto-cars, maximum pull exerted by, 9-12 tables of results of power and duty tests of, 14, 15 Ayres. See Catley & Ayres' Steam Road Carriage BELT gear, objections to use of, on motor cars, 89 Benz oil motor, 91-92 oil motor, testing of, 1 1 Benzoline motors. See Internal Combustion Engine Carriages Bersey's electric road carriage, 164- 166 Bicycles, motor, 113, 114, 153 Bill, The Auto-car, 178-180 Blackburn's steam road carriage, 27, 44 steam generator, 44 Blocks of wood, wheel treads formed of, 19 Bogard's electric road carriage, 169, 170 Bogie, steam, 57-62 Boilers. See Steam Boilers or Generators 192 INDEX. Bollee's brake, 105 oil engine road carriage, 101- 105 Boll. See Fetter, Hill, & Boll's Oil Engine Road Carriage Bompas, compressed air engine loco- motive, 173 Boothroyd tyres, tests with, 19 Boulton's steam road carriage, 27 Bouton. See De Dion & Bouton's Steam Road Carriage Brakes, 67, 80, 95, 105, 137, 160, 167, 1 68 Britannia Company's oil engine, 138-145 Company's oil motor road carriages, 145-146 Brunei's steam road carriage, 23 Bunsen burner, 88 Burners, 52, 88, 124, 125, 127, 151 CABOT. See Holtzer - Cabot Electric Company Caloric engines, 176, 177 engines, use of, for compressing air, 175 Carbonic acid engines, 171, 172 dioxide. See Carbonic Acid Carburators, 77, 82, 84-88, 97, 99, 106, 109, 117, 125, 126, 143-145, 148, 149, 150, 151 Car, motor, regulations, 181-186 Carriage of petroleum, regulations, 187-189 Carriages, motor, taxes on, 190 See Steam Road Carriages ; Internal Combustion or Ex- plosive Engine Carriages ; Electric Motor Carriages ; Miscellaneous Motor Cars or Power-Carriages Catley & Ayres' steam road carriage, 27, 34-36 Church's steam road carriage, 26 Close steam road carriage, 42-44 Clutch transmission, 78, 79, 89, 105, 112, 119, 120. Coach, steam, 37-41 Compagnie Generale des Auto- mobiles. See Triouleyre's Oil Engine Road Carriage Company promotion and horseless carriages, 3-5 Compressed air engines, 172-176 leather tyres for wheels, 19 Compression ignition device, 150 of air upon car itself, 174, 175 Condenser, air, 44, 65, 72, 154 Cost per hour for horse-power, to ascertain, 9 Consumption of fuel tests, 9 Conti. See Popp-Conti System of Compressed Air Street Cars DAIMLER benzoline motor, 75- 78 carburalor, 77, 82, 84-88 Dance's steam road carriage, 26 Darracq's oil engine, 151, 152 Dawson's oil engine, 152 De Dion & Bouton boiler or steam generator, 60-62 motor, 58, 60 steam road carriage, 45, 57-62 De La Vergne's oil engine road carriage, 71, 72 Dicycle. See Bicycle Dioxide carbonic, 171, 172 Disc wheels, 42 Disengaging mechanism. See Clutch Transmission Dogcart, steam, 44 INDEX. 193 Double motors, 12, 13 Dujardin accumulators or storage batteries, 169, 170 Duryea car, maximum pull exerted by, 9, 10 oil engine road carriage, 98-101 EARLY examples of steam road carriages, 20-44 Electricity, generation of, upon car itself, 175 Electric cars, consumption tests, 9 cars, determining efficiency of, 9-12 cars, power and duty tests, table giving results of, 14 motor, advantages of, 157, 158, 175 motor carriages, 155-170 motor, drawbacks to use of, 155-157, 176 motor, efficiency of, 12, 155- 158 Electrobat. See Morris & Salom's Electric Road Carriage Embargo on motor cars, partial removal of, I Enactments mentioned in Auto-car Bill which do not apply to light locomotives, 180 Engaging mechanism. See Clutch Transmission Engineering on company promotion, 3-5 Engineer, The, description of Brit- annia Co. oil engine, 139-144 Engines. See Steam Engines; Petro- leum Engines ; Internal Combus- tion Engine Carriages ; Motor, &c. Evans, Oliver, model steam carriage, Exhaust silencers, 31, 39, 43, 72, 92, 151, 152 ' Explosive engine. See Internal Combustion Engine Carriages FACILE oil motor, 138-146 Feasibility of mechanical pro- pulsion, I Feeder, oil, 118, 119, 124, 125, 126, 127, 133 Feed-pump, Rhodes', 29, 30 Firms, old-established, development of motor cars by, 2 Flashing or instantaneous genera- tion boiler, 46, 48-52 Friction gear, objections to use of, on motor cars, 89 Fuel consumption tests, 9 Fulmen elements, 168 Further early types of steam road carriages, 26-44 /BARRETT'S steam road car- VJ riage, 27 Gas motors, economy of cycle of, as compared to steam, 10-11 Gasoline burners, 52, 88, 125, 127 motors. See Internal Com- bustion Engine Carriages Gear. See Transmission Gear ; Steering Gear, &c. Generation of electricity upon the car itself, 175 Generator, steam, Blackburn's, 44 Catley & Ayres', 36 De Dion & Bouton's, 60-62 Field's, 31, 33, 37, 39, 43 flashing or instantaneous, 46, 48-52 Gurney's, 23 Hancock's, 25 Hartley's, 62, 63 194 INDEX. Generator, steam, high pressure, 46, 48-52, 60-62, 65, 66, 67 Howard's, 48 Parks', 48 Payne's, 48 Porcupine, 66 Randolph's, 39 Rhodes', 29, 30 Sautenard's, 67 Serpollet's, 48-52 Shand & Mason's, 41, 42 Simond's, 66 Thornycroft's, 65 Todd's, 37 Tyson vase, 48 Water-tube, 46, 65 Yarrow & Hilditch's, 27 Gibbon. See Britannia Company's Oil Engine. Gills or wings for cooling cylinder, 103 Gladiator oil motor. See Darracq's Oil Engine Glasgow Herald, description in, of Randolph's steam road carriage, 38 Gnome oil engine. See Seck's Oil Engine for Road Carriages Governors, 31, 104, 105, 117, 120, 121, 122, 136, 145, 146, 147, 148, 149, 161, 168, 170 Grenville's steam road carriage, 27, 41, 42 Griffiths, steam road carriage, 23 Gurney's steam road carriage, 23, 24 HANCOCK'S steam road car- riage, 23, 24-26 Hartley's steam road carriage, 45, 62,63 Harvey, !> & Co., motor van, 92, 93 Haynes & Apperson's oil engine r ad carriage, 97, 98 Haynes car, testing of, for maxi- mum pull, 10 oil engine road carriage, 96-98 Hele-Shaw, Professor H. S., on resistance of tyres, 6, 13, 17, 18 Hertel's oil engine road carriage, 96 High-pressure boilers, 46, 48-52, 60-62, 65, 66, 67 Hilditch. See Yarrow & Hilditch's Steam Road Carriage, 27, 28 Hill's steam road carriage, 26 See also Petter, Hill, & Boll's Oil Engine Road Carriage Holt's steam road carriage, 27, 30- 32 Holtzer-Cabot Electric Company, 162 Holtzer electiic road carriage, 160- 162 Horseless carriages and company promotion, 3-5 Horse-power unit, what is, 7-9 Hot-air or caloric engines, 176, 177 use of for compressing air, 175 Howard instantaneous steam gene- rator, 48 IGNITION devices, 72, 73, 77, 1 88, 91,97, 104, 106, 107, 108, 109-111, 129-132, 134, 143, 149, 150, 151, 152, 153 Instantaneous generation, or flash- ing steam generators, 46, 48-52 Internal combustion engine car- riages, 69-154 objections to, 68-71 Internal vaporiser engines, ignition device for, 107-110, 129-132, 144, 145 INDEX. 195 Introduction, 1-19 Investing public, credulity of, 4, 5 TAMES' steam road carriage, 26 J 7-i9 Tyson vase, in>tantaneous generator, 48. T TNCONSUMED carbon voided L_J by petroleum cars, 10 Unit, ho.se-power, 7-9 VALVE opening mechanisms. See Internal Combustion En- gines Van, oil motor, 92, 93, 96 steam, 63-65 Vaporisers, 77, 82, 84, 88, 97, 99, 106, 109,117, 125, 126, 143, 145, 148, 149, 150, 151 Vaporiser, internal type of engine, ignition device for, 129, 132, 144-145 Vase, Tyson, engine and generator, 48 Venables. See Roots & Venables Vibration in motor cars, 12 motor bicycle, 114 Victoria with Pennington motor, 111-114 Vivian. See Trevethick & Vivian WAGGON. See Van, Oil Motor ; Van, Steam Water-tube boiler, 46, 65 Watt, James, ascertaining of horse- power by, 7 use of steam-engine in motor car by, 22 Wheels, Le Blant's, 55 of motor cars, importance of, 13 Peugeot's, 84 shod with compressed leather, 19 with wood block treads, 19 Wings or gills for cooling cylinder, YARROW & HILDITCH'S steam carriage, 27, 28 Printed at THE DARIEN PRESS, Edinburgh. ADVERTISEMENTS. GLOUCESTER RAILWAY CARRIAGE AND CO. LTD.. LONDON OFFICE no CANNON STREET, E. C J.C.COOPER CARRIAGES, OMNIBUSES, VANS, and TROLLIES of every description con- structed to suit all kinds of MOTORS. Gloucester Railway Carriage and Wagon Co, Ltd, EJ st a t listed I860. ADVERTISEMENTS. THE "IDEAL" TYRE. PERFECTION RUBBER TYRE. FOR LI&HT AID HEAVY VEHICLES, GUARANTEED HOT TO ROLL OUT. Over 36,000 PAIRS in use in the United States. We compress the Rubber, so that if it is Cut, it closes up, and no material injury is inflicted, and consequently wears smooth. AN EXAMINATION OF THE PRINCIPLE OF OUR TYRE CONVINCES YOU OF ITS SUPERIORITY OVER ALL OTHERS. Sole ManiTacturers for the United Kingdom J. W. & T. CONNOLLY, 65 and 67 WHARFDALE ROAD, And ALBION WORKS, KING'S CROSS, LONDON, N. ADVERTISEMENTS. Ill I.E.S. ACCUMULATORS ARE UNAPPROACHED FOR TRACTION WORK. CAPACITY & DURABILITY GUARANTEED. Apply for Full Particulars to THE I.E.S. ACCUMULATOR CO. LD, 78 & 79 PALACE CHAMBERS, BRIDGE ST., WESTMINSTER, LONDON, S.W. IV ADVERTISEMENTS. A. J. WALLIS-TAYLER, C.E., A.M.I.C.E, 77 Victoria Road, Kiltmrn, and 323 High Holborn, L O 1ST O N. Machinery Inspections, Boiler Inspections, Reports and Surveys. Assistance afforded to Inventors in Working out and Patenting their Inventions. Working and other Drawings. Technical Transactions from or into French. Expert Evidence. &c. &c. AUTHOR OF Modern Cycles. A Practical Handbook on their Construc- tion and Repair. Crown 8vo, 356 pages, with 304 illus- trations. Cloth, i os. 6d., post free. " A most comprehensive and up-to-date treatise." The Cycle. "A very useful book, quite entitled to rank as a standard work for students of cycle construction." Wheeling. Refrigerating" and Ice-Making Machinery. Crown Svo, 300 pages, 87 illustrations. Cloth gilt, 75. 6d. " One of the best compilations on the subject. The description of the different re r rigerating machines, and the principles on which they act, are described with an intelligent appreciation of the means and the end." The Engineer. 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CROSBY LOCKWOOD & SON'S Catalogue 0f Scientific, Technical and Industrial Books. PAGE MECHANICAL ENGINEERING . 1 CIVIL ENGINEERING .... 9 MARINE ENGINEERING, &c. . 17 MINING & METALLURGY . . 19 ELECTRICITY 23 ARCHITECTURE & BUILDING . 25 CARPENTRY & TIMBER ... 28 LAW & MISCELLANEOUS PAGE DECORATIVE ARTS 30 NATURAL SCIENCE 32 CHEMICAL MANUFACTURES . 34 INDUSTRIAL ARTS 36 COMMERCE, TABLES, &c. . . 41 AGRICULTURE & GARDENING- 43 AUCTIONEERING, VALUING, &c. 46 . 47 MECHANICAL ENGINEERING, &c. THE MECHANICAL ENGINEER'S POCKET-BOOK. Comprising Tables, Formulae, Rules, and Data : A Handy Book of Reference for Daily Use in Engineering Practice. By D. KINNEAR CLARK, M. Inst. C.E., Third Edition, Revised. Small 8vo, 700 pp., bound in flexible Leather Cover, rounded corners ............ 6/O SUMMARY OF CONTENTS: MATHEMATICAL TABLES. MEASUREMENT OF SUR- FACES AND SOLIDS. ENGLISH AND FOREIGN WEIGHTS AND MEASURES. MONEYS. SPECIFIC GRAVITY, WEIGHT, AND VOLUME. MANUFACTURED METALS. STEEL PIPES. BOLTS AND NUTS. SUNDRY ARTICLES IN WROUGHT AND CAST IRON, COPPER, BRASS, LEAD, TIN, ZINC. STRENGTH OF TIMBER. STRENGTH OF CAST IRON. STRENGTH OF WROUGHT IRON. STRENGTH OF STEEL. TENSILE STRENGTH OF COPPER, LEAD, &c. RESISTANCE OF STONES AND OTHER BUILDING MATERIALS. RIVETED JOINTS IN BOILER PLATES. BOILER SHELLS. WIRE ROPES AND HEMP ROPES. CHAINS AND CHAIN CABLES. FRAMING. HARDNESS OF METALS, ALLOYS, AND STONES. LABOUR OF ANIMALS. MECHANICAL PRINCIPLES. GRAVITY AND FALL OF BODIES. ACCELERATING AND RETARDING FORCES. MILL GEARING, SHAFTING, &c. TRANSMISSION OF MOTIVE POWER. HEAT. COMBUSTION: FUELS. WARMING, VENTI- LATION, COOKING STOVES. STEAM. STEAM ENGINES AND BOILERS. RAILWAYS. TRAMWAYS. STEAM SHIPS. PUMPING STEAM ENGINES AND PUMPS. COAL GAS, GAS ENGINES, &c. AIR IN MOTION. COMPRESSED AIR. HOT AIR ENGINES. WATER POWER. SPEED OF CUTTING TOOLS. COLOURS. ELECTRICAL ENGINEERING. " Mr. Clark manifests what is an innate perception of what is likely to be useful in a pocket- book, and he is really unrivalled in the art of condensation. It is very difficult to hit upon any mechanical engineering- subject concerning which this work supplies no information, and the excellent index at the end adds to its utility. In one word, it is an exceedingly handy and efficient calculation, or , tool, possessed of which the engineer will be saved many a wearisome yet more wearisome hunt through various text-books and treatises, and, as such, we can heartily recommend it to our readers." The Engineer. " It would be found difficult to compress more matter within a similar compass, or produce a book of 650 pages which should be more compact 'or convenient for pocket reference. . . . Will be appreciated by mechanical engineers of all classes." Practical Engineer. CROSBY LOCK WOOD & SON'S CATALOGUE. MR. MUTTON'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." Fifth Edition, carefully Revised, with Additions. In One handsome Volume, medium 8vo, strongly bound 1 5/O ifj^r"" 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 ip, 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. Mutton'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 370 Illustrations. Fifth Edition, Revised with Additions. Medium 8vo, nearly 500 pp., strongly bound. (Just Published. 18/O HXF" This Work is designed as a companion to the Author's "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 Author 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 370 Woodcuts ; 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." Athenauin. " 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 Nnvs. " 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. MR. MUTTON'S PRACTICAL 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 . . 1 8/O D^- THIS WORK is issued in continuation of the Series of Handbooks written by the Author, viz. : "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 considerable 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. " 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./? de si'ecle Engineer and Works Manager." Marine Engineer. " There has long been room for a modern handbook on steam boilers ; there is not that room now, 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. "The value of this book can hardly be over-estimated. The author's rules, formulae, &c., are all very fresh, and it is impossible to turn to the work and not find what you want. No practical engineer should be without it." Colliery Guardian. 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. Seventeenth 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 . 6/O " 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 of ' 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 all mechanics and engineers is of essential service to the eyery-day requirements of engineers, millwrights, and the various trades connected with engineering and building. The new modernised edition is worth its weight in gold." BiMding 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. Seventh Edition, with Additions. i8mo, cloth 2/6 "Occupies a foremost place among books of this kind. 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CENTRE OF OSCILLATION. ELECTRICITY. STRENGTH OF MATERIALS. ELASTICITY. TEST SHEETS OF METALS. FRICTION. TRANSMISSION OF POWER. FLOW OF LIQUIDS. FLOW OF GASES. AIR PUMPS, SURFACE 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. " The book is one which every mechanical engineer may, with advantage to himself, add to his library." Industries. " 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 of American Society of 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 " These tables are designed to meet the requirements of every-day use ; they are of sufficient scope for most practical purposes, and may be commended to engineers and users of steam." Iron. TEXT-BOOK ON THE STEAM 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/O " 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. " Mr. Goodeve's text-book is a work of which every young engineer should possess himself." Mining Journal. 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 H'orld. A TREATISE ON STEAM BOILERS. Their Strength, Construction, and Economical Working. By R. WILSON, C.E. Fifth Edition. i2mo, cloth 6/O " 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." Ryland's 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. F.cap. 8vo, cloth. {Just Published. 3/6 MECHANICAL ENGINEERING, 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/O " A perfect encyclopaedia of the steam engine and its details, and one which must take a per- manent 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. "There can be no question as to its value. We cordially commend it to all concerned in the design and construction of the steam engine." Mechanical World. BOILER AND FACTORY CHIMNEYS. Their Draught-Power and Stability. With a chapter on Lighning 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 & 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/O " No workman or apprentice should be without this book." Iron Trade Circular. 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. Second 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 the best compilations on the subject. "Engineer. HYDRAULIC MACHINERY. A Practical Handbook on the Machinery Employed in the Concentration and Transmission of Power. By G. CROYDON MARKS, A.M.I.C.E., A.M.I.M.E. New Edition, Enlarged. Crown 8vo. [In the Press. 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 loco- motive will find much to attract and entertain in this volume." The Times. " The author of this work is well known to the railway world, and no one, probably, has a better knowledge of the history and development of the locomotive. The volume before us should be of value to all connected with the railway system of this country." Nature. 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. ~( 2/O " 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. CROSBY LOCK WOOD & SON'S CATALOGUE. PLATING AND BOILER MAKING. A Practical Handbook for Workshop Operations. By JOSEPH G. HORNER, A.M.I.M.E. (" Foreman Pattern Maker"), Author of " Pattern Making," &c. 380 pp. with 338 Illustrations. Crown 8vo, cloth. [Just Published. 7/6 " 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. We have no hesitation in commending' the work as a serviceable and practical handbook on a subject which has not hitherto received much attention from those qualified to deal with it in a satisfactory manner." Mechanical ll'orld. 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 ; to which is added an Appendix of Tables for Workshop Reference. By JOSEPH G. HORNER, A.M.I.M.E. (" Foreman Pattern Maker"). Second Edition, thoroughly Revised and much Enlarged. With 450 Illustrations. Crown 8vo, cloth .... 7/6 " 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. " More than 400 illustrations help to explain the text, which is, however, always clear and ex- plicit, thus rendering the work an excellent fade mecnm 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., &c. Comprising upwards of 6,000 Definitions. Edited by JOSEPH G. HORNER, A.M.I.M.E. ("Foreman Pattern Maker"), Author of " Pattern Making," &c. Second Edition, Revised, with Additions. Crown 8vo, cloth . . . 7/6 "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 in his studies, and every foreman engineer and mechanic should have a copy." Building Neirs. " Not merely a dictionary-, but, to a certain extent, also a most valuable guide. It strikes us as a happy idea to combine with a definition of the phrase useful information on the subject of which it treats." Machinery Market. TOOTHED GEARING. A Practical Handbook for Offices and Workshops. By JOSEPH HORNER, A.M.I.M.E. ("Foreman Pattern Maker"), Author of "Pattern Making," &c. With 184 Illustrations. Crown 8vo, cloth 6/O " 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, & FIRE BRIGADES. With a History of Fire-Engines, their Construction, Use, and Manage- ment ; Remarks on Fire-proof Buildings, and the Preservation of Life from Fire ; Statistics of the Fire Appliances in English Towns ; Foreign Fire Systems ; Hints on Fire-Brigades, &c., &c. By CHARLES F. T. YOUNG, C.E. With Illustrations, 544 pp. Demy 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. It is really the only English work we now have upon the sub- j ect." Engineering. MOTOR CARS FOR COMMON ROADS. By A. J. WALLIS-TAYLER, Assoc. Memb. Inst. C.E., Author of "Modern Cycles," &c. Including Early and Recent Examples of Steam Road Carriages, Internal Combustion or Explosive Engine Carriages, Electric Motor Carriages, Miscellaneous Motor Cars, Auto-Car Bill, Rules and Regulations, &c. With numerous Illustrations. Crown 8vo, cloth. [Just Published. 4/6 MECHANICAL ENGINEERING, 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. With Illustrations. Crown 8vo, cloth. ' [Just Published. Q/Q " The book 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. Third Edition, Revised. Crown 8vo, cloth. [Just Published. 2/6 "The matter is set forth as concisely as possible. In fact, condensation rather than diffuse- ness has been the author's aim throughout ; yet he does not seem to have omitted anything likely to be of use." Journal of Gas Lighting. " Thoroughly practical and simply and clearly written." Glasgo7v Herald 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 1 2/6 " 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 PAUL N. HASLUCK. Fifth Edition. Crown 8vo, cloth 5/O " 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, Author of " Lathe-Work," &c. With Seventy-four Illustrations. Fourth Edition, Re-written and Enlarged. 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 H'orld. " It is a complete compendium of all the details of the screw-cutting lathe ; in fact a multum- 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 formulas 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, Engineer and Surveyor. Second Edition, Revised and Enlarged, 200 pp. Waistcoat-pocket size, limp leather ...... ~| /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 H'orld. 8 CROSBY LOCK WOOD & SON'S CATALOGUE. THE ENGINEER'S YEAR BOOK FOR 1898. 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., Technical Officer of the Engineer-in-Chief's Office, General Post Office, London, Author of "A Handbook of Electrical Testing." "The Electrical Engineer's Pocket-Book," &c. With about 850 Illustrations, specially Engraved for the work. Crown 8vo, 700 pp., leather. [Just Published. 8/O " Represents an enormous quantity of work, and forms a desirable book of reference." The Engineer. " The volume is distinctly in advance of most similar publications in this country." Engineering. " This valuable 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 formula and tables. It deserves to become one of the most successful of the technical annuals. " A nhitect. " 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 3/6 " 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. " An excellent text-book of this useful form of engine. The ' Hints to Purchasers' contain a good deal of common-sense and practical wisdom." English Mechanic. 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. 32010, leather . 6/O " 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, Science Classes, &c. In accordance with the Requirements of the Science and Art Department. By W. G. CRAWFORD 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 formula? again." Marine Engineer. "It is well arranged, and meets the wants of those for whom it is intended." Railway News. THE SAFE USE OF STEAM. Containing Rules for Unprofessional Steam Users. By an ENGINEER. Seventh Edition. Sewed 60. " If steam-users would but learn this little book by heart, boiler explosions would become sensations by their rarity." English Mechanic. 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 21 G "We confidently recommend all interested in heating by hot water to secure a copy of this valuable little treatise." The Plumber and Decorator. CIVIL ENGINEERING, SURVEYING, &>c. g 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/O " 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. " Those who desire to have within reach general information concerning almost all the light railway systems in the world will do well to buy Mr. Mackay's book." Engineer. " This work appears very opportunely, when the extension of the system on a large scale to England is at last being mooted. In its pages we find all the information that the heart of man can desire on the subject. . . . every detail in its story, founded on the experience of other countries and applied to the possibilities of England, is put before us." Spectator. 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 2s. "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 OF 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. 25/O 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. VI I. 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, F.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 of 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 practical 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." Saturday Review. CROSBY LOCK WOOD &> SON'S CATALOGUE. 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, i Single Plate, Coloured Frontispiece, and upwards of 250 Woodcuts, and containing 400 pp. of Text. Imp. 410, elegantly and substantially half-bound in morocco 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 ANI> ESTIMATION OF THE FLOW OF WATER. VI. ON THE SELECTION OF THE SOURCE OF SUPPLY. VII. WELLS. VIII. RESERVOIRS. IX. THE PURIFICATION OF WATER. X. PUMPS. XI. PUMPING MACHINERY. XII. CONDUITS. XIII. 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. . . . Mr. Humber's work 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. Crown 8vo, cloth. [Just Published. 5/Q " 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. . . . It is full of details on points which are continually before water- works engineers." Nature. HYDRAULIC TABLES, CO=EFFICIENTS, & FORMULA. 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 . "1 4 O " It is, of all English books on the subject, the one nearest to completeness. . . . From the good arrangement of the matter, the clear explanations and abundance of formulae, the carefully calculated tables, and, above all, the thorough acquaintance with both theory and construction, which is displayed from first to last, the book will be found to be an acquisition." 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 1 6/O " The author has had a wide experience in hydraulic engineering and has been a careful observer of the facts which have come under his notice, and from the great mass of material at his command he has constructed a manual which may be accepted as a trustworthy guide to this branch of the engineer's profession." Engineering. " The most useful feature of this work is its freedom from what is superannuated, and its thorough adoption of recent experiments ; the text is in fact in great part a short account of the great modern experiments." Nature. 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. " The author has collated the results deduced from the experiments of the most eminent authorities, and has presented them in a compact and practical form, accompanied by very clear and detailed explanations. . . . The application of water as a motive power is treated very carefully and exhaustively." Builder. CIVIL ENGINEERING, SURVEYING, &-c. n MASONRY DAMS FROM 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. [Jtist Published. 9/Q 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 7 [6 " We recommend all interested in harbour works and, indeed, those concerned in the improvements of rivers generally to read Mr. Mann's interesting work on the treatment of river bars." Engineer. DRAINAGE OF LANDS, TOWNS AND BUILDINGS. By G. D. DEMPSEY, C.E. Revised, with large Additions on RECENT PRAC- TICE IN DRAINAGE ENGINEERING, by D. KINNEAR CLARK, M. Inst. C.E. , Author of "Tramways: their Construction and Working." Cr.Svo, cloth . 4/6 " The new matter added to Mr. Dempsey's excellent work is characterised by the compre- hensive grasp and accuracy of detail for which the name of Mr. D. K. Clark is a sufficient voucher." Athenceum. 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/O " Although described as a new edition, this book is really a new one, a large part of it, which covers historical ground, having been re-written and amplified ; while the parts which relate to all that has been done since 1882 appear in this edition only. It is sixteen years since the first edition appeared, and twelve years since the supplementary volume to the first book was published. After a lapse, then, of twelve years, it is obvious that the author has at his disposal a vast quantity of descriptive and statistical information, with which he may, and has, produced a volume of great value to all interested in tramway construction and working. The new volume is one which will rank, among tramway engineers and those interested in tramway working, with his world-famed book on railway machinery." The Engineer, March 8, 1895. 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. Fifth Edition, Revised and Enlarged. Including Tables of Natural Sines, Tangents, Secants, &c. Crown 8vo, cloth 7/6 5 or, on THIN PAPER, bound in limp leather, gilt edges, rounded corners, for pocket use .1 2/6 " 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 Setting-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. Second Edition, Enlarged. Large crown 8vo, cloth 1 2/6 " Mr. Jackson has produced a valuable vade-mecum for the surveyor. We can recommend this book as containing an admirable supplement to the teaching of the accomplished surveyor." Athenceum. "As a text-book we should advise all surveyors to place it in their libraries, and study well the matured instructions afforded in its pages." Colliery Guardian. "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. 12 CROSBY LOCKWOOD & SON'S CATALOGUE. ENGINEERS & 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, Casting-out and Reducing Levels to Datum, and Plotting Sections in the ordinary manner ; Setting-out Curves with the Theodolite by Tangential Angles and Multiples with Right and Left-hand Readings of the Instrument ; Setting-out Curves without Theodolite on the System of Tangential Angles by Sets of Tangents and Offsets ; and Earthwork Tables to 80 feet deep, calcu- lated for every 6 inches in depth. By W. DAVIS HASKOLI., C.E. With numerous Woodcuts. Fourth Edition, Enlarged. Crown 8vo, cloth . 1 2/O " 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." Athentzum. " Every person engaged in engineering field operations will estimate the importance of such a work and the amount of valuable time which will be saved by reference to a set of reliable tables prepared with the accuracy and fulness of those given in this volume." Railway News. 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/O " 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 " This volume cannot fail to prove of the utmost practical utility. It may be safely re< mended to all students who aspire to become clean and expert surveyors." Mining Journal. 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/O " 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' 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 .... 1 6/O " 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." Athetueum. 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 CIVIL ENGINEERING, SURVEYING, &c. 13 EARTHWORK TABLES. 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 .^ . 5/O " 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." Athenauni A MANUAL ON EARTHWORK. By ALEX. J. S. GRAHAM, C.E. With numerous Diagrams. Second Edition. i8mo, cloth 2/6 THE CONSTRUCTION OF LARGE TUNNEL SHAFTS. .TSON BUCK, M. Inst. C.l ig Plates, 8vo, cloth 1 2/O A Practical and Theoretical Essay. By J. H. WATSON BUCK, M. Inst. C.E., Resident Engineer, L. and N. W. R. With Foldin| " 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 Nevus. " 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(2o of which now first appear in this edition), and numerous Additions to the Text. In 2 vols., imp. 410, half-bound in morocco 6 1 6s. 60. "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 Architect's yournal. "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. Henians, 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 GEORGK 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 1 2/O " 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, Mr. Buck's work is unsurpassed." Building Nevis. THE CONSTRUCTION OF OBLIQUE ARCHES (A Practical Treatise on). By JOHN HART. Third Edition, with Plates. Imperial 8vo, cloth 8/O 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 . 1 6/O "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." Athenceum. 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 i 4 CROSBY LOCK WOOD & SON'S CATALOGUE. 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 . . . 716 " The formulae are neatly expressed, and the diagrams sooA."AtheHaum. " 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, Assistant Master, Tranmere School of Science and Art. Oblong 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 5/O 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 Formulas for calculating Girders, &c. Arranged and Edited by WM. HUMBER, A. M.Inst. C.E. Demy 8vo, 400 pp., with 19 large Plates and numerous Woodcuts, cloth . 18/O " 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. STRENGTH OF CAST IRON AND OTHER METALS. By THOMAS TREDGOLD, C. E. Fifth Edition, including HODGKINSON'S Experi- mental Researches. 8vo, cloth 1 2/O 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.' " Rail-way Review. " We commend the remarks on railway signalling to all railway managers, especially where a uniform code and practice is advocated." Herepath's Railway Joitrnal. "The author maybe congratulated on having collected, in a very convenient form, much valuable information on the principal questions affecting the safe working of railways." Rail-way Engineer. 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. A TREATISE ON FIELD FORTIFICATION. The Attack of Fortresses, Military Mining, and Reconnoitring. By Professor Colonel I. S. MACAULAY. Sixth Edition, crown 8vo, with separate Atlas of 12 Plates, cloth 1 2/O CIVIL ENGINEERING, SURVEYING, &>c. 15 RECORD OF THE PROGRESS OF MODERN ENGINEERING. Complete in Four Volumes, imperial 410, half-morocco, price 1 2 1 2s. 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. 410, 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 PROGRESS OF MODERN ENGINEERING. SECOND SERIES. Imp. 410, 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. BlRKENHEAD 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 PROGRESS OF 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 3s. 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, BERMONDSKY 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 PROGRESS OF MODERN ENGINEERING. FOURTH SERIES. Imp. 410, 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); MlLROY'S PATENT EXCAVATOR ; METROPOLITAN DIS- TRICT RAILWAY (6 PLATES) ; HARBOURS, PORTS, AND BREAKWATERS (3 PLATES). 16 CROSBY LOCKWOOD & SON'S CATALOGUE. THE POPULAR WORKS OF MICHAEL REYNOLDS. 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. Ninth Edition. Including a KEY TO THE LOCOMOTIVE ENGINE. With Illustrations and Portrait of Author. 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. This admirable practical treatise, of the practical utility of which we have to speak in terms of warm commendation." A thencenm. " Evidently the work of one who knows his subject thoroughly." Railway Service Gazette. " Were the cautions and rules given in the book to become part of the every-day working' of our engine-drivers, we might have fewer distressing accidents to deplore." Scotsman. STATIONARY ENGINE DRIVING. A Practical Manual for Engineers in Charge of Stationary Engines. By MICHAEL REYNOLDS. Fifth Edition, Enlarged. With Plates and Woodcuts. 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. "An engineman who has mastered the contents of Mr. Reynolds's book will require but little actual experience with boilers and engines before he can be trusted to look after them." English Mechanic. 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. With numerous Illustrations, and Portrait of George Stephenson. Crown 8vo, cloth. [Just Published. 4/6 "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 driver 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. Large crown 8vo, cloth . . . 9/O " A popular explanation of the different brakes. It will be of great assistance in forming public opinion, and will be studied with benefit by those who take an interest in the brake." English Mechanic. " Written with sufficient technical detail to enable the principal and relative connection of the various parts of each particular brake to be readily grasped." Mechanical Jf'orld. ENGINE-DRIVING LIFE. Stirring Adventures and Incidents in the Lives of Locomotive Engine- Drivers. By MICHAEL REYNOLDS. Third Edition. Crown 8vo, cloth . 1/6 " From first to last 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. " Anyone who wishes to get a real insight into railway life cannot do better than read ' Engine-Driving Life ' for himself, and if he once takes it up he will find that the author's enthu- siasm and real love of the engine-driving profession will carry him on until he has read every page." Saturday Review. THE ENGINEMAN'S POCKET COMPANION, And Practical Educator for Enginemen, Boiler Attendants, and Mechanics. By MICHAEL REYNOLDS. With 45 Illustrations and numerous Diagrams. Third 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. " A most meritorious work, giving in a succinct and practical form all the information an engine-minder desirous of mastering the scientific principles of his daily calling would require." "A boon to those who are striving to become efficient mechanics." Daily Chronicle. MARINE ENGINEERING, NAVIGATION, &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. Sixth Edition, Revised, 700 pp., with 300 Illustrations. Fcap., leather. 1 2/6 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, iron shipbuilder, can afford to be without this work." Nautical 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 doubt 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. 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 at Liverpool. i2mo, cloth 4/6 "Well adapted to give the young steamship engineer or marine engine and boiler maker a general introduction into his practical work." Mechanical_ World. " We feel sure that this thoroughly revised edition will continue to be as popular in the future as it has been in the past, as, for its size, it contains more useful information than any similar treatise. "Industries. "The information given is both sound and sensible, and well qualified to direct young sea- going hands on the straight road to the extra chief's certificate. . . . Most useful to surveyors, inspectors, draughtsmen, and all young engineers who take an interest in their profession." Glasgow Herald. 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. [Just Published. 5/O "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. L. B 1 8 CROSBY LOCK WOOD &> SON'S CATALOGUE. 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. With numerous Illustrations. Crown 8vo, cloth 7/6 MARINE ENGINEERS' POCKET=BOOK. Consisting of useful Tables and Formulae. By FRANK PROCTOR, A.I.N.A. Third Edition. Royal 321110, leather, gilt edges, with strap . . . 4/O " 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 of Questions and Answers on Metals, Alloys, Strength of Materials, Construction and Management of Marine Engines and Boilers, Geometry, &c., &c. With an Appendix of Useful Tables. By JOHN SHERREN BREWER, Government Marine Surveyor, Hong Kong. Third Edition, small 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. " A useful introduction to the more elaborate text-books." Scotsman. "To a student who has the requisite desire and resolve to attain a thorough knowledge Mr. Brewer offers decidedly useful help." Athen leather, pocket-book form, with tuck. [Just Published. 4/6. " Will supply a much-felt want, especially among Colonists, 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 ;ading points to which attention is directed. The author has managed to pack as much practical etail into his pages as would supply material for a book three times its size." Mining Journal. leadin d NOTES AND FORMULAE FOR MINING STUDENTS. By JOHN 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 Svo, cloth. \Just Published. 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 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. Revised Edition. Fcap. Svo, leather . 716 " Professor Milne's handbook is sure to be received with favour by all connected with ining, and will be extremely popular among students." Athenaum. 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. Fcap. Svo, leather . 9/O " 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. MINERAL SURVEYOR and VALUER'S GUIDE. Comprising a Treatise on Improved Mining Surveying and the Valuation of Mining Properties, with New Traverse Tables. By WM. LINTERN. Fourth Edition, Enlarged. 12010, cloth 3/6 MINING AND METALLURGY. 21 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 SURFACK 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 THK 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 of 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 Afanager. " Mr. Pamely 's work is eminently suited to the purpose for which it is intended, being clear, interesting, exhaustive, rich in detail, and 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.). 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 . . 1 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 Revinv. COAL AND COAL MINING. By the late Sir WARINGTOX W. SMYTH, M.A., F.R.S., &c., Chief Inspector of the Mines of the Crown. Seventh Edition, Revised and Enlarged. With numerous Illustrations, i2mo, cloth ....... 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 yoitrnal. 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. 1 6/O " An interesting and invaluable work." Colliery Guardian SUBTERRANEOUS SURVEYING (Elementary and Practical Treatise on), with and without the Magnetic Needle. By THOMAS FENWICK, Surveyor of Mines, and THOMAS BAKER, C.E. Illus- trated. i2mo, cloth 2/6 GRANITES AND OUR GRANITE INDUSTRIES. By GEORGE F. HARRIS, F.G.S., Membre de la Societd Beige de Ge'ologie, Lecturer on Economic Geology at the Birkbeck 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. 22 CROSBY LOCK WOOD & SON'S CATALOGUE. THE METALLURGY OF GOLD. A Practical Treatise on the Metallurgical Treatment of Gold-bearing Ores. Including the Processes of Concentration, Chlorination, and Extraction by Cyanide, and the Assaying, Melting, and Refining of Gold. By M. EISSLER, Mining Engineer and Metallurgical Chemist, formerly Assistant Assayer of the U.S. Mint, San Francisco. Fourth Edition, Enlarged. With about 250 Illus- trations and numerous Folding Plates and Working Drawings. Large crown 8vo, cloth. [Just Published. \ 6 O " 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 Revinv. " 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 in South Africa. By M. EISSLER, M.E., Author of "The Metallurgy of Gold," &c. With Diagrams and Working Drawings. Second Edition, Revised and En- larged. 8vo, cloth. (Just Published. 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. " The work will prove invaluable to all interested in gold mining, whether metallurgists or as investors. " Chemical A'm>s. 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 1 0/6 " 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 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 Svo, 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. METALLURGY OF IRON. By H. BAUERMAN, F.G.S., A.R.S.M. Sixth Edition, Revised and Enlarged. i 2 mo, cloth 5/O 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 Svo, cloth . . 1 6/O " The author has a thorough practical knowledge of his subject, and has supplemented a careful study of the available literature by unpublished information derived from his own observa- tions The result is a very useful volume, which cannot fail to be of value to all interested in the iron industry of the country." Industries. ELECTRICITY, ELECTRICAL ENGINEERING, &>c. 23 ELECTRICITY, ELECTRICAL ENGINEERING, &c. SUBMARINE TELEGRAPHS. Their History, Construction, and Working. Founded in part on WUNSCHEN- DORFF'S " Traite de Telegraphic Sous Marine," and Compiled from Authorita- tive and Exclusive Sources. By CHARLES BRIGHT, F.R.S.E. Super-royal 8vo, about 780 pp., fully Illustrated. \JustPublisked. Net. 3 3 S . 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," "The Engineer's Year-Book, " &c. Second Edition, thoroughly Revised, with Additions. With numerous Illus- trations. Royal 32mo, oblong, leather . 5/O " There is very little in the shape of formulae or data which the electrician is likely to want in a hurry which cannot he found in its pages." Practical Engineer. " A very useful book of reference for daily use in practical electrical engineering and its various applications to the industries of the present day." Iron. " 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, Electrician, Author of " Electric Light," c. With numerous Illustrations. Third Edition, Revised, with Additions. Crown 8vo, cloth. \Jnst Published. 5/O " 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. " This is an attempt to state in the simplest language the precautions which should be adopted in installing the electric light, and to give information for the guidance of those who have to run the plant when installed. The book is well worth the perusal of the workman, for whom it is written." Electrical Re^'ie^v. " Eminently practical and useful. . . . Ought to be in the hands of every one in charge of an electric light plant." Electrical Engineer. 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., Author of "Electric Light Fitting," "Electro- plating," &c. Sixth Edition, carefully Revised, with Additions and 145 Illus- trations. Crown 8vo, cloth. [Just Published. 716 " The whole ground of electric lighting is more or less covered and explained in a very clear and concise manner." Electrical Revinu. " Contains a good deal of very interesting information, especially in the parts where the author gives dimensions and working costs. "Electrical Engineer. " A -vade-mecum of the salient facts connected with the science of electric lighting." Electrician. "You cannot for your purpose have a better book than 'Electric Light' by Urquhart." Engineer. DYNAMO CONSTRUCTION. A Practical Handbook for the Use of Engineer-Constructors and Electricians- in-Charge. Embracing Framework Building, Field Magnet and Armature Winding and Grouping, Compounding, &c. With Examples of leading English, American, and Continental Dynamos and Motors. By J. W. URQUHART, Author of " Electric Light," &c. Second Edition, Enlarged. With 114 Illustrations. Crown 8vo, cloth 7/6 " 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 his readers up to difficult subjects by reasonably simple tests." Engineering Review. "'Dynamo Construction' more than sustains the high character of the author's previous publications. It is sure to be widely read by the large and rapidly-increasing number of practical electricians." Glasgow Herald. " A, bopk for which a demand.has long existed." Mechanical World. 24 CROSBY LOCK WOOD & SON'S CATALOGUE. 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. With numerous Illustrations. Crown 8vo, cloth 3/6 " An example which deserves to be taken as a model by other authors. The subject s 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. Second Edition, with Appendix to date. Crown 8vo, 680 pp., 390 Illustrations, cloth. [Just Published. 7/6 " 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 5,600 references will be found." E.ectrical Revieiv. ELECTRIC SHIP=LIQHT1NQ. 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. With 88 Illustrations, Crown 8vo, cloth "7/6 "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 sen-ice 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. Second Edition, Revised. Crown 8vo, wrapper. [Just Published. 1 /Q " The book contains excellent advice and many practical hints for the help of those who wish to light their own houses." Building News. ELEMENTARY PRINCIPLES OF ELECTRIC LIGHTING. By ALAN A. CAMPBELL SWINTON, Associate I.E.E. Third Edition, Enlarged and Revised. With 16 Illustrations. Crown Svo, cloth . . . .1/6 " Any one who desires a short and thoroughly clear exposition of the elementary principles of electric lighting cannot do better than read this little work." Bradford Observer. DYNAMIC ELECTRICITY AND MAGNETISM. By PHILIP ATKINSON, A.M., Ph.D., Author of "Elements of Static Electricity," &c. Crown Svo, 417 pp., with 120 Illustrations, cloth . 1O/6 THE ELECTRIC TRANSFORMATION OF POWER. With its Application by the Electric Motor, including tLlectric Railway Construction. By P. ATKINSON, A.M., Ph.D. With 96 Illustrations. Crown Svo, cloth 7/6 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. Fifth Edition, Revised and Enlarged. Crown Svo, cloth. [Just Published. 2/O " The instructions given in this unpretentious little book are sufficiently clear and explicit to enable any amateur mechanic possessed of average skill anil the usual tools to be found in an amateur's workshop to build a practical dynamo machine." IL'ectrician. THE STUDENT'S TEXT=BOOK OF ELECTRICITY. Bv H. M. NOAD, F.R.S. Cheaper Edition. 650 pp., with 470 Illustrations. Crown Svo, cloth Q/Q ARCHITECTURE, BUILDING, &c. 25 ARCHITECTURE, BUILDING, &c. 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, Newcastle-on-Tyne. Second Edition, Revised and Enlarged. Medium 8vo, 450 pp., with 1,000 Illustrations, cloth. [Just Published. 7IQ " 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 MASONRY. A Guide to the Art of Stone Cutting. Comprising the Construction, Setting Out, and Working of Stairs, Circular Work, Arches, Niches, 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 Town of Hove. Royal 8vo, 134 pp., with 50 Lithographic Plates, comprising nearly 400 separate Diagrams, cloth ........ 7IQ "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 an 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. " The author has evidently devoted much time and conscientious labour in the production of his book, which will be found very serviceable to students, masons, and other workmen, while its value is much enhanced by the capital illustrations, consisting of fifty lithographic plates, com- prising about 400 diagrams. Illustrated Carpenter and Builder. 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 7/6 " 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." 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. 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 7IG " The book is a very useful and helpful manual of architectural mechanics, and really contains sufficient to enable a careful and painstaking student to grasp the principles bearing upon the majority of building problems. . . . Mr. Tarn has added, by this volume, to the debt of gratitude which is owing to him by architectural students for the many valuable works which he has produced for their use." 77z^ Bui'der. " The mechanics in the volume are really mechanics, and are harmoniously wrought in with the distinctive professional matter proper to the subject. The diagrams and type are commendably clear." The Schoolmaster. LOCKWOOD'S BUILDER'S PRICE BOOK for 1898. 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/O "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 & SON'S CATALOGUE. THE LONDON BUILDING ACT, 1894. With the By-Laws and Regulations of the London County Council, and Introduction, Notes, Cases, and Index. By ALEX. J. DAVID, B.A., LL.M., of the Inner Temple, Barrister-at-Law. Crown 8vo, cloth .... 3/6 "To all architects and district surveyors and builders Mr. David's manual will be welcome." Building Navs. "The volume will doubtless be eagerly consulted by the building fraternity." frustrated Carp enter and Builder. THE DESIGN OF BUILDINGS. Being Elementary Notes on the Planning, Sanitation, and Ornamentive Formation of Structures, based on Modern Practice. Illustrated with Nine Folding Plates. By W. WOODI.EV. 8vo, cloth 6/O 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, 410, cloth . . 21 /O 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, Author of "The Spires and Towers of England," &c. 61 Plates, 410, half-morocco, gilt edges 1 1 1 s. 60. "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 Neit>s. 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 " As a text-book of useful informa'.ion for architects, engineers, surveyors, &c., it would be hard to find a handier or more complete little volume." Standard 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, 410, 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. Sixth Edition. With 8 Plates and 63 Woodcuts. Crown 8vo, cloth 7/6 " This edition wil be found the most complete treatise on the principles of measuring and valuing artificer's work that has yet been published." Building A'ws. 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. Eighth Edition. Waistcoat-pocket size, gilt edges 1/6 "No builder, architect, surveyor, or valuer should be without his ' Beaton.'" Building ARCHITECTURE, BUILDING, &>c. 27 CONSTRUCTIONAL IRON AND STEEL WORK. As Applied to Public, Private, and Domestic Buildings. A Practical Treatise for Architects, Students, and Builders. By F. CAM PIN. Crown 8vo, cloth. [Just Published. 3/6 " Any one who wants a book on ironwork, as employed in buildings for stanchions, columns, and beams, will find the present volume to be suitable. The author has had long and varied experience in designing this class of work. The illustrations have the character of working drawings. This practical book may be counted a most valuable work." British Architect. 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/Q "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 SCIENCE OF BUILDING. An Elementary Treatise on the Principles of Construction. By E. WYNDHAM TARN, M.A., Architect. Fourth Edition, with 59 Engravings. Fcap. 8vo, cloth 3/6 " A very valuable book, which we strongly recommend to all students." Builder. 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. Fourth Edition. Crown 8vo, cloth ........... 3/6 " In two years it will repay its cost a hundred times over." Field. A BOOK ON BUILDING. Civil and Ecclesiastical, including Church Restoration ; with the Theory of Domes and the Great Pyramid, &c. By Sir EDMUND BECKETT, Bart., LL.D., F.R.A.S. Second Edit. Fcap. 8vo, cloth 4/6 " A book which is always amusing and nearly always instructive." The Times. SANITARY ARRANGEMENT OF DWELLING=HOUSES. A Handbook for Householders and Owners of Houses. By A. J. WALLIS- TAYLER, A.M.Inst.C.E. With Illustrations. Crown 8vo, cloth . 2/6 "This book will be largely read; it will be of considerable service to the public. It is well arranged, easily read, and for the most part devoid of technical terms." Lancet. VENTILATION. A Text-book to the Practice of the Art of Ventilating Buildings. By W. P. BUCHAN, R.P. i2mo, cloth 3/6 "Contains a great amount of useful practical information as thoroughly interesting as it is technically reliable. "British Architect. PLUMBING. A Text-book to the Practice of the Art or Craft of the Plumber. By W. P. BUCHAN, R.P. Seventh Edition, Enlarged. Crown 8vo, cloth . . 3/6 " A text-book which may be safely put in the hands of every young plumber." Builder. PRACTICAL GEOMETRY. For the Architect, Engineer, and Mechanic. Giving Rules for the Delineation and Application of various Geometrical Lines, Figures, and Curves. By E. W. TARN, M.A., Architect. 8vo, cloth 9/O " 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 28 CROSBY LOCK WOOD & 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. WYNDHAM TARN, M.A., Author of "The Science of Building," &c. With 61 Plates, Portrait of the Author, and several Woodcuts. In One large Vol., 410, cloth ........... 25/O " Ought to be in every architect's and every builder's library." Bui'der. "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.E., M.I.M.E. Second Edition, Revised, with large Additions, large crown 8vo, 440 pp., cloth .... 9/O " 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 thorougli master of his subject." Riri'ding Nrn-s. 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 Svo, cloth. [Just Published. 1 Q/6 "The administration of a large sawing establishment is discussed, and the subject examined from a financial standpoint. Hence the size, shape, order, and disposition of saw mills 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 NEW 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, 410, cloth ......... ~f "I 3. 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 COLLIXGS. 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 pfjoinery." Builder. " Almost every difficult phase of this somewhat intricate branch of joiner}' 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. Second Edition, 12010, cloth . 2/6 " 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. CARPENTRY, TIMBER, &>c. 29 HANDRAILINQ 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. 410, 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/O "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 " This handy manual contains much valuable information for the use of 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 410, cloth . . 3/6 "Invaluable labour-saving tables." Ironmonger. GUIDE TO SUPERFICIAL MEASUREMENT. Tables calculated from i to 200 inches in length by i to 108 inches in breadth. For the use of Architects, Surveyors, Engineers, Timber Merchants, Builders, &c. By JAMES HAWKINGS. Fourth 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. Its Bearing on the Improvement of Estates. By CHARLES E. CURTIS, F.S.I., F.S.S. Second Edition, Revised. Crown 8vo, cloth. [Just Published. 3/6 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 ot Woodlands. By F. B. HOUGH. Large crown 8vo, cloth . . .1 0/O THE TIMBER IMPORTER'S, TIMBER MERCHANT'S, AND BUILDER'S STANDARD GUIDE. By RICHARD E. GRANDY. 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 Expenses, Freight, Insurance, &c. ; together with copious Informa- tion for the Retailer and Builder. Third Edition. 12010, cloth . . 2/O "Everything it pretends to be: built up gradually.it leads one from a forest to a treenail, and throws in as a makeweight a host of material concerning bricks, columns, cisterns, &c." English Mechanic. 30 CROSBY LOCK WOOD &>.. 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, i8J by 12^ in., Illustrated with 24 full-size Coloured Plates ; also 12 plain Plates, comprising 154 Figures. Second and Cheaper Edition . . . 1 11s. 60. LIST OF PLATES : i. VARIOUS TOOLS REQUI RED 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. n, 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. 25, 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 th^s book. . . . Some of the Working Men's Clubs should give their young men the opportunity to study \t."'-Bnilder. " 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/O HOUSE PAINTING, GRAINING, MARBLING, and SIGN WRITING. A Practical Manual of. By ELLIS A. DAVIDSON. Seventh Edition. With Coloured Plates and Wood Engravings. I2mo, cloth boards . . . 6/O " A mass of information of use to the amateur and of value to the practical 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. Sixth 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 Nevus. MARBLE DECORATION And the Terminology of British and Foreign Marbles. A Handbook for Students. By GEORGE H. BLAG ROVE, 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 work is essentially practical." Scotsman. DECORATIVE ARTS, &>c. 31 DELAMOTTE'S WORKS ON ALPHABETS AND ILLUMINATION. ORNAMENTAL ALPHABETS, ANCIENT & MEDI/EVAL. 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." Athenaiiin. 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 plain and ornamental letters is wonderful." Standard. MEDI/CVAL 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/O " 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 410, ornamental boards ....... 6/O " The examples of ancient MSS. recommended 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." Athcnaiun. 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 in 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/O " The handicraft of the wood-carver, so well as a book can impart it, may be learnt from 'A Lady's ' publication." Athenceum. PAINTING POPULARLY EXPLAINED. By THOMAS JOHN GULLICK, Painter, and JOHN TIMES, 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/O %* 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 CROSS Y LOCK WOOD & 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 8 vo, cloth 1 6/O " 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/O " 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 Revieiv. 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," &c. 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. "Athentzum. 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 1 8/O " A translation of a well-known work, at once popular and comprehensive." Times. " The translation is as felicitous as it is accurate." Nature. PHOTO=MICROGRAPHY. By Dr. H. VAN HEURCK. Extracted from the above Work. Royal 8vo, with Illustrations, sewed "I/O 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/O "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/O " 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, &>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/O "The perspicuity of the original lias 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- Join-no.'. 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 5/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/O "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 5/O " 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 ..... ... 5/O " The book could not have been entrusted to any one better calculated to preserve the terse and lucid style of I.ardner, 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 9/6 "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." Athentzicm. " 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 of Science. MUSEUM OF SCIENCE AND ART. Edited by Dr. LARDNER. With upwards of 1,200 Engravings en Wood. In Six Double Volumes, 1 1 s. in a new and eleant cloth binding ; or hand- somely bound in half-morocco 1 11s. 60. 'A cheap and interesting publication, alike informing and attractive. The papers combine tance and great scientific knowledge, considerable style of treatment." Spectator. subjects of importance and great scientific knowledge, considerable inductive powers, and a popular Separate books formed from the above. Common Things Explained. 55. The Microscope, zs. cloth. Popular Geology. 25. 6d. cloth. Popular Physics. 25. 6d. cloth. Steam and its Uses. 25. cloth. Popular Astronomy. 45. 6d. cloth. The Bee and White Ants. 25. 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 Chronic^. 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., 450 pp., crown 8vo, fully Illustrated, leather. [ Just Published. 1 0/6 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. With numerous Illustrations and Tables. Crown 8vo, cloth. [Just Published. "7/6 "Dr. Rideal's book is both interesting and accurate, and contains a most useful re'sutne of the latest knowledge upon the subject of which it treats. It ought to bs of great service to all who are connected with the supply of water for domestic or manufacturing purposes." The Engineer. "Dealing as clearly as it does with the various ramifications of such an important subject as water and its purification it may be warmly recommended. Local authorities and all engaged in sanitary affairs, and others interested in water supply, will read its pages with profit " Lancet. 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 numerous Analyses, Examples and Suggestions. By H. J. PHILLIPS, F.I.C., F.C.S. Second Edition, Enlarged. Crown 8vo, 400 pp., with Illustrations, cloth 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." Chemica ' AVwj. " The book is 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/O "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 contained in this volume. This is one of the very few text-books in which can be found just what is wanted. Mr. Sanford goes steadily through the whole list of explosives commonly used, he names any given explosive, and tells us of what it is composed and how it is manufactured. The book is excellent throughout." The 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. EISSLEK, 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. "A veritable mine of information on the subject of explosives employed for military, mining, and blasting purposes." Army and Navy Gazette. 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/O "Merits a wide circulation, and an intelligent, appreciative study." Ch( mi 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 ~\ Qs. " 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 very fully described in this manual, and each improvement explained." Atlienaum. " 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 Revie*iv. 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/O " 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 ' got up ' any of the best text-books of the day, and passed any number of examinations in their contents." Chemical News. COMMERCIAL HANDBOOK OF CHEMICAL ANALYSIS. Or, Practical Instructions for the Determination of the Intrinsic or Commercial Value of Substances used in Manufactures, in Trades, and in the Arts. By A. NORMANDY. New Edition by H. M. NOAD, Ph.D., F.R.S. Crown 8vo, cloth 12/6 "We strongly recommend this book to our readers as a guide, nlike indispensable to the housewife as to the pharmaceutical practitioner." Medical Times. 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 practical 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 BREWERS. 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. 1 2/6 " May be consulted with advantage by the student -vyho is preparing himself for examinational tests, while the scientific brewer will find in it a resume 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. " 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." Brewer's Guardian. " 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 i 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/O " Ought to have its place in the laboratory of every metallurgical establishment and wherever fuel is used on a large scale." Chemical Neivs. C 2 36 CROSBY LOCK WOOD & SON'S CATALOGUE. 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. Third Edition, crown 8vo, cloth 2/6 "This work is indeed mtt'titm-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, A POCKET=BOOK OF MENSURATION AND GAUGING. Containing Tables, Rules, and Memoranda for Revenue Officers, Brewers, Spirit Merchants, &c. By J. B. MANT, Inland Revenue. Second Edition, Revised. i8mo, leather 4/O " This handy and useful book is adapted to the requirements of the Inland Revenue Depart- ment, and will be a favourite book of reference. The range of subjects is comprehensive, and the arrangement simple and clear." Civilian. "Should be in the hands of every practical brewer." Breivers' Journal. INDUSTRIAL ARTS, TRADES AND MANUFACTURES. MODERN CYCLES.^ A Practical Handbook on their Construction and Repair. By A. J. WALLIS- TAYLER, A. M. Inst. C. E. Author of " Refrigerating Machinery," &c. With upwards of 3.00 Illustrations. Crown 8vo, cloth. \Jiist Published. ~\ O/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. TEA PLANTING AND MANUFACTURE. (A Text Book of.) Comprising Chapters on the History and Development of the Industry, the Cultivation of the Plant, the Preparation of the Leaf for the Market, the Botany and Chemistry of Tea, &c. With some Account of the Laws affecting Labour in Tea Gardens in Assam and elsewhere. By DAVID CROLE, late of the Jokai Tea Company, &c. With Plates and other Illustra- tions. Medium 8vo, cloth. [Just Published. 1 6/O " The author writes as an expert, and gives the result of his personal experiences. The work can hardly fail to be of practical interest to tea growers and tea manufacturers." British Trade Journal. 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 . . 716 " This invaluable volume is a distinct advance in the literature of cotton manufacture." Machinery. " It is thoroughly reliable, fulfilling nearly all the requirements desired." Glasgow Herald. 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 1 5s. " 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. " The appearance of this celebrated work in English is very opportune, and British millers will, we are sure, not be slow in availing themselves of its pages." Millers' Gazette, 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/O "We have pleasure in speaking favourably of this volume. So far as we have had experience, which is not inconsiderable, this manual is trustworthy." Athencentn.. "As a revelation 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. Fifth Edition, Revised, with an Appendix on Modern Candlemaking. Crown 8vo, cloth . . . 7/6 "The work 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 Nevus. " 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- M'akers 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/O " 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 H'orld'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. al Handbook of the Manufactur d other Fibrous Materials. Inclu re, with a Description of the Machinery and Appliances used. To added Details of Processes for Recover ing Sod a from Waste Liquors. A Practical Handbook of the Manufacture of Paper from Rags, Esparto, Straw, and other Fibrous Materials. Including the Manufacture of Pulp from Wood Fibre, with a Descr which are By ALEXANDER WATT, Author of "The Art of Soap-Making." With Illus- trations. . Crown Svo, 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 School. Demy Svo, 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 Svo, cloth ........ 9/O "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 SHOE 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 and Shoe-Maker. i2mo, cloth .......... 2/O 38 CROSBY LOCKWOOD &> SON'S CATALOGUE. WOOD ENGRAVING. A Practical and Easy Introduction to the Study of the Art. By W. N. BROWN. i2mo, cloth ............ "|/6 " 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 8vo, cloth, 2 2s. 5 half-calf. . . 2 1 0s. " 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 horologist 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, is M. Saunier's ' Treatise. "Watchmaker, Jeweler, 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. By C. E. FRITTS. 370 pp., with Illustrations, 8vo, cloth . . . 1 6/O 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/Q " 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." Engineering. " 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 and 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. " n ---- the book where you may, there is interesti" -" 5" ' n,-o miner th inronir : ancient or modern horologer." Saturday ELECTRO=DEPOSITION. A Practical Treatise on the Electrolysis of Gold, Silver, Copper, Nickel, and other Metals and Alloys. With Descriptions of Voltaic Batteries, Magneto and Dynamo-Electric Machines, Thermopiles, and of the Materials and Processes used in every Department of the Art, and several Chapters on ELECTRO-METALLURGY. By ALEXANDER WATT, Author of " Electro- Metallurgy," &c. Third Edition, Revised. Crown 8vo, cloth . . 9/O " 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. i2mo, cloth 3/6 " From this book both amateur and artisan may learn everything necessary for the successfu 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 GEORGE 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. UKQUHART, C.E. Third Edition, Revised. Crown 8vo, cloth 5/O "An excellent practical manual." Engineering. " An excellent work, giving the newest information." Horo'ogical Journa'. ELECTROTYPING. The Reproduction and Multiplication of Printing Surfaces and Works of Art by the Electro-Deposition of Metals. By J. W. UKQUHART, C.E. Crown 8vo, cloth 5/O " The book is thoroughly practical ; the reader is, therefore, conducted through the leading aws of electricity, then through the metals used by electrotypcrs, the apparatus, and the depositing processes, up to the final preparation of the work." Art yourna'. GOLDSMITH'S HANDBOOK. By GEORGE E. GEE, Jeweller, &c. Fifth Edition. i2mo, cloth . . 3/O " A good, sound educator, and will be generally accepted as an authority." Horological SILVERSMITH'S HANDBOOK. By GEORGE E. GEE, Jeweller, &c. Third Edition, with numerous Illustra- tions. i2mo, cloth 3/O "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. 716 BREAD & BISCUIT BAKER'S & SUGAR=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/O " A large number of wrinkles for the ordinary cook, as well as the baker." Saturday Review. PASTRYCOOK & CONFECTIONER'S GUIDE. 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/O ' ' 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/O "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." Baker's Times. THE MODERN FLOUR CONFECTIONER, WHOLESALE & 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/O "The work is of a decidedly practical character, and in every recipe regard is had to economical working." North British Daily Mail. LAUNDRY MANAGEMENT. A Handbook for Use in Private and Public Laundries. By the EDITOR of " The Laundry Journal." Third Edition. Crown 8vo, cloth 2/O " This book should certainly occupy an honoured place on the shelves of all housekeepers who wish to keep themselves au conrant of the newest appliances and methods." The Queen. 40 CROSBY LOCKWOOD & SON'S CATALOGUE. HANDYBOOK8 FOR HANDICRAFTS. BY PAUL N. HASLUCK. Editor of " Work " (New Series), Author of " Lathe Work," " Milling Machines," &c. Crown 8vo, 144 pp., cloth, price is. each. These HANDVBOOKS have been written to supply information for WORKMEN. STUDENTS, and AMATEURS in the several Handicrafts, on the actual PRACTICE of the WoKKsnor, 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 TURNER'S HANDYBOOK. A Practical Manual for Workers at the Foot-Lathe. With over 100 Illus- trations. -|/O " 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/O " \Ve 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 It'orld. THE WATCH JOBBER'S HANDYBOOK. A Practical Manual on Cleaning, Repairing, and Adjusting. With upwards of 100 Illustrations "J/Q " We strongly advise all young persons connected with the watch trade to acquire and study this inexpensive wor'f.."Clerkenwetl Chronicle. THE PATTERN MAKER'S HANDYBOOK. A Practical Manual on the Construction of Patterns for Founders. With upwards of 100 Illustrations ......... "I/O " 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 ...... "I/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 Rruie^u. THE MODEL ENGINEER'S HANDYBOOK. A Practical Manual on the Construction of Model Steam Engines. With upwards of loo Illustrations. -|/Q " Mr. Haskick 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 ............ "I/O " 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 . . "| /Q "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 "I/O 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." Dai'y Chronicle. "Practical, sensible, and remarkably cheap." "Journal of Education. "Concise, clear and practical." Saturday Review. COMMERCE, COUNTING-HOUSE WORK, TABLES, &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. Second Edition, Revised. Crown 8vo . 3/6 " 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. Second Edition. Crown 8vo, cloth 3/6 " 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 ^\\\s>."Athenceum. " A careful examination has convinced us that it is unusually complete, well arranged and reliable. The book is a thoroughly good one." Schoolmaster. A NEW BOOK OF COMMERCIAL FRENCH. Grammar Vocabulary Correspondence Commercial Documents Geo- graphy Arithmetic Lexicon. By P. CARKOUE, Professor in the City High School J. B. Say (Paris). Crown 8vo, cloth 4/6 " M. Carrou^'s book is a -vade mecum. of commercial French, and would be distinctly in its place in every merchant's office. Nothing better could be desired." Educational Times. 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. FELI.S. Fourth Edition, Revised and Enlarged. Demy 8vo, 250 pp., strongly bound 6/O "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." Loca! 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 ~\ 2/6 " We recommend the work to all interested in the practical refonn 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. ByC. H. DOWLING, C.E. 8vo, strongly bound 1O/6 "Mr. Bowling's Tables are well put together as a ready reckoner for the conversion of one system into the other." Athenaum. THE IRON AND METAL TRADES' COMPANION. For Expeditiously Ascertaining the Value of any Goods bought or sold by Weight, from is. per cwt. to 112$. per cwt., and from one farthing per pound to one shilling per pound. By THOMAS DOWNIE. 396 pp., leather . . 9/O " A most useful set of tables, nothing like them before existed." Building News. " Although specially adapted to the iron and metal trades, the tables will be found useful in every other business in which merchandise is bought and sold by weight." Railway News. 42 CROSBY LOCK WOOD & 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 205. each, or per cwt., and .20 per ton, of any number of articles consecutively, from i to 470. Any number of cwts., qrs., and Ibs., from i cwt. to 470 cwts. Any number of tons, cwts., qrs., and Ibs., from i to 1,000 tons. By WILLIAM CHADWICK, Public Accountant. Third Edition, Revised. 8vo, strongly bound . 18/O "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 i Ib. to 15 tons, at 300 Progressi\ r e Rates, from id. to i68s. 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 HARDEN, Accountant. Fifth Edition, carefully Corrected. Royal 8vo, strongly half-bound 1 5s. "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 maybe 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 \\ to 985 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 yottrnal. 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 45. to 555. per week. By THOS. GARBUTT, Accountant. Square crown 8vo, half-bound 6/O IRON-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 i foot by 6 in. by J in. to 10 feet by 5 feet by i in. Worked out on the Basis of 40 Ibs. to the square foot of Iron of i inch in thickness. By H. BURLINSON and W. H. SIMPSON. 4 to, half-bound 1 5s. MATHEMATICAL TABLES (ACTUARIAL). Comprising Commutation and Conversion Tables, Logarithms, Cologarithms, Antilogarithms and Reciprocals. By J. W. GORDON. Royal 8vo, mounted on canvas, in cloth case. [Just Published. 5/O AGRICULTURE, FARMING, GARDENING, &c. 43 AGRICULTURE, FARM ING, GARDENING, &c. THE COMPLETE GRAZIER AND FARMER'S AND CATTLE BREEDER'S ASSISTANT. A Compendium of Husbandry. Originally Written by WILLIAM YOUATT, Thirteenth P^dition, entirely Re-written, considerably Enlarged, and brought up to the Present Requirements of Agricultural Practice, by WILLIAM FREAM, LL.D., Steven Lecturer in the University of Edinburgh, Author of "The Elements of Agriculture," &c. Royal 8vo, 1,100 pp., with over 450 Illustrations, strongly and handsomely bound . . . 1 11s. 60. SUMMARY OF CONTENTS. BOOK I. ON THE VARIETIES, BREEDING, i BOOKVII. ON THE BREEDING, REARING, REARING, FATTENING AND MANAGE- i AND MANAGEMENT OF POULTRY. MENT OF CATTLE. BOOK II. ON THE ECONOMY AND MAN- AGEMENT OF THE DAIRY. BOOK VIII. ON FARM OFFICES AND IMPLEMENTS OF HUSBANDRY. BOOK IX. ON THE CULTURE AND MAN- BOOK III. ON THE BREEDING, REARING, | AGEMENT OF GRASS LANDS. AND MANAGEMENT OF HORSES. BOOK X. ON THE CULTIVATION AND BOOK IV. ON THE BREEDING, REARING, APPLICATION OF GRASSES, PULSE AND AND FATTENING OF SHEEP. ROOTS. BOOK v. ON THE BREEDING, REARING, BOOK xi. ON MANURES AND THEIR AND FATTENING OF SWINE. APPLICATION TO GRASS LAND AND BOOK VI. ON THE DISEASES OF LIVE CROPS. STOCK. BOOK xil. MONTHLY CALENDARS OF FARM WORK. *** 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, bred 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. " A compendium of authoritative and well-ordered knowledge on every co.lteivable branch of the work of the live stock farmer; probably without an equal in this or any other country." Yorkshire Post. 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. "The bool farmer who would not like to have a copy of this beautiful and useful work." Mark Lane Exp . "The book is very attractive, . . . and we can scarcely imagine the existence of a this beautiful and useful work." M NOTEBOOK OF AGRICULTURAL FACTS & FIGURES FOR FARMERS AND FARM STUDENTS. By PRIMROSE McCoNNELL, B.Sc., Fellow ot the Highland and Agricultural Society, Author of "Elements of Farming." Sixth Edition, Rewritten, Revised, and greatly Enlarged. Fcap. 8vo, 480 pp., leather. \_JustPublished. 6/O 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. " This little pocket-book contains a large amount of useful information upon all kinds of agri- cultural subjects. Something of the kind has long been wanted." Mark Lane Express. " 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. 44 CROSBY LOCK WOOD & 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 Agriai turist. " 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/O " This is the completes! book of its class we have seen, and one which every amateur fanner will read with pleasure, and accept as a guide." Fie.d. 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/O 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/O " 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 Titnes. TABLES and MEMORANDA for FARMERS, GRAZIERS, AGRICULTURAL STUDENTS, SURVEYORS, LAND AGENTS, AUCTIONEERS, &c. With a New System of Farm Book-keeping. By SIDNEY FRANCIS. Third Edition, Revised. 272 pp., waistcoat-pocket size, limp leather . -1/6 " Weighing less than i 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 taken as thoroughly accurate, the whole of the tables having been revised by Dr. Fream. We cordially recommend it."J>'eti's Weekly 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. 45 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. ~\ JQ "This little book is precisely what it professes to be 'A Handbook for the Practical Farmer.' Dr. Dyer has done farmers good 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, cloth ...... "I/O 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. Second Edition, Revised. Crown 8vo, cloth boards, 3/6 5 or, cloth limp, 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 7/6 Net. " 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." Athen&um. 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. Fifth and Cheaper Edition, Revised, with Additions. Crown 8vo, sewed "I/O "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/O 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, &c. 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 JOHN WHEELER, Valuer, &c. Sixth Edition, Re-written and greatly Extended by C. NORRIS, Surveyor, Valuer, &c. Royal 321110, cloth . . . 5/O " 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." Biti.'der. 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 1 2/6 "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. TABLES FOR THE PURCHASING OF ESTATES: FREEHOLD, COPYHOLD, OR LEASEHOLD; ANNUITIES, ADVOWSONS, &c. And for the Renewing of Leases held under Cathedral Churches, Colleges, or other Corporate bodies, for Terms of Years certain, and for Lives ; also for Valuing Reversionary Estates, Deferred Annuities, Next Presentations, &c. ; together with SMART'S Five Tables of Compound Interest, and an Extension of the same to Lower and Intermediate Rates. By W. INWOOD. 24th Edition, with considerable Additions, and new and valuable Tables of Logarithms for the more difficult Computations of the Interest of Money, Discount, Annuities, &c., by M. FEDOR THOMAN. Crown 8vo, cloth 8/O " Those interested in the purchase and sale of estates, and in the adjustment of compensation cases, as well as in transactions in annuities, life insurances, &c., will find the present edition of eminent service. " Engineering. " ' Inwood's Tables ' still maintain a most enviable reputation. The new issue has been enriched by large additional contributions by M. Fedor Thoman, whose carefully arranged Tables cannot fail to be of the utmost utility." Mining Journal. THE AGRICULTURAL VALUER'S ASSISTANT. A Practical Handbook on the Valuation of Landed Estates ; including Rules and Data for Measuring and Estimating the Contents, Weights and Values of Agricultural Produce and Timber, and the Values of Feeding Stuffs, Manures, and Labour ; with Forms of Tenant-Right Valuations, Lists of Local Agricul- tural Customs, Scales of Compensation under the Agricultural Holdings Act, &c., &c. By TOM BRIGHT, Agricultural Surveyor. Second Edition, Enlarged. Crown 8vo, cloth 5/O " 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." Aa-ricit tural 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." Partner. 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," Ktnt Herald, AUCTIONEERING, VALUING, LAND SURVEYING. &c. 47 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 samo, leather, elastic band ^ . . . 4/O "Of incalculable value to the country gentleman and professional man. "Farmers' J&urnal. 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/Q " A compendious and handy little volume." Spectator. THE LAND VALUER'S COMPLETE POCKET-BOOK. Being the above Two Works bound together. Leather .... 776 HANDBOOK OF HOUSE PROPERTY. A Popular and Practical Guide to the Purchase, Mortgage, Tenancy, and Compulsory Sale of Houses and Land, including the Law of Dilapidations and Fixtures : with Examples of all kinds of Valuations, Useful Information on Building and Suggestive Elucid tipns of Fine Art. By E. L. TARBUCK, Architect and Surveyor. Fifth Edition, Enlarged. i2mo, cloth . . 5/Q 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/O " 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. ' Inst. C. E. 8vo, cloth 1 5s. ll 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 ot " England's Supremacy," &c. Crown 8vo, 200 pp., cloth 2/6 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. Fcap. 8vo, cloth .... 7/6 " A mine of condensed information of a pertinent and useful kind on the various subjects of which it treats. The matter seems to have been carefully compiled and arranged for facility of reference, and it is well illustrated by diagrams and woodcuts. The different subjects are succinctly but fully and scientifically dealt with." The Lancet. " Ought to be welcome to those for whose use it is designed, since it practically boils down a reference library into a pocket volume. ... It combines, with an uncommon degree of efficiency, the qualities of accuracy, conciseness and comprehensiveness." 48 CROSBY LOCK WOOD & 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-fifth Edition, care- fully Revised, and including New Acts of Parliament of 1897. Comprising the Workmen's Compensation Act, iSq'j ; Voluntary Schools Acts, 1897"; Preferential Payments in Bankruptcy Amendment Act, i8e three volumes form an enlargement tfthe Author s original work, " Mathematical Instruments ; " price 2J. (See No, 32 in the Stritt.) Mathematical Instruments : Their Construction, Adjustment, Testing and Use. Comprising Drawing, Measuring, Optical, Surveying, and Astronomical Instruments. By J. F. HKATHER, M.A. Enlarged Edition, for the most part entirely re-written. The Three Parts as above, in One thick Volume .... 4/6 The Slide Rule, and How to Use It. Containing full, easy, and simple Instructions to perform all Business Cal- culations with unexampled rapidity and accuracy. By CHARLES HOARE, C.E. With a Slide Rule, in tuck of cover. Fifth Edition . . 2/6 Logarithms. 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