this journal.1 In the present article the Author gives details and illustrations of the valves, and shows where the design differs from the English prototype.-C. O. B. 119. Water-Turbines at the Berne Exhibition, 1914.-Dr. F. PRASIL. -Schweizerische Bauzeitung, Zürich, 1915, vol. 65, pp. 81, 95, 107, In this series of articles the Author describes and illustrates the chief varieties of water-turbines and their regulating apparatus, compares the different types, criticizes the designs, and attempts to furnish a view of the present state of the manufacture of waterturbines in Switzerland and of probable lines of progress.-E. R. D. Hydraulic-Turbine Installation at the Günther-Richter PaperWorks, Wensdorf, Saxony.-FR. FREYTAG.-Zeitschrift des Vereines deutscher Ingenieure, Berlin, 1914, vol. 58, pp. 1033-1041, 1091–1097. This 500-HP. Escher-Wyss installation is claimed to be the first in which the turbines are placed above water-level, the advantage being that the dynamo can be directly-coupled to the turbines, thus obviating intermediate gears and subsequent frictional losses. The required suction in no way impairs the efficiency or the starting of the turbines. Full particulars of the plant, construction and tests are given.-H. C. A. T. Increased Efficiency as a Result of Changing from a Doubleto a Single-Runner Turbine.-Engineering Record, New York, 1915, vol. 71, pp. 358–360 and 365–366.—With the single-runner turbine recently installed at the Holtwood hydro-electric station, efficiencies 8 to 11 per cent. higher than those obtainable with the previous double-runner units have been realized. The new turbine develops 16,500 HP. at 94 revolutions per minute with a 63-foot head. Illustrations of the old and new turbines and a description of the salt-solution test of the efficiency, which reached 93 per cent., are given.-C. O. B. Ljungström Steam-Turbine. - Ingeniøren, Copenhagen, 1915, vol. 24, pp. 315-320.-This turbine is a double-rotating radialreaction machine, in which alternate disks rotate in opposite directions, each forming a lead for the one following. The steam is admitted at the centre and expands towards the circumference. The detailed description is accompanied by scale-drawings and photographs.-L. S. Z. Steam-Turbine Blade-Fastenings.-J. A. CAPSTAFF. Journal of the American Society of Naval Engineers, Washington, 1915, vol. 27, pp. 313–331.—The importance of rigidity as well as strength is pointed out. Some fifteen methods of fastening blades are described and photographs given of some of the blades after being withdrawn by a testing-machine, together with results of this test.-C. H. W. Engineering News, 15th October, 1914. Structural-Steel Supports for Large Steam-Turbines. Engineering News, New York, 1915, vol. 73, pp. 66-69.—The article describes the elevated steel structures which form the foundations of large horizontal turbo-generators of 15,000- to 30,000-kilowatt capacity, weighing up to 500 tons each. Drawings and details of this steelwork in several recent installations are given.-C. O. B. Advances in Turbo-Blower and Turbo-Compressor Practice.H. WUNDERLICH.-Zeitschrift des Vereines deutscher Ingenieure, Berlin, 1915, vol. 59, pp. 129–135, 174-182.-The Author describes recent improvements made in turbo-blowers and turbo-compressors manufactured by six continental firms, and refers to the advantage of these machines over reciprocating-blowers. Efficiency- and other characteristic curves, and detailed illustrations, are given.— H. C. A. T. Final Report on the Works of the Chur-Arosa Railway.1 Schweizerische Bauzeitung, Zürich, 1915, vol. 65, p. 265.-Earlier reports 2 gave data up to the end of 1913 and this report covers the period since. A considerable length of the tunnel near the side of the mountain was carried away by a landslide. This necessitated the construction of a temporary line and a new section of tunnel deeper into the mountain.-E. Ř. D. Gallur-Sadaba Railway.-Revista de Obras Publicas, Madrid, 1915, vol. 63, pp. 175-176.-The concession for building this railway was granted in February, 1912, at an estimated cost of £180,930, upon which the Government guaranteed an annual payment of £9,100. The most important structural works are near the termini, the bridge over the Ebro is 218 yards long in four spans, and there are other smaller bridges. The whole of the capital and materials are Spanish, and the line was opened in March, 1915.-E. R. D. Karungi-Torneå Railway.-Ingeniøren, Copenhagen, 1915, vol. 24, pp. 210 and 211.-A sketch map and photographs show the line constructed during the winter 1914-1915 to facilitate the enormously increased traffic between the railway-systems of Sweden and Finland. The country was covered with ice and snow, so that earth-work was impracticable, but as it is very flat, the sleepers were laid on the frozen ground, practically without ballast.-L. S. Z. Mono-Rail Track at Genoa.-P. C.-Le Génie Civil, Paris, 1915, vol. 66, pp. 129-133.-The article, after dealing with the different types of mono-rail either constructed or projected, describes the elevated line at Genoa Harbour. The track is supported on a reinforced structure, the spans being normally 13 to 17 metres. The train consists of a locomotive and four coaches, the locomotive being in the middle. The weight is carried on a central rail, and 1 See Minutes of Proceedings Inst. C.E., vol. cxevi, p. 422. the vehicles are prevented from turning over by guide-rails on the bottom flange of the reinforced girders. The rolling-stock is also described.-I. C. B. Electrification of American Railways.-REGINALD GORDON.— Engineering Magazine, New York, 1915, vol. 49, pp. 34-42.—The Author holds that the slow progress is due to the policy of financially starving the railways. All the important electrifications in America and in Europe are described, and photographs of electric locomotives are reproduced. Amongst other comparative figures, the Author gives the saving in fuel and maintenance as 20 to 40 per cent., and 30 to 50 per cent. respectively, by the substitution of electric for steam locomotives.-C. O. B. Conditions affecting the Success of Main-Line Electrification. -W. S. MURRAY.-Journal of the Franklin Institute, Philadelphia, 1915, vol. 159, pp. 513-557.-The electrification of the New YorkNew Haven Railroad is shortly described and the engineering and financial results of 2 years are discussed in detail. The Author is of opinion that the experience gained will enable projects for the electrification of any new line to be prepared with certainty. He states that it is of vital importance that the current supplied from the overhead conductors should be standardized, and suggests 11,000 volts, 25 cycles, from which single-phase, three-phase and direct-current locomotives can be supplied. Tables give the costs in connection with electric locomotives and for the catenary construction. -H. R. S. Catenary Construction of New York, Westchester and Boston Railway.-S. WITHINGTON. Journal of the Franklin Institute, Philadelphia, 1914, vol. 178, pp. 705-742.-This system, consisting of a grooved steel contact-wire supported by copper conductors by catenary wires, is described. Diagrams show the stresses in the steel and copper conductors and in the messenger-cables, and the method of calculating the change of stress due to temperature is described. In passing round curves the contact-wire is maintained in a smooth curve, and is made to follow the track, by means of horizontal catenaries. Calculations are made for curves of one to four degrees and the results plotted. Photographs show the catenary construction.-H. R. S. Conversion of a 6,600-Volt Single-Phase Railway to 1,200-Volt Direct Current.-Electric Railway Journal, New York, 1915, vol. 45, pp. 542-550.—After preparation this change was carried out in one night. The alterations included the running of a new steel trollywire beneath, and clamped to, the old copper trolly-wire, the whole being supported by a steel messenger-wire. The weight of equipment per car has been reduced from 33,175 to 18,920 lbs. and the operating cost from 16d. to 11d. per car-mile. Illustrations and Tables of cost-details accompany the article.-H. O. B. Reinforced Concrete for Railway-Work.-C. F. S. ERNST.Ingeniøren, Copenhagen, 1915, rol. 24, pp. 305-314.-The Author enumerates the advantages of the use of reinforced concrete for various railway-works, and then deals at some length with objections which may be legitimately raised against it at the present stage of knowledge of the subject as regards design, quality of materials and workmanship, on which last so much depends, at the same time that effective supervision is difficult. He deals in detail with the composition of concrete for different purposes, the reinforcing, isolation, calculation and working drawings, as well as the appearance of the finished work.-L. S. Z. German Railway Exhibits at the Baltic Exposition, Malmö, 1914.-R. ANGER.-Zeitschrift des Vereines deutscher Ingenieure, Berlin, 1915, vol. 59, pp. 233-241, 273-280.-The Author gives detailed descriptions and illustrations of the steam and electric locomotives exhibited. The motor-coach section deserves special attention on account of the large number of Diesel-engine, benzolengine and accumulator-driven cars ordered by the German State railways. The numerous applications of compressed-air for railwayappliances also call for notice.-H. C. A. T. Heavy 2-10-2 Type Locomotive.-Railway Age Gazette, New York and Chicago, 1915, vol. 89, pp. 158-160.-This engine was built by the Baldwin Company for the Erie Railway and has the largest driving-wheels, 63-inch, which have yet been placed on an engine of this type, and by using 31-inch cylinders a high tractiveeffort has been maintained. Sectional drawings and a Table of general data are given.-C. O. B. Suburban Locomotives for the Grand Trunk Railway.Railway Review, Chicago, 1915, vol. 56, pp. 422-424.-These new locomotives are of the 4-6-4-type and weigh 117 tons, the engine and a small tender being mounted on the same frame. Dimensioned drawings are given and the leading features are indicated in a Table.-C. O. B. Electric Locomotives.-A. H. ARMSTRONG.-Journal of the American Society of Mechanical Engineers, New York, 1915, vol. 37, pp. 384–388.-Two of the newest types of electric locomotives are described and illustrated, the latest being one for the Chicago, Milwaukee and St. Paul Railway, which weighs 520,000 lbs. with 400,000 lbs. on the drivers, having a tractive effort of 85,000 lbs., and able to develop continuously 3,440 HP. It is stated that, with two trolly-wires suspended from a steel catenary, a 5-inch-diameter steel collector can transmit 600 kilowatts at 3,000 volts at 60 miles per hour.-H. R. S. Riegal Design of Locomotive-Fire-box. Railway Review, Chicago, 1915, vol. 56, pp. 311-313.-With a view to increasing the water-circulation and also the rate of evaporation, this fire-box is fitted with two nests of water-tubes connecting the space in the lower leg on either side with the space directly above the crown sheet. The fire-box, illustrations of which are given, is specially designed to relieve the necessity of sharp bends in the tubes.C. O. B. Auxiliary Locomotive-Feedwater Heater. Dr. ING. LUDW. SCHNEIDER.-Zeitschrift des Vereines deutscher Ingenieure, Berlin, 1914, vol. 58, pp. 1056–1058.-The apparatus described obviates the difficulty experienced on account of cold water reaching the boiler when no exhaust-steam is available, by admitting throttled live-steam to the heater when the regulator is closed. This supply of live-steam is cut off immediately the injector is stopped. The device is illustrated by photographs.-H. C. A. T. Locomotive-Headlight.-J. L. MINICK. Transactions of the Illuminating Engineering Society, New York, 1914, vol. 9, pp. 909-936. -Recent legislation in the United States on the subject of headlights appears to have been framed without regard to dangers which may arise therefrom and has the disadvantage of requiring arc-lamps. The subject is fully discussed and experiments are described, from which it is concluded that the decision of the American Railway Masters' and Mechanics' Association is fully justified. The requirements of locomotive-headlights are stated. To determine the power of a light necessary to see objects in front of the train, experiments were made with dummies dressed in light, medium and dark clothes.-H. R. S. Pulverized Fuel for Locomotives.-Railway Age Gazette, New York and Chicago, 1915, vol. 89, pp. 213-215.-The article describes the method of using pulverized coal and the results of actual tests made with a locomotive, which, as regards economy, are said to compare very favourably with electric traction. The Author lays stress on the fact that the coal should be dry and graded so that 80 per cent. will pass through a 200-mesh screen.-C. O. B. Southern Locomotive-Valve-Gear.-R. S. MOUNCE.-Railway Age Gazette, New York and Chicago, 1915, vol. 89, pp. 59–61.--This is an outside gear in which the number of parts is small, thus tending to reduce the reciprocating weights. The Author gives valve-diagrams showing the analysis of the motion and illustrations of its application to various types of locomotives.-C. O. B. Internal Stresses in Heat-Treated Axles.-H. V. WILLE.Journal of the Franklin Institute, Philadelphia, 1914, vol. 178, pp. 561– 588.-Two carbon-steel axles were heated to 1,500° F., and quenched in oil, and let down at 1,200°; in quenching one axle was immersed horizontally and the other vertically. The stress was deduced by measuring the strain in various rings and longitudinal and tangential test-pieces before and after separation from the body of the axle by a special method. Considerable internal stresses, greater |