persede the necessity of turning round: and about mid-ships are placed two paddle-wheels, P, the paddle-shaft, carrying bevelled wheels, to admit of its being connected by sliding-gear with the cranked handles, when they are disconnected from the pumps.

The prefixed engraving is a side elevation of the engine, showing the situation and arrangement of the cranks, levers, &c.

A, is one of the three working barrels, all of which deliver their contents into the air-vessel, B. C is the main crankshaft from which the connecting-rod, d, passes up to the over-head lever, E. F is the piston-sling, the piston-rod working in a guide fixed on the top of the cylinder, A. On the upper part of the airvessel, B, there is a revolving T-piece, carrying two male-screwed nosels, to which two separate lines of leather hose

may be attached, or, if it is preferred to work but one more powerful jet, the second orifice is closed by a screwed cap. When a single stream is delivered, the jet may be 1 inch, 13, 14, or 1 inches in diameter, according to the elevation required, with a nose-pipe 1 inches in diameter; the height reached is about 120 feet, or 136 feet horizontal. If two jets are employed, nose-pipes #ths of an inch in diameter are used.

The working of the pumps, levers, &c. is exceedingly smooth and steady -that of the toothed gearing remarkably so; there is no shake or rattle in any part of the machinery, and the presence of toothed gearing cannot be detected by the ear. The streams of water are beautifully compact and steady, and capable of being directed with great precision.

From the circumstance of some mis

calculations having been made, with respect to the propulsion of the boat, either by underrating the power, or overrating the resistance, the speed at first attained was by no means satisfactory, being little more than six miles per hour; but the manual power was so greatly in excess, that when paddles of a proper size have been fitted, there is no doubt that a speed of upwards of eight miles an hour will be realized, without any particular exertion on the part of the rowers." The rapidity and ease with which the power of the men could be transferred from the paddles to the engines, and vice versa, greatly

astonished all who saw it.

The signals, "ease her," "stop her," the shifting of the gearing, and the order

to "go on," have been frequently completed within one minute.

The Sovereigns of Prussia and of Russia have now, the one the finest steam fire-engine, the other the finest marine fire-engine in the world.

The exertions of the West of England firemen, under their excellent foreman, Mr. Connerton, continue to merit especial notice. The promptitude of their attendance may be very well illustrated by mentioning that, in upwards of fifty instances, they have shared the rewards for early arrival, which are only allotted to the first three engines-including among these, their attendance at Camberwell (twice,) Deptford, Greenwich, Blackheath, Islington, Hammersmith, and

other distant places.

Their zeal and

66

activity in getting to work, on arriving at a fire, have been fully equal to their expedition in reaching it; and there have been few fires of any magnitude in the metropolis, at which the West of England firemen have not borne a conspicuous part, and greatly distinguished themselves. The West of England Company are particularly fortunate in their servants, as their good success is by no means confined to the metropolis. At Exeter, Glasgow, and in many provincial towns, their achievements have called forth the warmest eulogiums of the public press. Upon the occasion of a recent fire at the extensive cotton spinning works of Messrs. Bartholomew and Co., at Barrowfield, near Glasgow, the West of England men won golden opinions from all sorts of people." These extensive works were discovered to be on fire shortly before three o'clock A.M., on the 23rd of November last. Information was immediately sent to the Fire Police of Glasgow, but from the preremptory orders given to Mr. Robertson, the superintendent of the Fire Establishment, by the Glasgow Police Board, "that he was not on any pretence whatever, to go himself, or allow his men or engines to be sent, beyond the bounds of the Royalty;" he could not move in the matter. No sooner was the alarm of fire received in Glasgow, however, than the splendid engine of the West of England Office and their fire brigade, proceeded to the spot as fast as horses could take them, and rendered the first and most efficient assistance. The Glasgow Constitutional remarks that, "the rapidity with which the engine of the West of England Company was brought forward, the activity, industry, perseverance, and fearlessness of the brigade attached to it, merit the approbation of all concerned ; and though no part of the building or stock was insured with that office, Mr. Wardlaw, the agent, was present during the whole period, lending every assistance in his power."

The West of England engine was followed by that of the Anderston police, others from the city, and one from the cavalry barracks most admirably manned by a party of artillerymen. These were subsequently reinforced by the two engines of the Glasgow Fire Police, which the Lord Provost eventually forwarded on his own responsibility.

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The paper already quoted, commenting on the refusal of the Glasgow Police Board to send out their engines when a fire is raging, destroying thousands of pounds' worth of property, and throwing hundreds of work people into a state of starvation, observes They are not required -no one has ever required them-to send their engines beyond the police boundaries for nothing. The very Act of Parliament which places the fire department under their control, gives them undoubted powers to recover the expense incurred in extinguishing fire beyond the Royalty; and yet, with this guarantee, with the additional guarantee of the proprietors, and the official and personal guarantee of the Lord Provost to back it

with a recklessness of life and property, unequalled, we may safely say, in any civilised society, they direct their superintendent to refuse assistance, whatever may be the obvious destruction to follow from their dogged and unjustifiable conduct!"

The year just ended has been one of great fatality to the firemen. The first victim to the perils of his calling was M. West, aged 33, a fireman of the County Fire Office, who was killed by the falling of part of the house of Mr. Salmon, in Piccadilly on the 12th of September, as already described. West was a most skilful and intrepid fireman, and had, on many occasions, particularly distinguished himself; his exertions at the House of Lords, at Hatfield-house, and elsewhere, have been duly recorded in your pages. The day of his death was also the anniversary of his birth, and West had been unusually low-spirited and melancholy throughout; whether from a presentiment of some approaching calamity, or from the meditations which the return of his natal day suggested, is known only to Him "from whom no secrets are hid." West's wife, who was near her confinement, had a strong presentiment of her loss, declaring in the morning, when he did not return with the other firemen, "that she had seen him at her bedside in the course of the night, and that she was confident he was no more."

On the Thursday following, the remains of West were deposited in the cemetery established by the late Barber Beaumont, Esq., (the founder of the County Fire Office) at Mile-end.

The burial service was read by the Rev. N 2

Dr. Croxton, who, after its conclusion, delivered an impressive and eloquent address to the firemen present, touching upon the excellent character which the deceased had maintained, as an example to them, and also on the arduous duties which firemen generally have to perform; earnestly exhorting them to prepare for a future world, none of them knowing how soon they might, like their late companion, be called into eternity.

Mr. Beaumont, the present owner of the Cemetery, gave the ground. The expenses of the funeral, and of a tablet to be erected to the memory of the deceased will be defrayed by the County Fire Office, by which, also, an annuity, with a residence, have been provided for the widow.

In little more than a month afterwards, viz., on the 31st of October, Richard Wivill, (aged 23) a junior fireman in the London Fire Establishment, was killed in the discharge of his duty at the Tower, as already narrated. Wivill was a good, though young fireman,, and bore a most exemplary character; he was unmarried, and was the principal support of an aged mother. His remains were buried on the Sunday following that on which he died, at St. Saviour's, Southwark, with all the honours that admiration of his conduct and sympathy for his melancholy fate could suggest.

On Sunday, the 14th of November, Joseph Parkes, aged 25, and William Webb, aged 24, fell victims to their own imprudence and disobedience, at the fire, which destroyed Messrs. Kindon's floorcloth manufactory, in Blackfriars-road, the particulars of which are before recorded.

It is painful to reflect, that in each of these cases the heat of the battle was over, the victory completed, and all occasion for exposure to danger removed.

On the following Sunday, the remains of the two unfortunate men were interred in one grave, at St. George's, Southwark, with the same honours as they had assisted to pay their deceased comrade only a fortnight before.

The bereft mother of Wivill received a donation of 201. from the Board of Ordnance-61. from the officers of the Scots Fusileer Guards, per Col. Edenand 17. from Mr. Robarts, the Banker. The widow of Parkes received a donation of 251. from the Committee of Ma

nagement of the London Fire Establishment, and Webb's widow a similar sum; in addition to which, Mrs. Webb also received upwards of 61. subscribed for her by the constables of the M division of police, as well as other sums from private sources.

The London Fire Establishment, (managers and men) are also straining every nerve to get Webb's infant son (two years old) into the Infant Orphan Asylum at the forthcoming election in April; and it is most sincerely to be hoped, that their benevolent efforts will be crowned with well-deserved success; when that is done, it is understood the child's board, from the time of the accident till its admission into the asylum, will be reimbursed by the Establishment.

It is also right to mention, that every expense incident to the three funerals, including mourning, has been defrayed by the Committee of Management of the London Fire Establishment.

All the machinery of the Establishment continues in excellent order, and the efficiency of the men, from Mr. Braidwood, the superintendent, to the last junior fireman, continues to promise the utmost protection that bravery and skill can accomplish.

There are among them, those, who, under the protection of an all-wise and overruling Providence, have grown hoary in this perilous calling; may His omnipotent arm still watch over and protect them, amidst every danger, is the sincere prayer of

Sir, your obedient servant,
WILLIAM BADDELEY,

29, Alfred-street, Islington,
February 21, 1842.

At the Birmingham Public Office a case of considerable importance to carriers and toll collectors lately came on for hearing before J. T. Lawrence, Esq., and Dr. Melson. It was a complaint by Mr. Robert Howson, agent to Messrs. Pickford and Co., the extensive carriers, against John White, late toll keeper of Spark Brook turnpike, for demanding and taking from Daniel Camden, one of Messrs. Pickford & Co's. wagoners, £5 more toll than was authorised by the act. The wagoner refused to pay the defendent's demand, and the latter seized one of the horses, which he afterwards sold, appropriating the money in payment of his claim.... Mr. George Edmonds appeared for Messrs. Pickford, and said, that on the 26th ult., two caravans, constructed with springs, and loaded with goods, went through the turnpike gate at Spark Brook. They were taken over the machine and were found to be over weight. The only question, however, was, not as to the weight of the wagons, for this was agreed to on both sides, but as to the amount of over weight which the act allowed to vehicles of this description. The defendant alleged that 3 tons 5 cwt. was all that they were entitled to carry, and the complainants, on the other hand, contended that they were entitled to 3 tons 15 cwt., being 10 cwt. more. For this weight Messrs. Pickford had tendered the proper amount of toll, and all that they required the magistrates to decide was, which of the parties were right in their construction of the act. Mr. Edmonds then proceeded to direct the attention of the magistrates to the acts of parliament regulating the amount of goods

to be carried by certain descriptions of wagons. The 3rd Geo. IV., c. 126, sec. 12, created a graduated scale of weights to be allowed in summer and winter respectively to two classes of carriages therein mentioned; the first of which he should designate as "broad wheels," or such as had wheels of the width of 44 inches and upwards, and the second he should call 66 narrow wheels," or such wheels as were under 4 inches. The weight allowed to be carried by the first description of carriages was 3 tons 15 cwt., and upwards, and for the second class 3 tons 5 cwt. The carriages spoken of in the 12th section were called wagons, wains, and other four-wheeled carriages, but in the 13th section a new class of carriages was introduced, which, in order to distinguish them from the former description of carriages, were called "caravans or other four-wheeled carriages for the conveyance of goods, and built and constructed with springs," and to those carriages 3 tons 15 cwt. was allowed in winter, without reference to the width of the wheels. Upon these two sections alone it was admitted that the carriages in question came within the latter description, (the 13th section,) and would be entitled to carry 3 tons, 15 cwt.; but an act 3 and 4 Wm. IV., c. 81, was passed, which, as was contended by the toll collector, repealed the privilege of the extra 10 cwt. allowed to spring carriages, and put them under the 12th section, in the same class as common wagons. The act 3 and 4 Wm. IV., after reciting the two sections of the 3rd Geo IV., already mentioned, and stating also that doubts had arisen whether the 13th section (that allowing to all spring

carriages a fixed weight of 3 tons 15 cwt. without reference to the width of the wheels) might not extend to all wagons, &c., if on springs, although if not on springs they would be comprehended under the other section, and might be allowed a graduated weight up to 6 tons-then enacted that the said 13th section of Geo. IV. "should not extend to wagons, &c., having the felloes of the wheels thereof of the breadth of not less than 4 inches at the bottom or sole thereof, notwithstanding the same may be built and constructed with springs." Mr. Edmonds contended that this clause did not apply at all to wheels of less than 4 inches but left them entirely under the 3rd Geo. IV. the act of William applied to wagons of not less than 4 inches; that was, of a width of 4 inches "or more, and which would come under the designation of "broad wheels." Supposing, for instance, a spring carriage to have wheels of 9 inches in width, under the 12th section of Geo. IV. such carriage would be allowed 6 tons, but if placed under the 13th section it would only be allowed 3 tons 15 cwt. The act of William therefore declared that the 13th section should not apply to the broad-wheeled spring carriages, but that they should be entitled to the extra weight allowed by the 12th section .... The description of the caravan, and the width of the wheels, with the weight of goods carried, were proved by Camden, the wagoner; and Mr. Howson also deposed to having tendered to the defendant the amount of toll to which he considered him legally entitled, before the horse was sold, and which he refused to accept. The magistrates having consulted for a few minutes, Dr. Melson said that the 13th section clearly entitled the complainants to the extra 10cwt. The ambiguity in the act of Wm. IV. appeared to him to arise from the introduction of the second negative in the sentence already quoted, namely, "should not extend to wagons, &c., having the felloes of the wheels thereof of the breadth of not less than 4 inches," &c. If the word " more" had been substituted for the words "not less," the meaning intended would be more clearly expressed, viz., that the clause allowing the fixed weight of 3 tons 15 cwt. should not extend to wheels of more than 44 inches, or "broad wheels." The wheels in the present case being narrow wheels," the weight was entirely regulated by the 13th section of the 3rd Geo. IV., and the 4th William IV. did not apply to them.-The defendant said that himself and his fraternity had always read the act differently, and had so acted upon it. -The magistrates ordered the defendant to refund the overcharge, amounting to 57., and to pay, in addition, the expenses and loss incurred by Messrs. Pickford, in the detention

and keep of the horses while in his custody, amounting to 27. 138. Mr. Edmonds then applied for the infliction of a penalty which the act left at the discretion of the magistrates. He did not wish for any heavy fine, but as the Messrs. Pickford were not required to pay in similar cases on any other road they travelled, he thought that some trifling penalty was necessary, in order to mark the magistrates' opinion of the case.The defendant pleaded his inability to pay, and also exemption under a clause in the act. The complainant ultimately agreed not to press for a penalty, upon the understanding that every matter relating to the question should be considered as settled by the decision of the magistrates. To this proposition the defendant agreed; and Dr. Melson said, if a similar case again arose, the magistrates should certainly inflict the full penalty of 51.-Midland Counties Herald.

ON THE CAUSES OF INJURY TO BOILERS. BY C. W. WILLIAMS, ESQ.

SIR,-In following up the subject of the conduction of heat through metallic plates and bars, my object is to show how intimately connected are the scientific details of the subject, with the amount of evaporation effected, or of injury sustained, by a judicious application on the one hand. or any derangement on the other, of their conducting powers. That the causes of such injuries have not been sufficiently inquired into, is evident from the unsettled state of the question, and the absurd and contradictory causes to which even some practical men attribute them. Among many instances, I may mention the following. In one case, a boiler was seriously injured, and the premises set on fire, by the overheating of the plates, even to redness, in consequence of an accumulation of deposit within (above four inches thick), and which, after an interval of rest, had become consolidated on the bottom, as described in my former communications. This indurated mass being a bad recipient, and worse conductor of heat, prevented the access of the water to the plates, and thus caused the overheating. This injury, however, was very learnedly attributed to the generation of a combustible gas in the boiler, and which, on exploding, was supposed to have occasioned the setting fire to the premises. Yet, all this while, no reference was