Aug. 21, 1885.] 



KNO^VLEDGE 



Attached to the drawing machinery is a movable shunt- 

 ing capstan for economising locomotis-e jiuwer in the 

 station-yard. The steamer is of iron and of great 

 strength, her dimensions being — length, 13(.»ft. ; breadth 

 of beam, 26 ft. ; h.p., 150 nominal ; draught loaded, 

 5 ft. 9 in. She has the steam steering-gear of the 

 Harrison type. 



The deck arrangement is noteworthy, froiu tlic [losition 

 of the lines of rails. AVh:it u.niM lii:iii .iJmih;. r il-,',:!y 

 be the 6ft. space, is 1 li. Nj, in. li i,,, <; . i-i-r, 



that in the event of lhiTi> imi luin^- . ,. , Aur 



of waggons to occui)y tlie two outtr lii^ ■ ^i um , i he 

 load may be placed amidships on thecMnii, I Im., im1 so 

 contribute to the steadiness and trim of I lie \r- ,1 :ii sea. 

 The process of loading and discharging nuiy In- liiitfly 

 described. On the approach of the ship, with her cargo 

 aboard, the person ashore in charge of the engines and 

 cradle observes the state of the tide, and, knowing the 

 draught of water, adjusts the cradle by lowering it or 

 raising it to the required level. On the vessel coming into 

 position, the drawbridge, which is raised and depressed by 



crabs worked froi 

 steamer's prow and mac 

 ready on the drawbriil 

 gear, are then hookeil 

 foremost waggons, and i 

 a out at o 



gantry, is lowered on to the 

 : fast there. Ropes, which are 

 e iMiuiieited with tlie winding- 

 iii 111 (lie eou[iling-chams of the 

 1 siuiial l.eing given the whole 

 operation. The time occupied 

 in unloading is regvilated by the speed at which the 

 engines are run, and this may be fast or slow according 

 to the condition of the tide and other circumstances. At 

 high tide, when the deck of the steamer and the cradle 

 are nearly level with the rails at the top of the slope, the 

 process of discharging may last some thirty or forty 

 seconds. At dead low water, when the slope is at its 

 maximum of steepness, a slower speed is advisable, and 

 the time occupied may vary from two to four minutes. 

 The loading, which is accomplished on a similar principle, 

 requires rather more caution. The waggons, being 

 drawn to the verge of the slope by steam shunting-gear 

 attached to the winding engines, are then allowed to run 

 on to the deck by their own gravity, checked and regu- 

 lated by the ropes attached to the drums. 



When the project was first mooted, doubts were freely 

 expressed as to the sufficiency of traffic to warrant an 

 establishment of this kind. Recently, however, doubts 

 on this subject have been resolved, and it is now antici- 

 pated that difficulty is more likely to arise from redun- 

 dancy than deficiency of freight. The present carrying 

 power, judging from the traffic that is alrenily ntTcriii", 

 is likely to require augmentation. Aln^ily i' li ' > ' 

 traffic is tendered for conveyance fully iq. l^i i In > i- ; li 

 pow 



lend,; 

 liaM. 



■ir if I 



ed ; 



,.1 I 



;,.1J 



tho carts and shipping. 



Arrived at Ryde tho goods are moved a^jaia 

 station (througli tho town o( Ryde), and once 

 ing into railway waggons. 



.\t. Ventnor, or other destination, tho rovorso 

 after two more handlings and another cartage, 

 last reached, and it is well if he has nothing tc 

 condition of his goods. 



Since arriving at Portsmouth there have been seven separi 

 handlings, three cartages, a risky water passage, and a railw 

 journey. Although the railway company's responsibility contini 

 throughout, their actual control ceased at Portsmouth, wt 

 3 transfen-ed to the Isle of Wight agents 



In the future, by contrast, vehicles loaded in London 

 will go. direct to their railway destination with no more 

 disturbance to bulk or change of vehicle thanis involved 

 in a railway journey between London and Birmingham. 

 The whole of the costly and cumbersome terminal services 

 at Portsmouth and Ryde will be avoided. 



The plans and local installations are from the design of 

 Mr. Samuel L. Mason, of Edinburgh, who was also the 

 originator of the scheme. He has closely followed the 

 arrangements of the North British Company at Burnt- 

 island, of which he had cxperienee \.ii m f-iMrly 

 general manager of that company. Tl- ■ n 



financed and constructed by him, the i' ! - er 



being Mr. William Gregory, C.E. Mr. ^.: M ., r H., 

 of the London, Brighton, and South Coast Railway 

 Locomotive Department, constructed and erected the 

 machinery. 



■" ■ ■ great measure due tn the entprpri^o o 



of the 



Brighton Board, to tie- 

 goods manager Mr. Stain 

 four, M.P., that the Isl.' 

 session of an economic m 

 promise and capability. 



^\i: 



.T. P. Ki 



lid i 



.Air. 



ijl.t, 

 r llal- 



The Brighton Ci 





informed, entered into agreements by which they 

 adopt the new route for the whole of their traffic, under 

 conditions which give assurances of financial success. 



»ebittD6* 



SOME BOOKS OX OUR TABLE. 



The Anatomy of tin I ■ 

 Man. By Feedeuui 

 H.K.Lewis. 188.^1.) 1 



many years. Mr. Treves's exha 

 founded upon the examination of i 

 fresh bodies, and although, of e 



To take the mh 

 pie. Our autlin 

 i of 22 ft. G in. 



ratively recent period, but the grave uncertainty 

 aeed by such variations as these must always 

 -e.> an' element of danger. Tho work is most 

 ■ -I vellum (or imitation vellum) 



LTOt __^ 



^ printed c 



a. veiiuiu ^or iiunjiiiiiuii vc-iiutii/ 

 L thick antique paper with rough 



/ ling Tested hy Science and hy Scripture; a 



I N,r, n,(. By the Rev. J. H. Skewes. (London: Geo. 

 I Philip &. Soil.) — As a rule, we refuse entirely to criticise 



