A NEW PLEASURE STEAMER FOR CARLINGFORD LOUGH.

by a slight turn of the lever the cam may be made to come in contact with the side of the groove (farthest from the working edge) and thus forcing the stock

features, recently commenced her daily runnings from Warrenpoint, the object being to allow visitors to make a cruise round Carlingford Lough at any state of the tide.

The vessel, 60 ft. long and 14 ft. 6 in. beam, is of very light draught, drawing only 20 in. forward and 33 in. aft, and is certified to carry 166 passengers.

The engines, made by Messrs. Robey & Co., of Lincoln, have cylinders 5 in. diameter and 5 in. stroke, and are of the high-speed balanced type, usually employed for electric light purposes. When running noiselessly at the normal speed of 300 revolutions, the engines drive by means of 3 to 1 skew gearing, the propellers at 100 revolutions. These speeds can, however, if required, be increased to 400 and 133 revolutions respectively. The propellers, constructed under Mr. Henry Barcroft's patent, are 4 ft. 10 in. diameter, and 6 ft. pitch, the depth from the surface of the water to the lowest part of the blade being only 27 in., and when running at the normal speed of 100 revolutions, drive the boat at about 7 miles an hour with-owing to the peculiar construction of the blades-very little back wash.

The little vessel has a neat and attractive appearance, there being no deckhouses or other erections to impede the deck, other than a small covering over the engines (placed aft) which, rising only a few inches above the level of the bulwarks, and being panelled with canary wood, adds rather to the yacht-like look of the craft, which is still further enhanced by a very handsome awning of Willesden canvas.

Now that all the arrangements have been completed for the erection of a jetty at Rostrevor, a structure which is to be 360 ft. long, and sloping towards the sea, so as to allow a landing at the lowest tide, we trust that the clientèle of the Pioneer and the district she serves may steadily increase.

As will be seen the board is made with one end ledge rabbited over the working edge, which is thus protected from injury. The ledge is of hard wood, and is grooved for the lower stock of the square to work in. The square, made with the stock upon the upper surface of the blade, extending to the drawing edge only, has a second stock of the ordinary form. placed underneath this, and affixed by a centre so that it may move within certain limits to set the blade to an angle, at which it may be clamped. Through the centre, attaching the two stocks, a bolt passes having fixed to its upper end a lever and to its lower end a cam, so placed that the square, the lower stock of which runs perfectly free in the groove, may be used in every way as an ordinary square, or

locked in any position desired, an index on the two stocks showing when the blade is truly square with the stock.

The combination is strong and portable, desiderata not to be lost sight of in the restricted space of engineers' quarters, while the name of the maker, W. F. Stanley, of Great Turnstile, London, W.C., is ample guarantee for its quality and workmanship.

ROPER'S PATENT LIFE-SAVING APPLIANCES.

Royal the

E recently attended, in company with a large number of tile Marine, and the Press, a practical demonstration of various patented life-saving appliances, as manufactured by the patentees, Messrs. Roper & Son, of Palace Chambers, Westminster, S.W.

The firm's several inventions comprise, amongst others, a new unsinkable multi-keel life-boat, steel built, and subdivided into numerous watertight compartments. These boats are provided with extra and large (subdivided) side buoyancy chambers, carry air-tight lockers for food, water. blankets, signals, etc., and, being built entirely of steel, there is nothing to deteriorate through climatic action, and thus "dry-rot," with its attendant sagging, warping, and leaking, is entirely eliminated.

These boats are sold at a cheaper rate, and are about 20 per cent. lighter than the present type of wooden boat, a 32 ft. Navy wood cutter, weighing, fitted, 22 cwt. 3 qrs. 14 lbs. as against 18 cwt. 1 qr., the weight of a 32 ft. Roper steel cutter, similarly fitted, in addition to which the "life" of the steel boat is considerably longer, and owing to their peculiar construction they are steadier in a sea way, while their strength and consequent ability to withstand shock and strain, is enormously superior to the wooden boat.

The firm also make a patent boat-releasing gear, which possesses the great desiderata of rapidity and unfailing certainty of action, whether for releasing or picking up a boat, combined with extreme simplicity, ample strength, and lowness of cost.

A life-saving raft, two of which are fitted on H.M.S. Polyphemus, also attracted a considerable share of attention. This raft may conveniently form the superstructure of the captain's bridge, and weighing only 6 tons, is capable of carrying 400 men with all necessary provisions, stores, &c., and like the firm's patent boat, is constructed of steel and divided into a large number of watertight compartments.

An eminent naval officer, writing in reference to these rafts says, They were worked constantly. ... the actual launching was performed in 45 seconds, and could be done quicker in case of emergency." Another officer (Captain R.N.) writes, "This plan is certainly the best and most suitable for passenger steamers and transports." As compared with the present wooden boats, one of these rafts costing £450, and weighing, fitted, 6 tons, will replace 10 boats costing in all £1,400, occupying nearly four times the deck space, and weighing, fitted, 35 tons, carrying in either case the same number of people, those on the raft being, however, carried with infinitely greater comfort and safety.

Messrs. Roper are also patentees and makers of several very serviceable forms of davits. One arrangement capable of lifting outboard and holding clear of the vessel's side a second-class torpedo boat in two minutes, struck those naval officers present as being a great improvement on anything of the kind they strength with the minimum of weight and exposed target area, had seen before, combining, as it does, the maximum of together with the least possible number of working parts.

A powerful arrangement of davits for quickly lifting and lowering boats from the shade deck, and also davits and

arrangements for dealing rapidly with boats stowed on the rail, came in for general attention, and it was shown that with either arrangement a boat could be cleared and got outboard by

two men and water borne in under two minutes, the labour attending such operations being greatly diminished, and much valuable time saved, when the boats are secured, as those tested were, by Roper's Patent Automatic Releasing Chocks and Skids. All the firm's davits are hollow and the falls, of steel wire rope, pass through them, thus effectually preventing all danger from freezing or fouling.

As we propose illustrating several of the firm's productions in a future issue we have here only briefly referred to a few of the leading points, but any further information desired will, we have no doubt, be supplied by the makers, whom we understand are arranging for the simultaneous working of their patents in France, Germany, and Italy as well as in the English markets.

KENNEDY'S PATENT FEED-WATER METER.

IN N these days of rapid strides in the improvements of marine engines and boilers, it is every day ecoming a more urgent necessity that engineers in charge should be able to gauge easily and correctly the performance both of their engines and boilers, and that the general effect of maximum economy

imperfect in its analytical results because it does not distinguish between the evaporative efficiency of the boiler and the effective economy of the engine per lb. of steam actually evaporated.

The use of a feed-water meter gives most accurately and at any time the actual amount of water being evaporated unaffected by any variation in the efficiency of the engine. The comparison between the fuel burnt and the actual feed-water evaporated gives absolutely the efficiency or rate of evaporation of the boilers at any time, and under any variation of circumstances or draught, and the comparison of the I.H.P. of the engines with the weight of feed water actually evaporated or turned into steam will give the actual efficiency or duty of the engines under various grades of

expansion, or under any variation of circumstances that it may be desired to test.

Kennedy's Patent Water Meter, made by the Kennedy's Patent Water Meter Co., Limited, of Kilmarnock, N.B., which we have pleasure in illustrating herewith, has been adopted by Mr. Frederick Edwards, M.I.M.E., M.I.N.A., in his work for the Marine Research Committee, and is reported to have given entire satisfaction as an accurate and reliable instrument.

The construction and design of this meter is most simple and ingenious, and that it is a marvel of fric

practically a coned two-way cock, is reversed quickly and suddenly by the blow of an over-balancing weight or bob, so there is little dead drag on the piston.

When the meter is used for a temperature of water over 120° a metal piston with gun metal rings is used (as shown on illustration).

The water to be measured enters at one side of the casing containing the plug two-way cock, passes thence to either the top or bottom of the piston according to the position of the two-way cock, which latter is automatically and quickly reversed by the action of the piston itself lifting a bob over its centre

tionless working is shown by the fact that the largest instruments will operate with a minimum head of 4 in. of water which may increase up to 3 ft. in the smallest size.

This frictionless working with exact water-tightness is obtained by great care and ingenuity of arrangement in all the operative parts. The only two stuffing boxes of the piston, and reversing valve are packed with packing dipped in melted hog's lard, tallow would be too stiff for cold water. The packing of the piston is by a solid indiarubber rolling ring which is free to roll in a recess of suitable length in the piston and the side thrust on the piston rack is taken on an antifriction roller. The reversing valve, which is

of suspension, which then falls of its own weight, and reverses the two-way cock. The flow of water to the piston and its exit from the piston chamber is thus reversed, and the meter thus continues automatically to reverse the reciprocation of the piston, and to pass water continuously, the reciprocating rotation of the pinion shaft being transmitted as a continuous movement to the counting train of wheels and dials.

Tables of quantities deliverable by the various sized meters under different heads are given, with the easy rule that velocity of flow is directly proportional to the square root of the head, but it must always be remembered that any lengthy run of pipes, bends, elbows, cocks, or too small a diameter of main for

and some of the yards were filled with new orders for tramps and liners. These orders have now been nearly worked off, and if steamship owners will only content themselves in replacing such boats as are absolutely necessary for old-established and existing lines, we may hope to see that improvement in freights for which we have been waiting so long.

It has been demonstrated beyond all measure that in longvoyage trades it is only the newest and most modern type of steamer that can hold its own in the present days of excessive competition. The old and obsolete type of vessel must go to the wall, and for years past we have advised the realisation of such property. Large numbers have been sold to foreigners and others to be broken up, but many thousands of tons yet remain and must inevitably follow suite.

It is exercising the minds of many of our steamship owners as to whether the present existing rates of freights are to be considered the basis of the future. For our own part we do not think so. Granted rates are as low or lower than they have ever been, we believe they have touched bottom and will shortly improve.

The new features to be chronicled are the introduction of steam into the Californian trade; the wonderful energy of foreigners, especially of the Japanese, who are starting new lines of steamers, even to our own doors, in opposition to our old. established companies; the great strides made in Germany in the art of shipbuilding, where our naval architects havs recently had the opportunity of seeing that work in the German yards can be well, efficiently, and cheaply executed, a fact which has already told, and is bound to tell more in the future, on our own shipbuilding industry. Although quadruple-expansion engines are being fitted in some boats now building, there is no marked inclination to adopt them generally.

A large number of useful second-hand steamers have been sold at very low prices to foreigners, principally for the Baltic and Black Sea trades, where they can be worked even now at a profit, free as they are from the excessive restrictions imposed on British shipping by over-zealous legislators.

Many new steamers are for sale in the hands of builders. There are also a number of nearly new triple boats that can be bought very cheaply. Prices for building new steamers are about 5 per cent. all round higher than in December last, but many builders being anxious for work would willingly forego their standing yard charges, consequently orders can be placed practically at nearly the same prices. How long this will last it is impossible to say, but as other trades are thriving, the railways prosperous, Board of Trade returns increasing, surely these factors must before long have a beneficial effect on the shipping industry, and place it on a sounder and more profitable foundation.

wish to know accurately what his engines and boilers can do under varying circumstances should be without such a meter fitted to the feed-water supply.

ME

H. E. MOSS & CO.'S STEAMSHIP CIRCULAR.

ESSRS. H. E. MOSS & Co. regret to say in their semiannual Steam Ship Circular, the pessimistic views they have so persistently foreshadowed have been, unhappily, more than fulfilled, and the first half of 1896 may be chronicled as the worst period in the annals of steam shipping.

The anticipated increase in wages in the shipbuilding and engineering trades at the commencement of the year, together with the probable rise in the cost of raw materials and a slight spurt in freights, caused, as usual, a rush to order new boats

INSTITUTE OF MARINE ENGINEERS.

DURI

THE BRISTOL CHANNEL CENTRE.

URING the recent visit of the North-East Coast Institution of Engineers and Shipbuilders to South Wales the programme arranged for each day was so extensive that it was deemed advisable to leave the evenings free. The one exception to this freedom was the occasion on which the members of the North-East Coast Institution were the guests of the Bristol Channel Centre of the Institute of Marine Engineers at a reception and grand smoking concert in the Park Hall, Cardiff. It was particularly appropriate that on the only evening so taken up the visitors should be entertained by the members of a kindred institution, and in honour of the occasion no efforts were spared by the members of the Bristol Channel Centre of the Institute of Marine Engineers in making the gathering a successful one. On the Wednesday evening the visitors accordingly assembled at the Park Hall, Cardiff, where they were received by the President of the Bristol Channel Centre (Professor A. C. Elliott, D.Sc.), the Mayor of Cardiff (Lord Windsor) and others. The hall had been tastefully decorated with draperies and shrubs, and presented a very attractive appearance. Besides the members of the two Institutions, the assemblage included the chief representative men of Cardiff and the district; the officers of the Naval, Regular and Auxiliary Forces were also present, and their bright uniforms were very effective in adding to the gayness of the scene. Professor A. C. Elliott, D.Sc. (President B.C.C. Institute of Marine Engineers) occupied the chair, and

he was supported by Mr. Thos. Bichardson, B.A., M.P., (President N.E.C. Institution of Engineers and Shipbuilders), The Right Hon. Lord Windsor (Mayor of Cardiff), Mr. John Gunn (President Cardiff Chamber of Commerce), Mr. Chas. A. Heywood (Chairman Reception Committee), Mr. W. R. Corfield (President *Cardiff Incorporated Shipowners' Association), Mr. T. E. Watson, J.P. (President Newport Chamber of Commerce), Dr. J. LI. Treharne, J.P., Mr. Alderman Trounce, J.P., Mr. Lewis Williams, J.P., Surgeon Lieut.-Col. Healey, Major Threshie and Captain Reade, The Barracks, Cardiff; Mr. Robt. Thompson, J.P. (Past President N.E.C.I.), Mr. J. R. Fothergill, Mr. J. F. Walliker, Mr. H. Macoll and Mr. J. Gravell (Vice-Presidents N.E.C.I.), Mr. Morel, J.P., Mr. Henry Heywood, J.P., Mr. Councillor David, Mr. H. J. Simpson, Mr. Cory, J.P., Mr. Alderman *Carey, J.P., Mr. David Gibson (Vice-President B.C.C.),

Members of Committee B.C.C.-Messrs. J. Chellew, Robt. Davison, Jas. Ferrier, J. McCallum, W. Simpson and A. E. Smithson; Representative to Council-Mr. D. McCallum; Honorary Treasurer, B.C.C. Institute Marine Engineers, Mr Chas. L. Ryder; Honorary Secretary, B.C.C. Institute Marine Engineers, Mr. George Sloggett; Mr. A. Rickaby, Mr. J. Reavell, Colonel Bingham (Sheffield), Mr. H. H. Wake (Engineer Wear Commissioners), Mr. George Rutherford, Mr. T. W. Wailes, Mr. M. W. Aisbitt, Mr. J. Duckitt (Secretary N.E.C.Institution), Mr. G.A. Macarthy, Mr. S. W. Allen, Mr. J. Nodder (Sheffield), Capt. T. H. Bloggett, Mr. Edward Lewis, Lieut. W. H. D. Caple, Lieut. H. C. Newman, Mr. C. F. Gooch, J.P., Mr. A. K. Hamilton, Mr. J. G. G. Rule, Mr. F. R. Noton, Mr. A. F. H. Bancroft, Mr. C. Taylor, Mr. J. H. Riley, Mr. W. G. Reynolds, Mr. W. Sibun, Mr. H. Fownes, Mr. N. Hirst, Mr. W. Swinney, Mr. E. B. Reece (District Coroner), Mr. W. Rosser, Mr. John Spence (Tyneside Engine Works), Mr. Henry Radcliffe, Mr. Marcus Gann, Mr. Chas. Thompson (Sunderland), Mr. L. G. Laurie, Mr. John Boddy, Mr. Edgar, Capt. Parfitt (Dockmaster, Newport), Mr. Mordey, Mr. Carney, Mr. Stephen, Mr. C. H. Bailey, Mr. Evans, Mr. Ferrier, Mr. Jackson, Mr. Scott, Mr. Symonds, Mr. S. F. Walker, Mr. J. M. Campbell, Capt. W. Cassap, Mr. A. MacGlashin, Mr. J. Barclay, Mr. J. Hogg, Mr. W. Evans, Mr. G. E. Macarthy, Councillors Waring, Andrews, Hughes, Munn, Dr. T. Wallace, J.P., Dr. Macormack, Major W. E. Jones, Major Rigg, Surgeon Capt. Tatham Thompson, Col. E. C. Fry, Mr. Lewis Turnbull, Capt. C. E. Stally brass, Lieat. A. E. Evans, R.N.R., Capt. John Traill, Lieut. Hoyle, Capt. Rosser (Dockmaster, Cardiff), and others. The proceedings commenced with the National Anthem on the grand organ.

The Chairman, Professor Elliott, then said that he rose for the purpose of addressing a few words of welcome to the members of the North-East Coast Institution of Engineers and Shipbuilders, in the name of the nearly kindred society, the Institute of Marine Engineers. Their Institute had many habitations, and Cardiff claimed one of those habitations. They were, of course, anxious to extend the number of habitations, but they had never been able to found a centre in the North of England, because the ground was already occupied by the NorthEast Coast Institution of Engineers and Shipbuilders. He did not say that in any spirit of rivalry: all engineers were rivals-rivals in the art of doing well. Even the members of the Society, if the Society were any good, were rivals one with another. The North-East Coast Institution of Engineers and · Shipbuilders had done a noble work. It had published proceedings that were of great and permanent value. Some (İnstitutes had surpluses, some had spent them in eating and drinking, and others had hoarded them. Some, like the Institution of Mechanical Engineers, had nobly spent them in research for the benefit of the profession at large. But amongst those Institutions, the North-East Coast Institution had taken a distinct line. It had provided somewhat for the future, for the youths to whom the profession of the future was to be committed. It had founded the profession of Engineering in the Durham University and supported it to a great extent as well. They, as engineers, were happy and proud to welcome the Institution. They were happy to welcome them because they knew that they (the visitors) were jolly good fellows, and they were proud to welcome them because they were proud of Cardiff. They knew that in Cardiff they could show them some things that must rejoice the heart of the mechanical engineer in whatever department he might have been trained, and in whatever department his life's business might be cast. Amongst other things, they were proud of their noble Mayor and proud to witness his sympathy and deep interest

in the commercial and industrial affairs of this great and rich country of South Wales. Before he concluded, he must refer to the past president. The name of Richardson was well known, and in Cardiff it did not require any introduction.

The Mayor of Cardiff (Lord Windsor) said their chairman had been kind enough to ask him to associate himself with the words of welcome that he had just addressed to the members of the North-East Coast Institution of Engineers and Shipbuilders. He considered it a privilege to be allowed, on behalf of the Corporation and inhabitants of Cardiff to add just two or three words of welcome. They prided themselves, in Cardiff at least, in throwing their hearts into every thing that they did. On that occasion they hoped they were throwing their hearts into the welcome they were giving to the Institution. They were gratified that they should have selected Cardiff that year to inspect what they had to show them, and, he hoped, to instruct them (Cardiffians) a little bit too, and he sincerely trusted that they would pass a pleasant week, and that they would go away from South Wales and from Cardiff feeling that the people living there were anxious to make the best of their position, to make the best of their wealth and resources, but who felt that they could not do without the intelligence that might be brought into their midst. from other parts of the country.

Mr. I hos. Richardson, B.A., M.P., in replying on behalf of the Institution to the welcome extended to its members, said it was very gratifying to him in coming to a town of such very great importance as Cardiff, to hear on all hands with what conspicuous ability and energy their worthy Mayor fulfilled the duties that fell upon him. They had been invited there that evening by the Bristol Channel Centre of the Institute of Marine Engineers, an institution which had a world-wide reputation second in importance to none in the country. Professor Elliott, in his remarks, paid the North-East Coast Institution a very high compliment. He said they did not possess a branch of the Institute of the Marine Engineers on the North-East Coast because the ground was fully covered by their Institution. He thought they would all agree with him that such an important institution as the Marine Engineers, if they had a meeting in the North, would find that they would possess a great many of their members there. Professor Elliott had remarked that such an institution composed of members who were at different times in every part of the world, found it difficult to have any local habitation, but he thought that when they had their headquarters in London, and possessed such a large number of members, it was a sufficient index of the prosperity of that Institution. He was particularly pleased to be there that night, because he had some little time ago an invitation to one of their Bristol Channel Centre celebrations which, unfortunately, he was unable to accept, but he had the pleasure of meeting Professor Elliott only last week at the anniversary dinner of their Institution in London. The chairman had referred in the course of his remarks to the fact that the engineers required some representation in the House of Commons. Well, they had had some representation there for a good many years, but he was pleased to think that at the present moment they had no less than 14 representatives in the House of Commons, who had, as it were, started life with the hammer and chisel. He thought that Professor Elliott would bear him out, that there was need of representation on behalf of the engineers in the House of Commons. One of the gallant Admirals of our Fleet who was in the House, referred to the engineering members in the House of Commons, and -he forgot exactly the remark he made, but it would bear this interpretation-that they placed too much importance upon that branch of the service in the Navy. (A voice: "Not at all.") He thought anyone who was present at that dinner would be quite willing to echo that sentiment. The gallant Admiral went on to say that what they wanted to recognise was, that they were all one, and that they ought to think more of the word we. Well, that was exactly what they thought, and, as he said then, what they objected to was the we being retained with a big W for the executive, and a small e for the engineers. They wanted to see a capital E as well as a capital W . He had no doubt that in course of time they would bring the Admiralty Board to see that some greater recognition should be taken of the services of the engineers in the Fleet. He could assure them all in the room that the invitation which they accepted to come there, expectation of enjoyment that they formed had ber