As the two carpenters were in the process of spreading, the wind caught a spandrel panel, pushing it against the remaining trusses in the pack. Both the truss pack and spandrel panel fell into the work area where McCormack was struck by the falling material and suffered a fatal head injury.

Carpenter killed by falling timber frame panels | Construction Enquirer News

Ex-chancellor and Truss were close political allies and friends before he was sacked over a crisis stoked by the mini-budget

Kwasi Kwarteng calls Liz Truss ‘kind of Trumpian’ over firing by tweet | Kwasi Kwarteng | The Guardian

Survey comes days after Rishi Sunak spoke of the ‘greatest comeback in political history’

Tory support now lower than when Liz Truss was leader | The Independent

The latest YouGov/Times voting intention poll finds the Tories on 18%, down -2 since April 24.

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Shadow chancellor Rachel Reeves speech tonight will acknowledge that her party can’t carry on within its comfort zone

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Sir John Curtice said opposition parties only had to say her name for voters to start questioning whether to trust the Tories with the economy

'Liz Truss': The two words hurting the Tories on the doorstep with voters, says polling expert | Evening Standard

The former prime minister did not get time to debate proposals to ban transgender women from female-only spaces after MPs ran down the clock with other lengthy debates.

Liz Truss 'furious' after MPs accused of blocking transgender reform bill | Politics News | Sky News

Liz Truss and Kemi Badenoch on Friday accused Labour of using arcane parliamentary procedure to block a debate on transgender reforms.

Politics latest news: Liz Truss accuses Labour MPs of blocking her transgender law reforms

The trip was paid for and organised by a little-known US group, which could be linked to a Trump supporter. | ITV News Anglia

Liz Truss went on paid-for £20k trip for 'gathering of great minds' run by little-known US group | ITV News Anglia

Oh dear. Things haven’t quite gone to plan for Liz Truss. (Where have we heard that before?) The former prime minister was hoping to debate her private member’s bill in the Commons this afternoon — but MPs ran out of time. In the same week that puberty blockers were banned for children, ...

Truss blasts Labour for putting 'ideology' before children | The Spectator

Truss

truss

Introduction I wrote a python program that calculates a truss bridge’s axial stresses and deflection by implementing the virtual work principle. To compute the deflection of a truss structure at any nodal point, we first have to compute the axial forces due to the external loads applied to the structure. Then, remove the external loads and replace them with a unit virtual load where the deflection is to be obtained. We will be using a python library called for the structural analysis of our structure. Anastrcut is a python library for the implementation of the 2D Finite Element method for structures. It allows you to do a structural analysis of frames and trusses. It helps you to compute the stresses and displacements in structural elements. anastruct This article is important because analysis of a structure like a truss is time-consuming and students in the field of structural engineering are bound to make errors. Hence, developing programs like this will help them in validating their answers Supplies Personal computer Google for writing and running code colab Install the anaStruct library pandas library Question from website: as shown from the picture above, we are asked to compute the deflection at point c using the virtual work method structville Step 1: Start Building Model by Adding Truss Elements or Members To start building the model, we need to install the anaStruct library. pip install anastruct Then we build our Truss model by instantiating the structure object. This is implemented by importing systemElements class from the anastruct library and instantiating it. Then we can access all the structure objects states, including elements, materials and forces. #lets import the systemElemnts from the anastruct library
from anastruct import SystemElements
#instatiate the SystemElement object
ss = SystemElements()

#lets add truss members at node using add_truss_element method and passing coordinate loaction as argument to 
#define length of each member
ss.add_truss_element(location=[[0, 0], [3, 0]])
ss.add_truss_element(location=[[0, 0], [3, 3]])
ss.add_truss_element(location=[[3, 3], [3, 0]]) 
ss.add_truss_element(location=[[3, 0], [6, 3]])
ss.add_truss_element(location=[[3, 0], [6, 0]])
ss.add_truss_element(location=[[3, 3], [6, 3]])
ss.add_truss_element(location=[[6, 3], [6, 0]])
ss.add_truss_element(location=[[6, 3], [9, 3]])
ss.add_truss_element(location=[[6, 0], [9, 3]])
ss.add_truss_element(location=[[6, 0], [9, 0]])
ss.add_truss_element(location=[[9, 0], [9, 3]])

#this method plot our assemble structure
ss.show_structure() Step 2: Add Support Conditions to the Model What this code will be doing is adding support conditions to our truss model # Add support condition
#the add_support_hinged function is used to specify hinge support
#the node_id argument is the nodal position at which the  support is placed which is an interger
ss.add_support_hinged(node_id=1) 
#the add_support_roll method is used to specify roller support
ss.add_support_roll(node_id=7) Step 3: Add External Load to Nodes of the Model okay let's add some point and horizontal loads to our model # Add loadings
#the point_load method indicate it is a point load 
#the argument fy indicate it is a vertical force and negative sign indicate downard acting at node 4
ss.point_load(Fy=-6, node_id=3) 
#acting at node 4
ss.point_load(Fy=-4, node_id=4)
#Fx is a horizontal force acting in the positive direction at node 6
ss.point_load(Fx=+10, node_id=6) Step 4: Compute and Plot the Axial Forces in Members Due to External Load let’s calculate our axial forces in the members due to external load and plot the result #this method compute all the reaction forces and axial forces in the model
ss.solve()
#this method plot the computed axial forces of the truss elements or members  
ss.show_axial_force() Step 5: Plot the Reaction Forces Due to External Load #this method plot the computed reaction forces at the support
ss.show_reaction_force() Step 6: Plot Displacement of the Truss Bridge Due to External Loads #this method plot the computed displacement of the entire model.
ss.show_displacement(factor=15) Step 7: Remove External Load and Replace With Virtual Unit Load we are replacing all external load and placing a virtual unit load at node 2 which is equivalent to node c from the original question # we are creating another model and giving it a virtual
#this method reset the structure and remove the external applied loads
ss.remove_loads()
ss = SystemElements()
ss.add_truss_element(location=[[0, 0], [3, 0]])
ss.add_truss_element(location=[[0, 0], [3, 3]])
ss.add_truss_element(location=[[3, 3], [3, 0]])
ss.add_truss_element(location=[[3, 0], [6, 3]])
ss.add_truss_element(location=[[3, 0], [6, 0]])
ss.add_truss_element(location=[[3, 3], [6, 3]])
ss.add_truss_element(location=[[6, 3], [6, 0]])
ss.add_truss_element(location=[[6, 3], [9, 3]])
ss.add_truss_element(location=[[6, 0], [9, 3]])
ss.add_truss_element(location=[[6, 0], [9, 0]])
ss.add_truss_element(location=[[9, 0], [9, 3]])


#dd suupport
ss.add_support_hinged(node_id=1)
ss.add_support_roll(node_id=7)


#Add method add the  virtual unit load at node2
ss.point_load(Fy=-1, node_id=2)
ss.show_structure()
#we compute our member axial forces and reactions forces due to virtual unit load
ss.solve() Step 8: Save Your Computation Results we are saving our computation from the returned type of the get_element_result method which is a python list of dictionary #this method store our calculation result of our elements or members in list of dictionary
list_ext=ss.get_element_results(element_id=0)

#this method returns a list of dictionary with our computed forces due to virtual load and we pass it to variable
list_vir=ss.get_element_results(element_id=0) Step 9: Use Pandas to Create a Data Frame of Your Results We are using the pandas data frame to store our results # we import pandas and create a table for all our computed results
import pandas as pd
#we create an empty dataframe for storing our computed result due to external loads
df=pd.DataFrame()


#we create an empty dataframe for storing our computed result due to virtual unit load
pf=pd.DataFrame()


#we store our computed result due to external loads that return as a list of dictionary into a dataframe
df = df.append(list_ext, ignore_index=True, sort=False)
#we drop the 'alpha' and 'u' column
df.drop(['alpha', 'u'], axis = 1, inplace = True)
#we rename our dataframe columns 
df.rename(columns={'length': 'L(m)',
                   'N': 'N(kN)',
                   'id':'Members'},
          inplace=True, errors='raise')



#we store our computed result due to virtual unit load that return as a list of dictionary into another dataframe
pf = pf.append(list_vir,ignore_index=True, sort=False)
#we drop or delete 'alpha', 'u','length'columns
pf.drop(['alpha', 'u','length'], axis = 1, inplace = True) 


#we rename column'N' to 'n' 
pf.rename(columns={'N': 'n'},
          inplace=True, errors='raise')
#we use the concat method to combine our two dataframe 
df1= pd.concat([df, pf], axis=1, join='inner')
#we move columns
new_cols = ["Members","n","N(kN)","L(m)"]
df1=df1[new_cols]
#we multipy column n, N and L and create column nNL/AE
df1["nNL/AE"]= (df1["n"] * df1["N(kN)"] * df1["L(m)"])


#we use the display method to show our final dataframe table
display(df1.round(3)) Step 10: Compare Your Table and the Computed Deflection The first table above is the author’s solution from the website and the second table is my program computed table structville Let’s finally compute our deflection and compare it with one from the example #we compute deflection at node 2
deflection = df1["nNL/AE"].sum()


print("The vertical deflection at node 2 is :",deflection.round(3),"/AE meters")

#output from the program
87.255/AE meters

#result from the example in the article
86.904/AE meters Conclusion From this article, it is possible to use the virtual force method to compute the deflection of a truss bridge using python programming. This is very important for students taking structural analysis courses to be able to verify their assignment answers. You can run the code here My future work will be focusing on creating a user interface for drawing the truss, frames and beams in 2d as the input for the structural analysis programs. Also published at here

How to Compute the Deflection and Axial Forces of a Truss Bridge in Python

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Scientific American, Volume XXIV., No. 12, March 18, 1871 by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . Official lists of patents here Official lists of patents ISSUED BY THE U. S. PATENT OFFICE. FOR THE WEEK ENDING MARCH 7, 1871. Reported Officially for the Scientific American. SCHEDULE OF PATENT FEES On each Caveat $10 On each Trade-Mark $25 On filing each application for a Patent, (seventeen years) $15 On issuing each original Patent $20 On appeal to Examiners-in-Chief $10 On appeal to Commissioner of Patents $20 On application for Reissue $30 On application for Extension of Patent $50 On granting the Extension $50 On filing a Disclaimer $10 On an application for Design (three and a half years) $10 On an application for Design (seven years) $15 On an application for Design (fourteen years) $30 For Copy of Claim of any Patent issued within 30 years $1 A sketch from the model or drawing, relating to such portion of a machine as the Claim covers, from upward, but usually at the price above-named. $1 The full Specification of any patent issued since Nov. 20, 1866 at which time the Patent Office commenced printing them $1.25 Official Copies of Drawings of any patent issued since 1836, we can supply at a reasonable cost, the price depending upon the amount of labor involved and the number of views. Full information, as to price of drawings, in each case, may be had by addressing MUNN & CO., Patent Solicitors, 37 Park Row, New York. 112,309.—Hose Sprinkler.—William Anderson, San Francisco, Cal. 112,310.—Locomotive Spark Arrester.—J. G. Armstrong, New Brunswick, N. J. 112,311.—Tool for Carriage Makers' Use.—George Atkinson, San Francisco, Cal. 112,312.—Potato Probe.—John A. Beal, Waterford, N. Y. 112,313.—Hinge for Carriage Doors.—George W. Beers, Bridgeport, Conn. 112,314.—Stove Leg.—James Birckhead, Jr., Baltimore, Md. 112,315.—Clothes Pin.—Orris A. Bishop, Chicago, Ill. 112,316.—Manufacture of Rochelle Salts and Borax.—V. G. Bloede, Brooklyn, N. Y. 112,317.—Beehive.—Felix Brewer, Waynesville, Mo. 112,318.—Thill Coupling.—Theodore Burr (assignor to Allen Muir and Henry Muir), Battle Creek, Mich. 112,319.—Evaporating Pan for Saccharine Liquids.—F. C. Butler, Bellows Falls, Vt., assignor to himself and James B. Williams, Glastonbury, Conn. 112,320.—Door Securer.—William H. Caldwell, Wheeling, W. Va. 112,321.—Toe-calk Bar.—R. B. Caswell, Springfield, Mass. Antedated March 2, 1871. 112,322.—Glass Flattening Furnace and Leer.—James Clabby, Lenox, Mass. 112,323.—Spring Bed Bottom.—Alex. Cole, Manamuskin, N. J. 112,324.—Water Wheel.—E. E. Coleman, West Cummington, Mass. 112,325.—Toy Horse and Carriage.—John B. Cuzner, Bridgeport, Conn. 112,326.—Mackerel-line Holder.—E. L. Decker, Southport, Me. 112,327.—Sewing Machine.—J. William Dufour, Stratford, Conn. 112,328.—Steam Boiler.—Edwards Evans, North Tonawanda, N. Y. 112,329.—Medical Compound for Cure of Catarrh and Asthma.—Erastus Field, Ostrander, Ohio. 112,330.—Machine for Grinding the Cutters of Mowers, etc.—H. C. Fisk, Wellsville, N. Y. 112,331.—Machine for Making Hooks and Eyes.—Jeremy T. Ford, San Francisco, Cal. 112,332.—Churn.—Thompson Freeman, Westfield, Ill. 112,333.—Attachment for Revolving Mold Boards for Plows.—J. S. Godfrey, Leslie, Mich., assignor to himself and S. M. Loveridge, Pittsburgh, Pa. 112,334.—Grain Cleaner and Fertilizer Sifter.—J. A. Green, Mill Dale, Va. 112,335.—Screw Propulsion.—E. C. Gregg (assignor to A. H. Gregg and C. P. Gregg), Trumansburg, N. Y. 112,336.—Seeding Machine.—P. M. Gundlach, Belleville, Ill. 112,337.—Compound for Kindling Fires.—J. L. Hannum and S. H. Stebbins, Berea, Ohio. 112,338.—Lawn Mower.—Benjamin Harnish, Lancaster, and D. H. Harnish, Pequea, Pa. 112,339.—Composition for Pavements.—C. B. Harris, New York city. Antedated February 25, 1870. 112,340.—Spring for Vehicles.—John R. Hiller, Woodland, Cal. 112,341.—Harvester Rake.—S. T. Holly, (assignor to John P. Manny), Rockford, Ill. 112,342.—Door Clamp.—Henry O. Hooper, Diamond Springs, Cal. 112,343.—Taper Holder.—Thomas W. Houchin, Morrisania, N. Y. 112,344.—Metallic Garter.—Henry A. House, Bridgeport, Conn. 112,345.—Bobbin Winder.—Henry A. House, Bridgeport, Conn. 112,346.—Method of Knitting Stockings, etc.—Henry A. House, Bridgeport, Conn. 112,347.—Apparatus for Evaporating and concentrating Liquids.—John Howarth, Salem, Mass. Antedated March 1, 1871. 112,348.—Apparatus for Evaporating and Concentrating Liquids.—John Howarth, Salem, Mass. Antedated March 1, 1871. 112,349.—Apparatus for Removing Oil from Vegetable and other Matters.—Elias S. Hutchinson, Baltimore, Md. 112,350.—Apparatus and Process for Removing Oil from Grain, Seeds, etc.—Elias S. Hutchinson, Baltimore, Md. 112,351.—Chandelier.—Charles F. Jacobsen, New York city. 112,352.—Culinary Vessel.—Carrie Jessup, New Haven, Conn. 112,353.—Machine for Cutting Leather.—Aberdeen Keith, North Bridgewater, Mass. 112,354.—Attaching Knobs to their Spindles.—John F. Keller and Nathaniel Sehner, Hagerstown, Md. 112,355.—Miter Machine.—T. E. King, Boston, Mass. 112,356.—Take-up for Corset Looms.—Julius Kuttner, New York city. 112,357.—Elevator and Carrier.—T. W. Lackore, Worth, Ill. 112,358.—Apparatus for Burning Hydrocarbon Oils.—James R. Lee, Grass Valley, Cal. 112,359.—Burglar Alarm.—Robert Lee, Cincinnati, Ohio. 112,360.—Telegraph Apparatus.—L. T. Lindsey, Jackson, Tenn. 112,361.—Harvester.—J. P. Manny, Rockford, Ill. 112,362.—Harvester.—J. P. Manny, Rockford, Ill. 112,363.—Harvester Rake.—J. P. Manny, Rockford, Ill. 112,364.—Cheese Curd Sink.—H. C. Markham, Collinsville, N. Y. 112,365.—Mowing Machine.—H. C. Markham and Dewitt C. Markham, Collinsville, N. Y. 112,366.—Propeller.—Alex. J. Marshall, Warrenton, Va. Antedated March 3, 1871. 112,367.—Oiler.—Edward McDuff and E. D. Forrow, Warwick, R. I. 112,368.—Wash Boiler.—John McInnes, Oxford, Pa. 112,369.—Propelling Canal Boats.—H. B. Meech, Fort Edward, N. Y. Antedated February 25, 1871. 112,370.—Water-proof Compound for Coating Cloth Wood, Metals, etc.—Peter E. Minor, Schenectady, N. Y. 112,371.—Cooking Stove.—W. N. Moore, Neenah, Wis. 112,372.—Boring Machine.—J. H. Pardieck (assignor to himself and S. M. Brown), Acton, Ind. 112,373.—Vapor Burner.—R. W. Park, Philadelphia, Pa. 112,374.—Machine for Pointing Blanks for Cultivator Teeth.—John Pedder and George Abel, West Pittsburgh, Pa. 112,375.—Bale Tie.—J. E. Perkins, San Francisco, Cal. 112,376.—Lining Walls with Felt, etc.—James Phillips, Chicago, Ill. 112,377.—Cooking Stove.—Samuel Pierce, Boston, Mass. 112,378.—Tack.—A. A. Porter, New Haven, Conn. Antedated Feb. 25, 1871. 112,379.—Machine for Shaping and Cutting Gear Cutters.—F. A. Pratt (assignor to the Pratt & Whitney Company), Hartford, Conn. 112,380.—Combination Camera and Developing Box.—E. C. Ratzell, Philadelphia, Pa. 112,381.—Punching Machine.—J. C. Rhodes, South Abington, Mass. 112,382.—Washing Machine.—J. W. Ricker, Chelsea, Mass. 112,383.—Curtain Fixture.—Charles Robin. Chester, Conn. 112,384.—Machine for Making Printers' Leads.—Isaac Schoenberg, New York city. 112,385.—Slide Valve for Steam Riveting Machines.—Coleman Sellers (assignor to William Sellers & Co.), Philadelphia, Pa. 112,386.—Machine for Polishing Thread.—Samuel Semple, Sr., John Semple, Samuel Semple, Jr., and R. A. Semple, Mount Holly, N. J. 112,387.—Paint Brush.—F. S. Shearer, Washington, Ill. 112,388.—Bee Hive.—S. A. Short, F. J. Short, J. B. Short, and Jasper Kile, Decatur, Ala. 112,389.—Apparatus for Removing Oil from Vegetable and other Matter.—Thomas Sim, Baltimore, Md. 112,390.—Retort for Producing Bisulphide of Carbon.—Thomas Sim, Baltimore, Md. 112,391.—Utilizing the Silky Down of the Wild Cotton. —M. H. Simpson, Boston, Mass. 112,392.—Pruning Shears.—Frank Smiley, Batavia, N. Y. 112,393.—Water-closet Valve.—A. J. Smith, San Francisco, Cal. 112,394.—Gang Plow.—J. W. Sursa, San Leandro, Cal. 112,395.—Grinding Pan and Amalgamator.—W. H. Thoss, West Point, Cal. 112,396.—Street Lantern.—Augustus Tufts, Malden, Mass. 112,397.—Cooking Stove.—Alvin Warren, Swanton, Ohio. 112,398.—Safety Bridle.—James Weatherhead, San José, Cal. 112,399.—Fire Grate.—George Wellhouse, Akron, Ohio. 112,400.—Hay Knife.—G. F. Weymouth, Dresden, Me. 112,401.—Claw Bar.—Charles Winter, Chillicothe, Ohio. 112,402.—Steam Generator.—J. C. Woodhead, Pittsburgh, Pa. 112,403.—Animal Trap.—W. D. Wrightson, Queenstown England. 112,404.—Brush.—John Ames, Lansingburg, N. Y. 112,405.—Clod Fender.—F. L. Bailey, Freeport, Ind. 112,406.—Ruler.—H. S. Ball, Spartanburg, S. C. 112,407.—Fanning Mill.—Benjamin Barney, Time, Ill. 112,408.—Ice-cutting Machine.—Lafayett Barnum (assignor to himself and A. R. Hale), Bridgeport, Conn. 112,409.—Manufacture of Ice.—T. J. Bigger, Kansas City, Mo. 112,410.—Machine for Heading Bolts and Spikes.—Reinhold Boeklen, Brooklyn, N. Y., assignor to himself and Henry Torstrick New York city. Antedated Feb. 28, 1871. 112,411.—Washing Machine.—Joseph Boswell, L. M. Boswell, Jonathan Palmer, and J. H. James (assignors to themselves and Thomas Starbuck), Wilmington, Ohio. 112,412.—Water Wheel.—E. C. Boyles, New York city. 112,413.—Cotton Press.—R. M. Brooks, Pike county, Ga. 112,414.—Paper-cutting Machine.—Samuel Brown (assignor to himself and C. R. Carver), Philadelphia, Pa. 112,415.—Governor for Direct-acting Engines.—A. S. Cameron, New York city. 112,416.—Governor for Direct-acting Engines.—A. S. Cameron, New York city. 112,417.—Butt Hinge.—J. W. Carleton (assignor to the Union Manufacturing Co.), New Britain, Conn. 112,418.—Machine for Cutting Sheet Metal.—C. R. Choate, East Saginaw, Mich. 112,419.—Bit Brace.—William Cleveland, Lawrence, Mass., assignor to himself and James Swan, Seymour, Conn. 112,420.—Steam Engine Governor.—C. A. Condé, Indianapolis, Ind. 112,421.—Carpet-cleaning Machine.—J. C. Craft (assignor to himself and Antonio Rosello), Baltimore, Md. 112,422.—Steam Regulator for Paper Dryers.—Daniel Crosby, Hampden, Me. 112 423.—Metallic Piston and Valve Rod Packing.—G. M. Cruickshank, Providence, R. I. 112,424.—Grain-thrashing and Separating Machine.—John Culham, Grand Rapids, Mich. Antedated Feb. 25, 1871. 112,425.—Cooking Stove.—David Curtis, Mishawaka, assignor to himself and C. B. Graham, South Bend, Ind. 112,426.—Lightning Rod.—S. D. Cushman, New Lisbon, Ohio. 112,427.—Hose Bridge.—Patrick Daily (assignor to himself and J. J. Kehoe), New York city. 112,428.—Cover for Openings in Sidewalks.—William Dale, New York city. 112,429.—Rotary Pump.—F. O. Deschamps, Philadelphia, Pa. 112,430.—Machine for Cutting Files.—James Dodge, Manchester, England, assignor to David Blake, Spencertown, N. Y. 112,431.—Coupling for Railway Cars.—Henry Dubs and S. G. Goodall-Copestake, Glasgow, Great Britain. 112,432.—Tobacco Pipe.—P. J. Dwyer, Elizabethport, N. J. 112,433.—Basket for House Plants.—Albert P. Eastman, Washington, D. C. 112,434.—Sulky Plow.—Milo A. Elliott, Stratford Hollow, N. H. 112,435.—Stretcher for Paintings.—James Fairman, New York city. 112,436.—Body Lantern Holder.—Samuel C. Fessenden, Stamford, Conn. 112,437.—Stove Leg.—Amon L. Finch, Sing Sing, N. Y. 112,438.—Pump Piston.—John S. Follansbee and George Doolittle (assignors to the Forrester Manufacturing Company), Bridgeport, Conn. 112,439.—Shoe.—Samuel W. Francis (assignor to himself and W. H. Newton), Newport, R. I. 112,440.—Guard-Finger for Harvesters.—George Fyfe and Chester Hard, Ottawa, Ill. 112,441.—Dining Table.—S. R. Gardner (assignor to himself and S. M. Marquette), Independence, Iowa. 112,442.—Step Ladder.—M. Boland Geary, New York City. 112,443.—Oilcloth Printing Machinery.—Ebenezer A. Goodes (assignor to Philadelphia Patent and Novelty Company), Philadelphia, Pa. 112,444.—Tenoning Machine.—Lyman Gould, Norwich, Conn. 112,445.—Printer's Case.—Wm. H. A. Gresham, Atlanta, Ga. 112,446.—Lamp Chimney.—Geo. W. Griswold, Factoryville, Pa. 112,447.—Grain Separator.—Philander Griswold, Hudson, Mich. 112,448.—Clamp for Thill Couplings.—John W. Guider (assignor to himself and John Kiefer), St. Joseph, Mo. 112,449.—Bird Cage.—Gottlob Gunther, New York city. 112,450.—Stop Cock and Valve.—William Haas, New York city. 112,451.—Valve for Steam Engines.—Joseph L. Harley, Baltimore, Md., and Xaver Fendrich, Georgetown, D. C. 112,452.—Metallic Hub.—John H. Harper, Pittsburgh, Pa. 112,453.—Composition for Lubricating Machinery.—E. Q. Henderson (assignor to John C. Burroughs and Richard A. Springs) Charlotte, N. C. 112,454.—Post-hole Digger.—Bryant B. Herrick, Decatur, Mich. 112,455.—Door Check.—Levi S. Hicks (assignor to himself, J. Perrin Johnson, and John Buell), Peoria, Ill. 112,456.—Railway-car Brake.—Luther Hill, Stoneham, and Seth D. Tripp, Lynn, Mass. 112,457.—Truss.—Adam Hinoult, Montgomery, N. Y. 112,458.—Feed Bag for Horses.—Walter A. Hough, South Butler, N. Y. 112,459.—Shade Holder for Lamps—Mark W. House, Cleveland, Ohio. 112,460.—Lamp Chimney.—Mark Wiggins House (assignor to the Cleveland Non-Explosive Lamp Company), Cleveland, Ohio. Antedated March 1, 1871. 112,461.—Horse Hay Rake.—James Howard and E. T. Bousfield, Bedford, England. 112,462.—Tongs for Rolling Barrels.—Mark W. Ingle, Indianapolis, Ind. 112,463.—Pitman.—George W. Jayson, Lodi, Ohio. 112,464.—Paste for Paper Hangings.—John Jones (assignor to himself and Henry A. Smith), New York city. 112,465.—Twine Holder.—Edward M. Judd, New Haven, Ct. 112,466.—Clothes Pin or Clasp.—Amos L. Keeports and William Yount, Littletown, Pa. 112,467.—Putting up Hams.—Samuel Edward Kelly, Philadelphia, Pa. 112,468.—Limn Kiln.—Thomas A. Kirk, Kansas City, Mo. 112,469.—Fastening for Seats for Wagons or Sleighs.—John G. Knapp and John F. Robertson (assignors of one third their right to James H. Holly), Warwick, N. Y. 112,470.—Potato Planter.—George Knowlton (assignor for one-half his right to N. Haynes), Johnstown, Pa. 112,471.—Revolving Firearm.—Edwin S. Leaycroft, Brooklyn, N. Y., assignor by mesne assignment, to "Colt's Patent Firearms Manufacturing Company," Hartford, Conn. 112,472.—Revolving Firearm.—Edwin S. Leaycroft, Brooklyn, N. Y., assignor, by mesne assignment, to "Colt's Patent Firearms Manufacturing Company," Hartford, Conn. 112,473.—Railroad Cattle-Guard Gate.—J. H. Mallory, La Porte, Ind. 112,474.—Back-reflecting Mirror.—Richard Mason (assignor to himself and Matthew Ely), Newark, N. J. 112,475.—Ventilator and Chimney Top.—James McGowan (assignor to himself and Daniel H. Waring), New York city. 112,476.—Apparatus for Rectifying and Refining Spirits.—Frederick Measey (assignor to himself and Henry D. Fling), Philadelphia, Pa. 112,477.—Tin Can.—John F. Merrill (assignor to himself and Alexander Stewart), Cincinnati, Ohio. 112,478.—Take-up Mechanism for Looms.—John Michna and Joseph Fischer, New York city. 112,479.—Combined Baker and Broiler.—Wm. H. Miller, Brandenburg, Ky. 112,480.—Shuttle for Sewing Machines.—James D. Moore, Grinnell, Iowa. 112,481.—Cotton Chopper and Grain Cultivator.—Daniel Mosely, Osark, Arkansas. 112,482.—Sad and Fluting Iron.—Frederick Myers, New York city. 112,483.—Reed for Organs and Melodeons.—Augustus Newell, Chicago, Ill. 112,484.—Straw Cutter.—Amon Park, Germanville, Iowa. 112,485.—Apparatus for Aging Whisky and Other Spirits.—Josiah Peiffer and Samuel Richards, Valonia, Pa. 112,486.—Combined Cotton and Corn Planter.—Louis A. Perrault (assignor to himself and Joseph Huber), Natchez, Miss. 112,487.—Faucet.—Solomon Pfleger, Reading, assignor to himself and J. S. Pfleger, Tamaqua, Pa. 112,488.—Treadle.—George K. Proctor, Salem, Mass. 112,489.—Lubricating Compound.—Victory Purdy, Poughkeepsie, N. Y. 112,490.—Fertilizer and Seeding Machine.—Archibald Putnam (assignor to Elizabeth Putnam), Owego, N. Y. 112,491.—Rotary Pump.—George W. Putnam, South Glens Falls, N. Y. 112,492.—Hat Brush.—Robert Dunbar Radcliffe, Palmyra, N. Y. 112,493.—Refrigerating Show Case.—Thomas L. Rankin, Lyndon, Kansas, assignor to himself and D. W. Rockwell, Elyria, Ohio. 112,494.—Device for Starting and Stopping Cars.—Philip Rhoads, Carlisle, Pa. 112,495.—Pipe-molding Machine.—George Richardson, Milwaukee, Wis. 112,496.—Sulky Cultivator.—Richard B. Robbins, Adrian, Mich. 112,497.—Hand Plow.—Nelson Rue, Harrodsburg, Ky. 112,498.—Mechanical Movement.—Edward G. Russell, Ravenna, Ohio. 112,499.—Railway Car Brake.—Lyman Alphonzo Russell, Shrewsbury, Vt. 112,500.—Stovepipe Cleaner.—David Sanford, Ashton, Ill. 112,501.—Twine Holder.—Joseph B. Sargent and Purmont Bradford (assignors to Sargent & Co.), New Haven, Conn. 112,502.—Dovetailing Machine.—James M. Seymour, Newark, N. J. 112,503.—Wooden Pavement.—Eaton Shaw, Portland, Me. 112,504.—Guard for Circular Saws.—George W. Shipman, Ischua, N. Y. 112,505.—Breech-loading Firearm.—Dexter Smith and Martin J. Chamberlin, Springfield, Mass. 112,506.—Spark Arrester.—James Smith, Altoona, Pa. 112,507.—Horse Hay Rake.—Solomon P. Smith, Waterford, N. Y. 112,508.—Plow.—S. M. Stewart, New Harrisburg, Ohio. 112,509.—Medical Compound for Treating Fever and Ague.—George E. Swan, Mount Vernon, Ohio. 112,510.—Device for Cooling Journals of Car Axles.—Henry G. Thompson, Milford, Conn. 112,511.—Cooling Journal of Car Axles.—Henry G. Thompson, Milford, Conn. 112,512.—Cooling Journal of Car-wheel Axles.—Henry G. Thompson, Milford, Conn. 112,513.—Device for Cooling Journals of Railway Cars.—Henry G. Thompson, Milford, Conn. 112,514.—Non-heating Handle for Sad Irons, etc.—William H. Towers, Boston, Mass. 112,515.—Lubricator.—John Erst Uhl, Renovo, Pa. 112,516.—Combined Corn Planter and Cultivator.—Franklin Underwood, South Rutland, N. Y. 112,517.—King Bolt.—Wendel Vondersaar, Indianapolis, Ind. 112,518.—Wheat Roaster.—George W. Waitt (assignor to himself and Robert B. Fitts), Philadelphia, Pa. 112,519.—Plaster Sower.—Thomas J. West, Alfred Center, N. Y. 112,520.—Ticket Holder.—Henry Wexel, Providence, R. I. 112,521.—Tobacco Press.—Abraham N. Zell, Lancaster, Pa. 112,522.—Combined Bag Holder and Scales.—William Zimmerman, Lebanon, Pa. Antedated February 25, 1871. 112,523.—Breech-loading Firearm.—James M. Mason, Washington, D. C. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Various (2006). Scientific American, Volume XXIV., No. 12, March 18, 1871. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/19180/pg19180-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

Official lists of patents

Scientific American, Volume XXIV., No. 12, March 18, 1871 by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . Recent American and Foregin Patents here Under this heading we shall publish weekly notes of some of the more prominent home and foreign patents. Recent American and Foregin Patents Self-Acting Shackle and Car Brake.—Lyman Alphonzo Russell, Shrewsbury, Vt.—This invention relates to improvements in self-acting shackles and car brakes, and consists in an improved connection of the brakes with the shackle, for automatic operation, whereby the connection may be readily so adjusted that the brakes will not be set in action as when required to back up the train. Feed Bags for Horses.—W. A. Hough, South Butler, N. Y.—This invention relates to a new and useful improvement in feed bags for horses, and consists in making the bag self-supplying, by means of one or more reservoirs, the discharge orifices of which reservoirs are closed by a valve or valves. Truss.—Adam Hinoult, Montgomery, N. Y.—This invention has for its object to furnish an improved truss, which shall be so constructed as to yield freely to the various movements of the body of the wearer, while holding the rupture securely in place. Governor for Steam Engines.—Charles A. Conde, Indianapolis, Ind.—This invention relates to a new method of regulating the movement of the balls of a steam governor, with a view of adjusting the same in proportion to the increased or diminished centrifugal force. Circular Saw Guard.—G. W. Shipman, Ischua, N. Y.—This invention relates to a new and useful improvement in means for protecting the operator and others, near running circular saws, from injury, and it consists in a movable guard, operated by means of the saw carriage, in such a manner that, during the period of danger (when the saw is not cutting), the guard covers the saw, and is thrown back from the saw when the latter is in actual use. Carpet-cleaning Machine.—J. C. Craft, Baltimore, Md.—This invention relates to a machine, through which a carpet may be passed, and so beaten and brushed, during its passage, as to come out of the machine thoroughly cleansed. The invention consists in the peculiar construction and arrangement of beaters and brushes for effecting this result. Combined Cotton and Corn Planter.—L. A. Perrault, Natchez, Miss.—This invention relates to improvements in machinery for planting seed, and consists in a combination, in one machine, of a seed-dropping apparatus, adapted for corn, and another adapted for cotton, in a manner to utilize one running gear for the two kinds of seed, and thereby save the expense of separate gear for each. Lime Kiln.—T. A. Kirk, Kansas City, Mo.—This invention has for its object to furnish an improved lime kiln, which shall be so constructed as to enable the kiln to be worked from the front, in firing and in drawing the lime and ashes, which will not allow cold or unburnt rock to pass through, and which will consume its own smoke. Car Brake.—S. D. Tripp, Lynn, and Luther Hill, Stoneham, Mass.—This invention relates to improvements in railroad car brakes, and consists in an arrangement, on the locomotive or tender, of a steam cylinder and piston, and the arrangement, on the cars, in connection with the brakes, of sliding rods, so that the rod of the car next to the engine or tender, being moved backwards by the piston rod of the above cylinder, will bring the brakes of the rear wheels down upon them, as well as the brakes of the tender, and slacken the speed thereby, so that the rear projecting end of the brake rod will come in contact with the rod of the next car, and set its brakes in action in like manner, and so on, throughout the train. The arrangement of the said brake actuating rods is such that no matter which end of the car is foremost, the wheels of one track will be acted on by the brakes. Combined Ruler, Blotter, and Paper Cutter.—Hugh S. Ball, Spartanburgh, S. C.—This invention relates to a new and useful improvement in a combined ruler, blotter, and paper cutter, three articles indispensable for the desk, combined in one. Reed for Organs and Melodeons.—Augustus Newell, Chicago, Ill.—The object of this invention is to so construct the tongue-butts, or shanks, of musical reeds, that the same cannot, during the vibratory motion of the tongues, be raised from their seats. Anti-Friction Compound.—Victory Purdy, Poughkeepsie, N. Y.—This invention relates to a new and useful compound for lubricating railroad car axle journals, and other journal bearings. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Various (2006). Scientific American, Volume XXIV., No. 12, March 18, 1871. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/19180/pg19180-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

Recent American and Foregin Patents

Scientific American, Volume XXXVI., No. 8, February 24, 1877 by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . NEw Books and Publications here NEW BOOKS AND PUBLICATIONS. Archology, Or The Science Of Government. By S.V. Blakeslee. Price $1.25. New York and San Francisco: A. Roman & Co. This book is a very metaphysical treatise on theories of government and the duties of citizens to the law, each other, and themselves. Theoretical politics are little in favor with thinking men of this day; and the social difficulties of our age will have to be solved by practical wisdom founded on experience. The people that knows that a certain course of legislation has destroyed an empire, and that a contrary policy has developed one, will care little as to whether or not "the will controls the feelings by mediate and indirect force." We are unable to find in this book any attempt to apply the finely worded theories stated to practical use and popular instruction in political science. Graphical Analysis Of Roof Trusses, For The Use Of Engineers, Architects, And Builders. By Charles E. Greene, A.M., Professor of Civil Engineering in the University of Michigan. Chicago, Ill: George H. Frost. The author of this work truly says that any designer who fairly tries the graphical method will be pleased with the simplicity and directness of the analysis, even for apparently complex forms. The hindrance to the general use of the method is the want of knowledge of the higher mathematics, which are largely used in most treatises on the subject. Professor Greene has avoided this stumbling block, and given us a treatise which may be understood and appreciated by any one of common school education. We therefore give his work a hearty commendation, and we hope that every carpenter and builder may be induced to analyze the stresses which affect the different parts of structures, which he can readily do by carefully reading this volume. The Hub: a Journal devoted to the Carriage Building Trades. Published monthly. Subscription price, $3.00 a year. New York city: The Hub Publishing Company, 323 Pearl street. This journal is widely known for its accurate and extended information as to carriage building, trimming, lining, painting, etc.; and since its first issue it has maintained its reputation, and given the public an immense amount of instruction in a spirited and practical manner. The illustrations and typography are excellent, and every number shows how extended an area it serves as an authority on the important industry to which it is devoted. Assignats And Mandats: the Money and the Finances of the French Revolution of 1789. By Stephen D. Dillaye. Price, free by mail, 30 cents. Philadelphia, Pa.: Henry Carey Baird & Co., 810 Walnut street. Mr. Dillaye differs with the Hon. A.D. White, President of Cornell University, as to the relative merits of money and promises to pay money; and he begins with the assertion that the President's "object is to depreciate American credit, stability, and honor." Further perusal, to ascertain the meaning of this attack on a patriotic and useful member of society, shows us what Mr. Dillaye thinks he means. He talks of credit being the vital element of national power; and from this he argues that the more "credit" a nation has—that is, the deeper it is in debt—the more powerful it becomes. In short, he confuses credit as opposed to discredit with credit as opposed to cash—a grievous blunder, surely. A nation's credit is like a merchant's; it becomes greater only as his debts become smaller; and people trust a government for the same reason as they trust an individual, mainly because every previous obligation has been honorably observed. It is gratifying to know that persons of Mr. Dillaye's way of thinking are few and unimportant, and their number is diminishing daily. Croton Water Supply For The City Of New York: an Address by George B. Butler to the New York Municipal Society. New York city: Published by Order of the Society, 87 Madison avenue. A review of the whole subject of our water supply, its sources and the area they drain, the geographical features of the district, and the works erected by the city. Mr. Butler maintains that the Croton valley, with proper storage reservoirs, can abundantly supply the whole city; and that no new aqueduct need be constructed in the present condition of the public debt. Eine Kurze Allgemeine Einleitung Zu Den Aromatischen Nitroverbindungen. Von Peter Townsend Austen. Leipzig, Germany: Winter, Publisher. We are glad to see that an American is able to publish a very useful chemical treatise in Germany, the great head center of chemistry. Dr. Austen, one of our most distinguished young chemists in the field of original research, has produced a work which bears the marks of much patient thought and study. The book is dedicated to the renowned German chemist, Professor A.W. Hofmann. Our Young Folks' Magazine: a Monthly Journal of Instruction and Amusement. Subscription price, $1.60 a year. Boston, Mass.: Post Office Box 3090. A readable little periodical, well calculated to amuse the little ones for whom it is intended. Glass For The Studio And Dark Room. By Thomas Gaffield. Philadelphia, Pa.: Benerman & Wilson. There is much useful information in this little pamphlet, and photographers especially should read it. The matter first appeared in the Philadelphia . Photographer About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Various (2006). Scientific American, Volume XXXVI., No. 8, February 24, 1877. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/19406/pg19406-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at www.gutenberg.org https://www.gutenberg.org/policy/license.html

NEW BOOKS AND PUBLICATIONS

Scientific American Supplement, No. 717, September 28, 1889, by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . THE SHIP IN THE NEW FRENCH BALLET OF THE "TEMPEST." here THE SHIP IN THE NEW FRENCH BALLET OF THE "TEMPEST." A new ballet, entitled the "Tempest," by Messrs. Barbier and Thomas, has recently been put upon the stage of the Opera at Paris with superb settings. One of the most important of the several tableaux exhibited is the last one of the third act, in which appears a vessel of unusual dimensions for the stage, and which leaves far behind it the celebrated ships of the "Corsaire" and "L'Africaine." This vessel, starting from the back of the stage, advances majestically, describes a wide circle, and stops in front of the prompter's box. As the structure of this vessel and the mechanism by which it is moved are a little out of the ordinary, we shall give some details in regard to them. First, the sea is represented by four parallel strips of water, each formed of a vertical wooden frame entirely free in its movements (Fig. 2). The ship (Figs. 1, 2, 3, 4 and 5) is carried by wheels that roll over the floor of the stage. It is guided in its motion by two grooved bronze wheels and by a rail formed of a simple reversed T-iron which is fixed to the floor by bolts. In measure as it advances, the strips of water open in the center to allow it to pass, and, as the vessel itself is covered up to the water line with painted canvas imitating the sea, it has the appearance of cleaving the waves. As soon as it has passed, the three strips of water in the rear rise slightly. When the vessel reaches the first of the strips, the three other strips, at first juxtaposed against the preceding, spread out and thus increase the extent of the sea, while the inclined plane of the preceding tableau advances in order to make place for the vessel. The shifting of this inclined place is effected by simply pulling upon the carpet that covers it, and which enters a groove in the floor in front of the prompter's box. At this moment, the entire stage seems to be in motion, and the effect is very striking. We come now to the details of construction of the vessel. It is not here a question of a ship represented simply by means of frames and accessories, but of a true ship in its entirety, performing its evolutions over the whole stage. Now, a ship is not constructed at a theater as in reality. It does not suffice to have it all entire upon the stage, but it is necessary also to be able to dismount it after every representation, and that, too, in a large number of pieces that can be easily stored away. Thus, the vessel of the Tempest, which measures a dozen yards from stem to stern, and is capable of carrying fifty persons, comes apart in about 250 pieces of wood, without counting all the iron work, bolts, etc. Nevertheless, it can be mounted in less than two hours by ten skilled men. The visible hull of the ship is placed upon a large and very strong wooden framework, formed of twenty-six trusses. In the center, there are two longitudinal trusses about three feet in height by twenty-five in length, upon which are assembled, perpendicularly, seven other trusses. In the interior there are six transverse pieces held by stirrup bolts, and at the extremity of each of these is fixed a thirteen-inch iron wheel. It is upon these twelve wheels that the entire structure rolls. There are in addition the two bronze guide wheels that we have already spoken of. In the rear there are two large vertical trusses sixteen feet in height, which are joined by ties and descend to the bottom of the frame, to which they are bolted. These are worked out into steps and constitute the skeleton of the immense stern of the vessel. The skeleton of the prow is formed of a large vertical truss which is bolted to the front of the frame and is held within by a tie bar. On each side of this truss are placed the (Figs. 1 and 3), which are formed of pieces of wood that are set into the frame below and are provided above with grooves for the passage of iron rods that support the foot rests by means of which the supernumeraries are lifted. As a whole, those rods constitute a jointed parallelogram, so that the foot rest always remains horizontal while describing a curve of five feet radius from the top of the frame to the deck of the vessel. They are actuated by a cable which winds around a small windlass fixed in the interior of the frame. parallels The large mast consists of a vertical sheath 10 ft. high, which is set into the center of the frame, and in the interior of which slides a wooden spar that exceeds it by 5 ft. at first, and is capable of being drawn out as many more feet for the final apotheosis. This part of the mast carries three footboards and a platform for the reception of "supers." It is actuated by a windlass placed upon the frame. To form the skeleton of the vessel there are mounted upon the frame a series of eight large vertical trusses parallel with each other and cross-braced by small trusses. The upper part of these supports the flooring of the deck, and their exterior portion affects the curve of a ship's sides. It is to these trusses that are attached the panels covered with painted canvas that represent the hull. These panels are nine in number on each side. Above are placed those that simulate the nettings and those that cover the prow or form its crest. The turret that surrounds the large mast is formed of vertical trusses provided with panels of painted canvas and carrying a floor for the figurants to stand upon. The bowsprit is in two parts, one sliding in the other. The front portion is at first pulled back, in order to hide the vessel entirely in the side scenes. It begins to make its appearance before the vessel itself gets under way. Light silken cordages connect the mast, the bowsprit, and the small mast at the stern. On each side of the vessel, there are bolted to the frame that supports it five iron frames covered with canvas (Fig. 3), which reach the level of the water line, and upon which stand the "supers" representing the naiads that are supposed to draw the ship upon the beach. Finally at the bow there is fixed a frame which supports a danseuse representing the living prow of the vessel. The vessel is drawn to the middle of the stage by a cable attached to its right side and passing around a windlass placed in the side scenes to the left (Fig. 2). It is at the same time pushed by machinists placed in the interior of the framework. The latter, as above stated, is entirely covered with painted canvas resembling water. As the vessel, freighted with harmoniously grouped spirits, and with naiads, sea fairies, and graceful genii seeming to swim around it, sails in upon the stage, puts about, and advances as if carried along by the waves to the front of the stage, the effect is really beautiful, and does great credit to the machinists of the Opera. We are indebted to and for the description and engravings. Le Genie Civil Le Monde Illustré About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Various (2006). Scientific American Supplement, No. 717, September 28, 1889. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/17755/pg17755-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

THE SHIP IN THE NEW FRENCH BALLET OF THE "TEMPEST."

Things To Make by Archibald Williams is part of the HackerNoon Books Series. You can jump to any chapter in this book . A SELF-LAUNCHING MODEL AEROPLANE. here XXV. A SELF-LAUNCHING MODEL AEROPLANE. By V. E. Johnson, M.A. This article deals not with a scale model—a small copy of some full-sized machine—but with one designed for actual flight; with one not specially intended to create records either of length or duration, but which, although small details must perforce be omitted, does along its main lines approximate to the “real thing.” Partly for this reason, and partly because it proves a far more interesting machine, we choose a model able to rise from the ground under its own power and make a good flight after rising, assuming the instructions which we give to have been carefully carried out. It is perhaps hardly necessary to add that such a machine can always be launched by hand when desired. Before entering into special details we may note some broad principles which must be taken into account if success is to attend our efforts. Important Points.—It is absolutely essential that the weight be kept down as much as possible. It is quite a mistake to suppose that weight necessarily means strength. On the contrary, it may actually be a cause of weakness if employed in the wrong place and in the wrong way. The heavier the machine, the more serious the damage done in the event of a bad landing. One of the best and easiest ways of ensuring lightness is to let the model be of very simple construction. Such a model is easier to build and more efficient when constructed than one of more complicated design. Weigh every part of your model as you construct it, and do not be content until all symmetrically arranged parts which should weigh the same not only look alike but do actually balance one another. (Note.—The writer always works out the various parts of his models in grammes, not ounces.) If a sufficiently strong propeller bearing weighing only half a gramme can be employed, so much the better, as you have more margin left for some other part of the model in which it would be inadvisable to cut down the weight to a very fine limit. Details.—To pass now to details, we have four distinct parts to deal with:— The framework, or fuselage. The supporting surfaces, consisting of the main plane, or aerofoil, behind, and the elevator in front. The propellers. The motor, in this case two long skeins of rubber; long, because we wish to be able to give our motor many turns, from 700 to, say, 1,000 as a limit, so that the duration of flight may be considerable. [Illustration: FIG. 129.-Sections of backbone for model aeroplane.] The Backbone.—For the backbone or central rod take a piece of pitch pine or satin walnut 52 inches long, 5/8 inch deep, and 1/2 inch broad, and plane it down carefully until it has a T-shaped section, as shown in Fig. 129, and the thickness is not anywhere more than 1/8 inch. It is quite possible to reduce the thickness to even 1/16 inch and still have a sufficient reserve of strength to withstand the pull of 28 strands of 1/16-inch rubber wound up 1,000 times; but such a course is not advisable unless you are a skilful planer and have had some experience in model-making. If you find the construction of the T-shaped rod too difficult, two courses are open— (l) To get a carpenter to do the job for you, or (2) To give the rod the triangular section shown in Fig. 129, each side of the equilateral triangle being half an inch long. [Illustration: FIG. 150—Side elevation of model aeroplane.] The top of the T or the base of the triangle, as the case may be, is used uppermost. This rod must be pierced in three places for the vertical masts employed in the bracing of the rod, trussing the main plane, and adjusting the elevator. These are spaced out in Fig. 130, which shows a side elevation of the model. Their sectional dimensions are 1/16 by 1/4 inch; their respective lengths are given in Fig. 130. Round the front edges and sharpen the rear. In Fig. 130 is shown the correct attitude or standing pose necessary to make the model rise quickly and sweep boldly up into the air without skimming the ground for some 10 to 20 yards as so many models do. E is the elevator (7 by 3 inches); A the main plane (5-1/2 by 29 inches); W the wheels; and RS the rear skid, terminating in a piece of hooked steel wire. The vertical bracing of these masts is indicated. The best material to use for the purpose is Japanese silk gut, which is very light and strong. To brace, drill a small, neat hole in the mast and rod where necessary, pass through, and tie. Do the same with each one. To return to the central mast, which must also form the chassis. This is double and opened out beneath as shown in Fig. 131, yz being a piece similar to the sides, which completes, the triangle x y z and gives the necessary rigidity. Attach this piece by first binding to its extremities two strips of aluminium, or by preference very thin tinned iron, Tl and T2. Bend to shape and bind to xy, xz as shown in Fig. 131. [Illustration: FIG. 131.—Front elevation of chassis.] [Illustration: FIG. l32.-Wheel for model aeroplane chassis.] [Illustration: FIG. 133.—Plan of model aeroplane.] The Wheels and Chassis.—WW are the two wheels on which the model runs. They are made of hollow brass curtain rings, 1 inch in diameter, such as can be bought at four a penny. For spokes, solder two strips of thin tinned iron to the rings, using as little solder as possible. (Fig. 132.) To connect these wheels with the chassis, first bind to the lower ends of xy, xz two strips of thin tinned iron, T3 and T4, after drilling in them two holes of sufficient size to allow a piece of steel wire of “bonnet pin” gauge to pass freely, but not loosely, through them. Soften the wire by making it red hot and allowing it to cool slowly, and solder one end of this wire (which must be quite straight and 5-1/4 inches long) to the centre of the cross pieces or spokes of one wheel. Pass the axle through the holes in the ends of xy, xz, and solder on the other wheel. Your chassis is then finished. The rear skid (RS in Fig. 130) is attached to the central rod by gluing, and drilling a hole through both parts and inserting a wooden peg; or the upright may be mortised in. On no account use nail, tack, or screw. Attach the vertical masts and the horizontal ones about to be described by gluing and binding lightly with thread, or by neatly glued strips of the Hart’s fabric used for the planes. Horizontal Spars, etc.—To consider now the horizontal section or part plan of the model, from which, to avoid confusion, details of most vertical parts are omitted. Referring to Fig. 133, it will be seen that we have three horizontal masts or spars—HS1, 4 inches; HS2, 6 inches; and HS3, slightly over 12 inches long. The last is well steamed, slightly curved and left to dry while confined in such a manner as to conform to the required shape. It should so remain at least twenty-four hours before being fixed to the model. All the spars are attached by glue and neat cross bindings. If the central rod be of triangular instead of T section, the join can be made more neatly. The same remarks apply to the two 9 and 10 inch struts at the propeller end of the rod, which have to withstand the pull of the rubber motor on PPl. These two pieces will have a maximum strength and minimum weight if of the T section used for the rod. If the work is done carefully, 1/4 inch each way will be sufficient. Main Plane and Elevator.—The framework of each plane is simply four strips of satin walnut or other suitable wood, 1/4 inch broad and 1/16 inch or even less in thickness for the main plane, and about 1/16 by 1/16 inch for the elevator. These strips are first glued together at the corners and left to set. The fabric (Hart’s fabric or some similar very light material) is then glued on fairly tight—that is, just sufficiently so to get rid of all creases. The main plane is then fixed flat on to the top of the central rod by gluing and cross binding at G and H. (A better but rather more difficult plan is to fasten the rectangular frame on first and then apply the fabric.) The same course is followed in dealing with the elevator, which is fixed, however, not to the rod, but to the 4-inch horizontal spar, HS1, just behind it, in such a manner as to have a slight hinge movement at the back. This operation presents no difficulty, and may be effected in a variety of ways. To set the elevator, use is made of the short vertical mast, M1. A small hole is pierced in the front side of the elevator frame at Z, and through this a piece of thin, soft iron wire is pushed, bent round the spar, and tied. The other end of the wire is taken forward and wrapped three or four times round the mast M1, which should have several notches in its front edge, to assist the setting of the elevator at different angles. Pull the wire tight, so that the elevator shall maintain a constant angle when once set. H H1 is a piece of 25 to 30 gauge wire bent as shown and fastened by binding. It passes round the front of the rod, in which a little notch should be cut, so as to be able to resist the pull of the twin rubber motors, the two skeins of which are stretched between H H1 and the hooks formed on the propeller spindles. If all these hooks are covered with cycle valve tubing the rubber will last much longer. The rubber skeins pass through two little light wire rings fastened to the underside ends of HS2. (Fig. 133.) The front skid or protector, FS, is made out of a piece of thin, round, jointless cane, some 9 inches in length, bent round as shown in Fig. 134, in which A B represents the front piece of the T-shaped rod and x y z a the cane skid; the portion x y passing on the near side of the vertical part of the T, and z a on the far side of the same. At E and F thread is bound right round the rod. Should the nose of the machine strike the ground, the loop of cane will be driven along the underside of the rod and the shock be minimized. So adjust matters that the skid slides fairly stiff. Note that the whole of the cane is on the under side of the top bar of the T. [Illustration: FIG. 134.—Front skid and attachment to backbone.] Bearings.—We have still to deal with the propellers and their bearings. The last, TN and TNl (Fig. 133), are simply two tiny pieces of tin about half a gramme in weight, bent round the propeller spar HS3 at B and B1. Take a strip of thin tin 1/4 inch wide and of sufficient length to go completely round the spar (which is 1/4 by 1/8 inch) and overlap slightly. Solder the ends together, using a minimum amount of solder. Now bore two small holes through wood and tin from rear to front, being careful to go through the centre. The hole must be just large enough to allow the propeller axle to run freely, but not loosely, in it. Primitive though such a bearing may seem, it answers admirably in practice. The wood drills out or is soon worn more than the iron, and the axle runs quite freely. The pull of the motor is thus directed through the thin curved spar at a point where the resistance is greatest—a very important matter in model aeroplane construction. To strengthen this spar further against torsional forces, run gut ties from B and Bl down to the bottom of the rear vertical skid post; and from B to B1 also pass a piece of very thin piano wire, soldered to the tin strips over a little wooden bridge, Q, like a violin bridge, on the top of the central rod, to keep it quite taut. [Illustration: FIG. 135—“Centrale” wooden propeller.] Propellers.—To turn now to the propellers. Unless the reader has already had fair experience in making model propellers, he should purchase a couple, one right-handed and one left-handed, as they have to revolve in opposite directions. It would be quite impossible to give in the compass of this article such directions as would enable a novice to make a really efficient propeller, and it must be efficient for even a decent flight with a self-launching model. The diameter of the two propellers should be about 11-1/2 to 11-3/4 inches, with a pitch angle at the extremities of about 25 to 30 degrees as a limit. The “centrale” type (Fig. 135) is to be preferred. Such propellers can be procured at Messrs. A. W. Gamage, Ltd., Holborn, E.C.; Messrs. T. W. K. Clarke and Co., Kingston-on-Thames; and elsewhere. For the particular machine which we are considering, the total weight of the two propellers, including axle and hook for holding the rubber, should not exceed 3/4 oz. This means considerable labour in cutting and sandpapering away part of the boss, which is always made much too large in propellers of this size. It is wonderful what can be done by care and patience. The writer has in more than one case reduced the weight of a propeller by more than one-half by such means, and has yet left sufficient strength. The combined axle and hook should be made as follows:—Take a piece of thin steel wire, sharpen one end, and bend it as shown at C (Fig. 136). Pass the end B through a tight-fitting hole in the centre of the small boss of the propeller, and drive C into the wood. Solder a tiny piece of 1/8-inch brass tubing to the wire axle at A, close up to the rubber hook side of the propeller, and file quite smooth. The only things now left to do are to bend the wire into the form of a hook (as shown by the dotted line), and to cover this hook, as already advised, with a piece of valve tubing to prevent fraying the rubber skeins. [Illustration: FIG. 136.—Axle and hook for propeller.] Weight.—The weight of a model with a T-shaped central rod 1/16 inch thick should be 4-1/2 oz. Probably it will be more than this—as a maximum let us fix 6 oz.—although 4-1/2 oz. is quite possible, as the writer has proved in actual practice. In any case the centre of gravity of the machine without the rubber motor should be situated 1 inch behind the front or entering edge of the main plane. When the rubber motor (14 strands of 1/16-inch rubber for each propeller, total weight 2 oz.) is in position, the centre of gravity will be further forward, in front of the main plane. The amount of rubber mentioned is for a total weight of 6-1/2 oz. If the weight of the model alone be 6 oz., you will probably have to use 16 strands, which again adds to the weight, and makes one travel in a vicious circle. Therefore I lay emphasis on the advice, Keep down the weight. The front edge of the elevator should be set about 3/8 inch higher than the back, and the model be tried first as a glider, with the rubber and propellers in position. If it glides satisfactorily, wind up the motor, say 500 turns, and launch by hand. When a good flight has been obtained, and the correct angle of the elevator has been determined, place the model on a strip of linoleum, wind up, and release the propellers. The model should rise in its own length and remain in the air (if wound up 900 turns) at least three quarters of a minute. Choose a calm day if possible. If a wind blows, let the model face the breeze. Remember that the model flies high, and select a wide open space. Do not push the model forward; just release the propellers, held one in each hand near the boss by the fingers and thumb. As a lubricant for the rubber use pure glycerine. It is advisable to employ a geared-up mechanical winder, since to make 1,800 turns with the fingers is rather fatiguing and very tedious. Simple as this model may seem in design, one built by the writer on exactly the lines given has met the most famous flying models of the day in open competition and proved successful against them. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Archibald Williams (2005). Things To Make. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/14664/pg14664-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

A SELF-LAUNCHING MODEL AEROPLANE.

The Romance of Modern Mechanism by Archibald Williams is part of the HackerNoon Books Series. You can jump to any chapter in this book . CHAPTER XIX here TRANSPORTER BRIDGES When the writer was in Rouen, in 1898, two lofty iron towers were being constructed by the Seine: the one on the Quai du Havre, the other on the Quai Capelier, which borders the river on the side of the suburb St. Sever. The towers rose so far towards the sky that one had to throw one's head very far back to watch the workmen perched on the summit of the framework. What were the towers for? They seemed much too slender for the piers of an ordinary suspension bridge fit to carry heavy traffic. An inquiry produced the information that they were the first instalment of a "transbordeur," or transporter bridge. What is a bridge of this kind? Well, it may best be described as a very lofty suspension bridge, the girder of which is far above the water to allow the passage of masted ships. The suspended girder serves only as the run-way for a truck from which a travelling car hangs by stout steel ropes, the bottom of the car being but a few feet above the water. The truck is carried across from tower to tower, either by electric motors or by cables operated by steam-power. The transporter bridge in a primitive form has existed for some centuries, but its present design is of very modern growth. With the increase of population has come an increased need for uninterrupted communication. Where rivers intervene they must be bridged, and we see a steady growth in the number of bridges in London, Paris, New York, and other large towns. Unfortunately a bridge, while joining land to land, separates water from water, and the dislocation of river traffic might not be compensated by the conveniences given to land traffic. The Forth, Brooklyn, Saltash, and other bridges have, therefore, been built of such a height as to leave sufficient head-room under the girders for the masts of the tallest ships. But what money they have cost! And even the Tower Bridge, with its hinged bascules, or leaves, and bridges with centres revolving horizontally, devour large sums. Wanted, therefore, an efficient means of transport across a river which, though not costly to install, shall offer a good service and not impede river traffic. Thirty years ago Mr. Charles Smith, a Hartlepool engineer, designed a bridge of the transporter type for crossing the Tees at Middlesbrough. The bridge was not built, because people feared that the towers would not stand the buffets of the north-easterly gales. The idea promulgated by an Englishman was taken up by foreign engineers, who have erected bridges in Spain, Tunis, and France. So successful has this type of ferry-bridge proved, that it is now receiving recognition in the land of its birth, and at the present time transporter bridges are nearing completion in Wales and on the Mersey. The first "transbordeur" built was that spanning the Nervion, a river flowing into the Bay of Biscay near [Bilbao, a Spanish town famous for the great deposits of iron ore close by. A pair of towers rises on each bank to a height of 240 feet, and carry a suspended trussed girder 530 feet long at a level of 150 feet above high-water mark. The car, giving accommodation for 200 passengers (it does not handle vehicles), hangs on the end of cables 130 feet long, and is propelled by a steam-engine situated in one of the towers. Motion is controlled by the car-conductor, who is connected electrically with the engine-room. The lofty towers are supported on the landward side by stout steel ropes firmly anchored in the ground. These ropes are carried over the girder in the familiar curve of the suspension bridge, and attached to it at regular intervals by vertical steel braces. The cost of the bridge—£32,000—compares favourably with that of any alternative non-traffic-blocking scheme, and the graceful, airy lines of the erection are by no means a blot on the landscape. At Bizerta we find the third flying-ferry, which connects that town with Tunis, over a narrow channel between the Mediterranean Sea and two inland lakes. It replaced a steam-ferry which had done duty for about ten years. The lakes being an anchorage for war vessels, it was imperative that any bridge over the straits should not interrupt free ingress and egress. This bridge has a span of 500 feet, and like that at Bilbao is worked by steam. Light as the structure appears, it has withstood a cyclone which did great damage in the neighbourhood. It is reported that the French Government has decided to remove the bridge to some other port, because its prominence would make it serve as a range-finder for an enemy's cannon in time of war. Its place would be taken either by a floating-bridge or by a submarine tunnel. The Nantes "transporter" over the Loire differs from its fellows in one respect, viz. that it is built on the cantilever or balance principle. Instead of a single girder spanning the space between the towers, it has three girders, the two end ones being balanced on the towers and anchored at their landward extremities by vertical cables. The gap between them is bridged by a third girder of bow shape, which is stiff enough in itself to need no central support. The motive power is electricity. All these structures will soon be eclipsed by two English bridges: the one over the Usk at Newport, Monmouthshire; the other over the Mersey and Manchester Ship Canal at Runcorn "Gap," where the river narrows to 1,200 feet. The first of these has towers 250 feet high and 685 feet apart. The girders will give 170 feet head-room above high-water mark. Five hundred passengers will be able to travel at one time on the car, besides a number of road vehicles, and as the passage is calculated to take only one minute, the average velocity will exceed eight miles an hour. The cost has been set down at £65,000, or about one-thirtieth that of a suspension bridge, and one-third that of a bascule bridge. The bridge is being built by the French engineers responsible for the Rouen . transbordeur Coming to the much more imposing Runcorn bridge we find even these figures exceeded. This span is 1,000 feet in length. The designer, Mr. John J. Webster, has already made a name with the Great Wheel which, at Earl's Court, London, has given many thousands of pleasure-seekers an aerial trip above the roofs of the metropolis. The following account by Mr. W. G. Archer in the Magazine of Commerce describes this mammoth of its kind in some detail:— "The two main towers carrying the cables and the stiffening girders are built, one on the south side of the Ship Canal, and the other on the foreshore on the north bank of the river; and the approaches consist of new roadways, nearly flat, built between stone and concrete retaining walls as far as the water's edge, and a corrugated steel flooring, upon which are laid the timber blocks on concrete, resting on steel elliptical girders and cast-iron columns. The roadway in front of the towers is widened out to 70 feet, for marshalling the traffic, and for providing space for waiting-rooms, etc. The towers are constructed wholly of steel, rise 190 feet above high-water level, and are bolted firmly to the cast-iron cylinders below. Each tower consists of four legs, spaced 30 feet apart at the base, and each pair of towers are 70 feet apart, and are braced together with strong horizontal and diagonal frames. Each of the two main cables consists of 19 steel ropes bound together, each rope being built up of 127 wires 0·16 inches in diameter. The ends of the cable backstays are anchored into the solid rock on each side of the river, about 30 feet from the rock surface. The weight of the main cables is about 243 tons, and from them are suspended two longitudinal stiffening girders, 18 feet deep, and placed 35 feet apart horizontally, the underside of the girders being 82 feet above the level of high water.... Upon the lower flange of the stiffening girders are fixed the rails upon which runs the traveller, from which is suspended the car. The traveller is 77 feet long, and is carried by sixteen wheels on each rail. It is propelled by two electric motors of about 35 horse-power each.... The car will be capable of holding at one time four large wagons and 300 passengers, the latter being protected from the weather by a glazed shelter.... The time occupied by the car in crossing will be 214 minutes, so, allowing for the time spent in loading and unloading, it will be capable of making nine or ten trips per hour. This bridge, when completed, will have the largest span of any bridge in the United Kingdom designed for carrying road traffic, the clear space over the Mersey and Ship Canal being 1,000 feet.... The total cost of the structure, including Parliamentary expenses, will be about £150,000." Mr. Archer adds that, in spite of prophecies of disastrous collisions between transporter cars and passing ships, there has up to date been no accident of any kind. To those in search of a new sensation the experience of skimming swiftly a few feet above the water may be recommended. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Archibald Williams (2014). The Romance of Modern Mechanism. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/46094/pg46094-images.html. This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

TRANSPORTER BRIDGES

The Way We Live Now by Anthony Trollope is part of the HackerNoon Books Series. You can jump to any chapter in this book . "UNANIMITY IS THE VERY SOUL OF THESE THINGS." here "UNANIMITY IS THE VERY SOUL OF THESE THINGS." That evening Montague was surprised to receive at the Beargarden a note from Mr. Melmotte, which had been brought thither by a messenger from the city,—who had expected to have an immediate answer, as though Montague lived at the club. "Dear Sir," said the letter, If not inconvenient would you call on me in Grosvenor Square to-morrow, Sunday, at half past eleven. If you are going to church, perhaps you will make an appointment in the afternoon; if not, the morning will suit best. I want to have a few words with you in private about the Company. My messenger will wait for answer if you are at the club. Yours truly, Augustus Melmotte. Paul Montague, Esq., The Beargarden. Paul immediately wrote to say that he would call at Grosvenor Square at the hour appointed,—abandoning any intentions which he might have had in reference to Sunday morning service. But this was not the only letter he received that evening. On his return to his lodgings he found a note, containing only one line, which Mrs. Hurtle had found the means of sending to him after her return from Southend. "I am so sorry to have been away. I will expect you all to-morrow. W. H." The period of the reprieve was thus curtailed to less than a day. On the Sunday morning he breakfasted late and then walked up to Grosvenor Square, much pondering what the great man could have to say to him. The great man had declared himself very plainly in the Board-room,—especially plainly after the Board had risen. Paul had understood that war was declared, and had understood also that he was to fight the battle single-handed, knowing nothing of such strategy as would be required, while his antagonist was a great master of financial tactics. He was prepared to go to the wall in reference to his money, only hoping that in doing so he might save his character and keep the reputation of an honest man. He was quite resolved to be guided altogether by Mr. Ramsbottom, and intended to ask Mr. Ramsbottom to draw up for him such a statement as would be fitting for him to publish. But it was manifest now that Mr. Melmotte would make some proposition, and it was impossible that he should have Mr. Ramsbottom at his elbow to help him. He had been in Melmotte's house on the night of the ball, but had contented himself after that with leaving a card. He had heard much of the splendour of the place, but remembered simply the crush and the crowd, and that he had danced there more than once or twice with Hetta Carbury. When he was shown into the hall he was astonished to find that it was not only stripped, but was full of planks, and ladders, and trussels, and mortar. The preparations for the great dinner had been already commenced. Through all this he made his way to the stairs, and was taken up to a small room on the second floor, where the servant told him that Mr. Melmotte would come to him. Here he waited a quarter of an hour looking out into the yard at the back. There was not a book in the room, or even a picture with which he could amuse himself. He was beginning to think whether his own personal dignity would not be best consulted by taking his departure, when Melmotte himself, with slippers on his feet and enveloped in a magnificent dressing-gown, bustled into the room. "My dear sir, I am so sorry. You are a punctual man I see. So am I. A man of business should be punctual. But they ain't always. Brehgert,—from the house of Todd, Brehgert, and Goldsheiner, you know,—has just been with me. We had to settle something about the Moldavian loan. He came a quarter late, and of course he went a quarter late. And how is a man to catch a quarter of an hour? I never could do it." Montague assured the great man that the delay was of no consequence. "And I am so sorry to ask you into such a place as this. I had Brehgert in my room down-stairs, and then the house is so knocked about! We get into a furnished house a little way off in Bruton Street to-morrow. Longestaffe lets me his house for a month till this affair of the dinner is over. By-the-bye, Montague, if you'd like to come to the dinner, I've got a ticket I can let you have. You know how they're run after." Montague had heard of the dinner, but had perhaps heard as little of it as any man frequenting a club at the west end of London. He did not in the least want to be at the dinner, and certainly did not wish to receive any extraordinary civility from Mr. Melmotte's hands. But he was very anxious to know why Mr. Melmotte should offer it. He excused himself saying that he was not particularly fond of big dinners, and that he did not like standing in the way of other people. "Ah, indeed," said Melmotte. "There are ever so many people of title would give anything for a ticket. You'd be astonished at the persons who have asked. We've had to squeeze in a chair on one side for the Master of the Buckhounds, and on another for the Bishop of—; I forget what bishop it is, but we had the two archbishops before. They say he must come because he has something to do with getting up the missionaries for Thibet. But I've got the ticket, if you'll have it." This was the ticket which was to have taken in Georgiana Longestaffe as one of the Melmotte family, had not Melmotte perceived that it might be useful to him as a bribe. But Paul would not take the bribe. "You're the only man in London then," said Melmotte, somewhat offended. "But at any rate you'll come in the evening, and I'll have one of Madame Melmotte's tickets sent to you." Paul, not knowing how to escape, said that he would come in the evening. "I am particularly anxious," continued he, "to be civil to those who are connected with our great Railway, and of course, in this country, your name stands first,—next to my own." Then the great man paused, and Paul began to wonder whether it could be possible that he had been sent for to Grosvenor Square on a Sunday morning in order that he might be asked to dine in the same house a fortnight later. But that was impossible. "Have you anything special to say about the Railway?" he asked. "Well, yes. It is so hard to get things said at the Board. Of course there are some there who do not understand matters." "I doubt if there be any one there who does understand this matter," said Paul. Melmotte affected to laugh. "Well, well; I am not prepared to go quite so far as that. My friend Cohenlupe has had great experience in these affairs, and of course you are aware that he is in Parliament. And Lord Alfred sees farther into them than perhaps you give him credit for." "He may easily do that." "Well, well. Perhaps you don't know him quite as well as I do." The scowl began to appear on Mr. Melmotte's brow. Hitherto it had been banished as well as he knew how to banish it. "What I wanted to say to you was this. We didn't quite agree at the last meeting." "No; we did not." "I was very sorry for it. Unanimity is everything in the direction of such an undertaking as this. With unanimity we can do—everything." Mr. Melmotte in the ecstasy of his enthusiasm lifted up both his hands over his head. "Without unanimity we can do—nothing." And the two hands fell. "Unanimity should be printed everywhere about a Board-room. It should, indeed, Mr. Montague." "But suppose the directors are not unanimous." "They should be unanimous. They should make themselves unanimous. God bless my soul! You don't want to see the thing fall to pieces!" "Not if it can be carried on honestly." "Honestly! Who says that anything is dishonest?" Again the brow became very heavy. "Look here, Mr. Montague. If you and I quarrel in that Board-room, there is no knowing the amount of evil we may do to every individual shareholder in the Company. I find the responsibility on my own shoulders so great that I say the thing must be stopped. Damme, Mr. Montague, it must be stopped. We mustn't ruin widows and children, Mr. Montague. We mustn't let those shares run down 20 below par for a mere chimera. I've known a fine property blasted, Mr. Montague, sent straight to the dogs,—annihilated, sir;—so that it all vanished into thin air, and widows and children past counting were sent out to starve about the streets,—just because one director sat in another director's chair. I did, by G——! What do you think of that, Mr. Montague? Gentlemen who don't know the nature of credit, how strong it is,—as the air,—to buoy you up; how slight it is,—as a mere vapour,—when roughly touched, can do an amount of mischief of which they themselves don't in the least understand the extent! What is it you want, Mr. Montague?" "What do I want?" Melmotte's description of the peculiar susceptibility of great mercantile speculations had not been given without some effect on Montague, but this direct appeal to himself almost drove that effect out of his mind. "I only want justice." "But you should know what justice is before you demand it at the expense of other people. Look here, Mr. Montague. I suppose you are like the rest of us, in this matter. You want to make money out of it." "For myself, I want interest for my capital; that is all. But I am not thinking of myself." "You are getting very good interest. If I understand the matter,"—and here Melmotte pulled out a little book, showing thereby how careful he was in mastering details,—"you had about £6,000 embarked in the business when Fisker joined your firm. You imagine yourself to have that still." "I don't know what I've got." "I can tell you then. You have that, and you've drawn nearly a thousand pounds since Fisker came over, in one shape or another. That's not bad interest on your money." "There was back interest due to me." "If so, it's due still. I've nothing to do with that. Look here, Mr. Montague. I am most anxious that you should remain with us. I was about to propose, only for that little rumpus the other day, that, as you're an unmarried man, and have time on your hands, you should go out to California and probably across to Mexico, in order to get necessary information for the Company. Were I of your age, unmarried, and without impediment, it is just the thing I should like. Of course you'd go at the Company's expense. I would see to your own personal interests while you were away;—or you could appoint any one by power of attorney. Your seat at the Board would be kept for you; but, should anything occur amiss,—which it won't, for the thing is as sound as anything I know,—of course you, as absent, would not share the responsibility. That's what I was thinking. It would be a delightful trip;—but if you don't like it, you can of course remain at the Board, and be of the greatest use to me. Indeed, after a bit I could devolve nearly the whole management on you;—and I must do something of the kind, as I really haven't the time for it. But,—if it is to be that way,—do be unanimous. Unanimity is the very soul of these things;—the very soul, Mr. Montague." "But if I can't be unanimous?" "Well;—if you can't, and if you won't take my advice about going out;—which, pray, think about, for you would be most useful. It might be the very making of the railway;—then I can only suggest that you should take your £6,000 and leave us. I, myself, should be greatly distressed; but if you are determined that way I will see that you have your money. I will make myself personally responsible for the payment of it,—some time before the end of the year." Paul Montague told the great man that he would consider the whole matter, and see him in Abchurch Lane before the next Board day. "And now, good-bye," said Mr. Melmotte, as he bade his young friend adieu in a hurry. "I'm afraid that I'm keeping Sir Gregory Gribe, the Bank Director, waiting down-stairs." About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Anthony Trollope (2004). The Way We Live Now. Urbana, Illinois: Project Gutenberg. Retrieved October 2022 https://www.gutenberg.org/cache/epub/5231/pg5231-images.html This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

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