The Sun.
London, England, 1863-11-19 00:00:00

SOCIETY OP ARTS,

The one hundred and tenth session of this society
commenced last evening at the society's house, John-
street, Adelphi, and was numerously attended.
Since the last meeting of the institution the hall in
which the meetings are held has been remodelled,
and by the addition of the ante-room has been much
enlarged, thus materially increasing the accommo-
dation required by the members generally. Amongst
those present we noticed Vice-Chancellor Page
Wood, Sir Thomas Phillips, Mr. Harry Chester,
Mr. John Dellion, Mr. H. Cole, &c. _

W. HAWES, Esq., the Chairman of the Council,
presided on the occasion.
Mr. LE NEVE FeSTER, the secretary, read the
minutes of the last meeting of the society, which
were confirmed.
The CHAIRMAN then delivered, in accordance with
the usual custom, the opening address of the session.
He commenced by expressing his regret that he had
to follow so able a chairman as his friend Sir. Tiles.
Phillips, end after adverting to the alteration and
Improvement of the hall in which the society were
held, ho adverted to the losses which the society
had recently sustained by death, alluclingespecially
to the late president, Mr. William Tooke, Mr.
Alderman Cubitt, Mr. Joshua Field, Mr. Joseph
Glynn, and Mr. Mulready. Mr. William Teoke
had, he remarked, filled every office of the society,
and even when he was not able to take an active
part in its affeirs, he always evinced a great anxiety
for the welfare of the institution. In speaking of
the policy which the council proposed to follow
during the ensuing session, the chairman referred
to the action of the society in the cause of education.
That some system for encouraging'private studs-
after leaving school had become absolutely necessary
from the universality of education, was never, he
said, so apparent as now, when the attractions of
sensation novels were, if not absolutely injurious,
tending to excite feelings and sentiments, calculated
to lower rather than to elevate the tastes and prin-
ciples of their readers. Many of the objections to
the competitive examinations did not apply to those
adopted by the society. Cramming could not be
adopted before their examiners. The examina-
tions were not entered upon to give a particu-
lar position in a college, or in military or
naval life, but were pursued by those who hoped
to gain the notice of their employers by great sacri-
fices and severe labour after their day's business
was over. The working classes formed the base
of our industrial fabric, and too high a value could
not be attached to any step which enabled them
to obtain an acquaintance with sound principles of
political economy, which would influence their own
conduct and enable them to influence that of others.
The first exhibition of specimens of wood carving
was held in June last, and a second exhibition
would be held in that room in a few days. In pro-
viding papers for their Wednesday evening meet-
ings they would endeavour as much as possible to
select subjects interesting to the members. Arts,
manufactures, commerce, and agriculture, will all
meet with attention during the session, but the
council would particularly urge the co-operation of
the members in finding good and interesting papers
to be read at these meetings. Those announced for
the evenings before Christmas were likely to be
e
more than usually interesting ; but, besides these
papers, they had arranged three courses of lecturesse
by professional gentlemen eminent in their special
departments. They would be delivered on Monday
;
or on Thursday evenings, as
might b
•
convenient, The first course, by m er. G. W. Hast found most
ings, D.C.L., is on " International Law and its Coco-
will begin
mercial Relations," and before Christmas.
The others, by Mr. Crace Calvert
Burgess, on " Chemistry Applied , Fats., and Mr.
"Fine Arts Applied to Industry, to the Arts," and
suc-
cession. The council have this
with the College of Ph year, in conjunction
s winey ysicians, to award the quin-
quennialprize," consisting of a silver cup,
value £lOO, containing a purse of £lOO in gold, for
the best published t
council will treatise on Jurisprudence. The
also, at the end of the session, award,
for the first time, the society's gold Albert medal for
nistinriuished merit in arts, manufactures, or com-
merce, the new dies for which are in progress, the
likeness of the submitted
Prince Consort having been
for the approval
of her Majesty. The chairman then
adverted to the bust of the Prince Consort, by Mr.
Theea, which was placed in the room, and when the
pictures ordered were completed, they would have
in sculpture and on canvas the very bests likeness
s
that could be had of the Prince Consort, a well
paid
a likeness of her Majesty. The chairman then
a high compliment to the Prince Consorto
his
desire to promote the social and intellectual im-
provement of the working classes. After some fur-
ther observations, the chairman, in conclusion, said
that the society had a great duty to perform. Let
us strive, he said, to release industry from the
shackles of prejudice and ignorance—to encourage
the greatest freedom for the exercise of talent, come
from Whence it may, and thus to maintain this sQ-
aiety in the foremost rank of those who are striving
and
peaceful extend the operation of those humanising --
peaceful intluvnces which invariably follow the

distribute the Prince Consort's
(Applause.)
The CHAIRMAN said it now becen2e his duty
;the
last examination, and the prizes awarded to Ole,
artist workmen who were successful cornpek`itors .at
jag first-class certificates,
the wood-carving exhibition held in June last.
The first-mentioned prize, which was 125, wm
awarded to Mr. Wm. Vaughan, aged 22, City of
London College, clerk, who had obtained the follow--
the above subjects.
The CHAIRMAN complimented Mr. Vaughan on
and in conic secmtieonnssu,
his industry and ability in reference to his Studies
book-keeping,inconnoxion with
The following are the names of the successful
coppetiters in the wood-carving exhibition, 10
prizes were awarded :—Mr James Meiklo
whom
William-street, Regent's Park ; Mr G. Rum--
john, --
t et S.W.; Mr
Be,,cleston-s re , Mark Rogers,
ford, r a
it i
no mensuration-, in
arithmetic,a rpdr algebra,iiznsg r L
thislV'lr trigonometry,d e
geometry,
prize,at
1, reet, Pimlico; Mr C. Itumfries,
111,
1 Mr Green, and Mr W. Perry, 6,
Mr T. H. Kendal I .
treet, Grosvenor•-sruare , Mr T. H.
North Audley-11
t, Brunswick-squore ; Mr T. H.
Baylis, Judd-stree.
it ;
Mr It. Flipping, Mr J. M.
Kindall, of WarwleL
Lincolnshire; and to Mr C. J.
Leach, of Loath, ,
South•street, Taunton.
Horly, of Camden-place
for aemission as
The names of the new candidates
the
then read ova er bY
Tactibroo--st
members of the Society were
secretary, and the meeting separated.

A Safety Locomotive for Sharp Curves.

1 ..--.---
way, Lanca...i.i., ...lao ~....
Mr, Cross, the engineer of thik St. Helen's Rail-
with the construction at tali comparifsirnrks of a
new class of engine, the result of which in practic 0
so well corresponds to sound theory that itis likely
to exercise a material influence on the structure of
new railways,
a soma thge occupied
for tunnels in mountain regions, arid also for facili-
tating unction
j by the substitution of sharp curves
s between lines and the entrance into
cities and towns.

haasomnly in
adraap iltweda
It is a fact seldom adverted to that the' governing
dtu
railway
them constructioni
running
gs
with theit h caa 'Of
raecei
t,Yroll
of-
the engine for passing round curves and up wades
or inclines. Hitherto, the construction of en.gines
ing movement on t s raight lines, even when se eu-
rately made, and only capable of running
on cuzrves
by dint of grinding or sledging friction of the wheel
tires. To diminish as much as possible the amount
of this friction the practice has
been to keep the
engine as short as possible---i.
e., the axles as closer
together as possible. The result of this has been.
an unsteady base and a topheavy superstructure,
liable to constant oscillation from two affecting
causes—the alternate motion of the pistons on the
crank and the irregularities of the rails. On curves
binding the rails closer to the wheel flanges the
oscillation would be less, but the grinding friction
would be more, and the greater the risk of the
wheels escaping from the rails in case of a sudsien
impediment or a deflected rail. The enormous
weight of the engines has tended to counterbalance
this risk, but at the cost of greatly increa3ed de-.
straictive wear.
The St. Helen's line, running through a ,'filly
mineral district, is a remarkable sample of sh.\rp
curves and gradients. In a length of about 30 mil es
it has a constant succession of curves, varying fronts
500 feet radius down to 170, and it has gradients
from one in 85 to one in 35, and it has, moreover, a
large number of " points and crossings" opening
into the various mineral deposits. This line has
been usually worked by short engines on six wheels'
with four coupled wheels as drivers, and connected
to separate tenders for the supply of fuel and water,
the length of the wheel base of the engines being
about 12 feet. Even this comparatively short length.
of engine was disadvantageous on curves, involving
much- impedimental friction ; and a still greater
disadvantage was that tender engines are only

adapted to run safely with the tender behind, and
in the working aed shunting the loss of time and
labour, and expense, was considerable. For this
reason Mr. Cross set about the construction of art
engine that should be capable of running freely and
without impedimental friction in a straight line,
and either end foremost, and also pass with free
rolling movement round curves of as sharp a curve
as a radius of 132 feet, or what engineers call two
chains. To say that it was pronounced impractica-
ble by men of routine is merely to say that it was
out of the category of most working improvements.
The engine is on eight wheels, covering a base of
22 feet in length, and the length of a solid frame
resting on it 32 feet. The four central wheels have
their axles passing through before, and behind the
engine fire-box as usual, the axles being about 8 feet
apart. It is obvious that so long an engine could
scarcely pass round curves at all, even at any cost
of friction, with the ordinary construction of wheels
and axles. The difficulty is obviated by a very
simple process.
The four central wheels have their axles rigidly
parallel to each other. Consequently, in the ordinary
mode of construction, they could not move in a curved
line without a good amount of impedimental fric-
tion. This friction is avoided by a
pro-
cess of construction. The wheel very simple
tires are applied on
hoop springs of elastic steel placed between the
wheel and tire. On these springs
or revolve without sliding the
onthe tires can slip
rails, and thus the
revolutions of the tires are adjusted to the varying
length of the rails on curves by self-action. This
sliding of the h
w eels on the tires is not found in
any way to impede the tractive power of the en-
gine, but the contrary. The extreme wheels at
either end have their tires applied in the name
mode, but another movement is also supplied—the
axles have very long bearings, and the boxes in
which they run, instead of being parallel to the
axles, are formed in curved lines struck from cell-
' i
l ra,,, points, and are permitted to move in this cur-
vature through the hornplates and axle-guides be-
neath the spring shoes. The result of this is that the
wheels and flanges are free to follow the course of
the rails both on the straight lines and on curves,
with the very important advantage in point of
safety
the curve, that the extreme axles on curvensdalways
point truly to the centre of though the
conse-
quently are square to the rails,
ave, hau
eveuirino the axle
curve may be in the form of a S,
eciTheregis, there.
to radiate in opposite directions.
fore no tendency in the wheels to escape from the
rails either on curves or s.t.ra;gleit lines, and though
1---, great length of the
adapted to such small radi'
frame governs and controlsthe action of the pistons°
and late-
on the cranks, and prevents bothl vertical
ral oscillation, while the wheels are deprived of
their vicious irregularity by removal of the
costly and dangerous friction, and
the wear and
tear of tires and rails is reduced to the minimum.
Thus, the process is simple for rendering heavy
and powerful engines practicable by increasing
their wheel base, and distributing the load for the
ascent of heavy gradients. A mountain side may
thus be traversed by a series of zigzags, like thosej
of the old horse paths, and narrow and tortuous
valleys may be threaded along the course of
moun-
tain streams. The highlands of Scotland and f
Wales, of Derbyshire and the Lake districts °--
, Switzerland,
mountain regions of Italy, , the
system of steam
are all within the reach of a cheap and, and Spain
tunnels and locomotion, dispensing with costly
and it'h
pro-
tracted periods of time ;
with the streets and roads of towns and cities, when
(Tomes easy to deal
capabler of large
a powerful engine
loads and 1 igh
speeds can move freely ound a curve similar to that
of the Oxford-street circus.
If any of our read iieus.
Helen's line and 'adeirs (1°111)1.1 let them visit the St
will find an enginj„
, , not mortly not
edge fur thetrkelves, where they
alliiitrhilei_e,i principle;
rc,i,tab e of costly, hut with
adaptation to existing stock-
been
well"u -b nes for lines of sharp curves have
not
has ceased.
..tiadapted to high speed, but that difficulty
and
make r. 0 same engine may traverse the plains
its journey through—or rather over—the
mountains with equal f Tty with the exception
that it cannot so
haci i ,l d
hill as on the
plain. And it has the eaadvgli
tai
no
aa l
advantageu
o that
the blending asharp .
curve with a steep
oasce—the
most difficult of all railway problems under present
circumstances—will in noway interfere with flee
rolling movement, or absorb any power beyond that
due to gravitation and axle friation.—Ttinzes,

AfWLESSRS. JAY and CO. have now on show
the most unique a perfect assortment of
BndONNETS,
which their Manager has selected in Paris, and brought
back with her to this E staliment.
217, 249, 25b1, R shegent-street.

BONNET'S SILKS a LYON.—Every Article of
commerce takes its title either from
prod inventor or
manufacturer, and the. more perfect the uction the
grater is the credit which attaches to the originator.
BONNET'S SILKS are said to be incapable of identifica-
tion in England ; but the fallacy of such an assertion is ex-
pos dby the very trade mark of the firm, as exhibited by
Messrs. JAY, of Regent-street.
The following interwoven mark may be seen at the end
of
each piece Manufacture de C. J. Bonnet et Cie., k Lyon
eta Injurieux. Wear guaranteed.

-LIFEBOAT SERVICES.—During the recent
heavy gales some of the toats of the Na•ional Lifeboat
Institution saved persons from different wrecks. The
Committee of the Institution earnest y Al' VEAL to the
pub iie for ASSInTAN,II to enable 'hem to m. et the con-
inued heti' y demands on the In•titution's 251f1eb at estab-
lishments. Contributions are recetyrd by all the Lon:ion
and country bankers ; and by the Secretary, Richard Lewis,
at tne Institution, It Jiln-street, Adelphi, W.C.